The planning begins as early as 1956, included each a standard and front-wheel drive. One opts for the rear engine for reasons of costs. Thus, a vehicle is pre-programmed with a heavy rear, especially as even the cooler finds space next to the engine and the folding rear seat back creates the space for additional luggage.

One enters new territory with an aluminum engine block, but this leads a very long time to trouble with the cooling and later even cracks in the engine block. It is amazing how smooth the MB 1000 is from below. The almost complete absence of box sections, at least visible from below, reflects a clear application of the theories of self-supporting bodies.

The air resistance on the bottom was probably not bad. The probably a bit too small tank nestles at the very bottom in front of the front axle. Unfortunately, the sheets are not among the most durable of its kind, what quickly put an end to a lightweight construction as the MB 1000 particularly as a four-door. By the way, the Škoda has in common with the VW Beetle the rear swing axle.

Otherwise, everything is different. The trunk is even up front divided and thus offers in a special compartment between the actual luggage and tank, space for the spare wheel + tool. The front axle is located relatively far back what the wheelbase not just benefits. After all, it consists of double wishbones with steering knuckle bolts.

Originally one expects 600 cars per day for the completely new plant in Mladá Boleslav, what would have been five times as many as by then. After all, one creates in average 400 cars per working day in the 5 years of production, about half for export.The Škoda brand enjoys a high reputation in the COMECON. In the West, this car is cheaper than an Export Beetle. Meanwhile are manufactured in Mladá Boleslav 1200 cars daily, paint shop and body construction not included. 03/14