Czech transporter? Too late
The Škoda 1203 would be a kind of delayed reaction to the Czechoslovak economy for the first generation of the Volkswagen Transporter or the Citroën type H. It was a car with a self-supporting body with a variable design with a wide range of applications.
Czechoslovakia could become a third country in Europe where such advanced cars were produced. But the development took too long. The first twelve-thirteenth went thirteen years after the start of the development of the shipment – and two decades after the oldest hauliers. She did not even get the start of their second generation. It had to do with changes in the political mission and with whom the assignment was.
When the new van was built, the Vrchlabí Automobile Plant was awarded the contract. It was a car factory of Vrchlabí, which was nationalized after the war and connected with Škodovka (ie motor sport, national company – AZNP), then detached again, but later connected with Škodovka.
By the mid-1950s, several prototypes of the "Czech Carrier", which was called Škoda 979, were made in Vrchlabí according to the project in Mladá Boleslav, but then the project ended with ice. The AZNP funds, including the Upper Race, were thrown for a different purpose – the development of a new Škoda 1000MB passenger car. That is why the development of a completely different vehicle has not been further developed.
However, after the development of the 979 type was officially stopped, the KSČ congress approved the goal: "surpassing the level of technology, the organization of work and production in the most advanced capitalist states". Part of this was the development of a car that corresponds to the recently fluctuated Skoda 979. This is how the Škoda 997 came into being. His development delayed the demand for a derivative version of the so-called agromobil with another body and four-wheel drive, which would be useful in agriculture. but mainly for the army.
Although the requirement of agromobil was later abolished, he also contributed that serial production 997 could not begin until 1968. In addition, there was a problem with insufficient production capacity, first of all the tower factory had to be reconstructed.
In the winter it cools and boils in the summer
In the development of type 997 the designers were instructed to use as many parts as possible for personal embroidery. The unification was clear, especially when we looked at the dashboard, and the rear lights the same. Later it went on when vans used some elements that were used in newer models of personal damage to Favorit.
The utility vehicle from Vrchlabí eventually went to the market under the name Škoda 1203. It referred to the motorization and the fact that it was the successor of the existing series of small damage to utilities 1201 and 1202.
The 1221 cubic centimeter engine was designed for the Škodu 1200 respectively at the beginning of the 1950s. Utility 1201. However, it was upgraded to twelve inches, making it 47 hp (35 kW) at 4600 rpm and with a torque of 88 Nm at 3000 rpm. Actually, it was not bad. Similarly, strong engines were not only competitors from the Eastern bloc – the East German barka & # 39; s and Polish stallions – but also the second generation hauliers.
The twelve inch were truly universal vehicles. They can take the form of a van, a minibus, an ambulance (and a funeral vehicle) and a flatbed. This was an important step forward in the Czechoslovakian environment. No comparable delivery was produced here. It replaced the aforementioned model 1202, which was not yet a modern delivery vehicle, in fact it was an extensive octavia combi.
However, the progress introduced by the new 1203 was not without compromise. The twelve-hundred had poor driving characteristics, a low level of safety and the low level of comfort they offered to the crew, especially the drivers.
One of the characteristics was the large sound of the cab, which was related to the position of the engine above the front axle – the "grave" between the driver and the co-driver. The engine test world of 1968 has already pointed to the driving characteristics of the engine, where the authors complained that the dimensions and weight distribution of the vehicle "in combination with the suspension significantly affect the driving characteristics", criticizing the small wheelbase and track width compared to the total dimensions.
For example, in the rescue service the problem was also a low power and a fairly large repertoire of defects in which the twelve hundred members suffered. In the memories of their drivers the overheating of the petrol pump and the weak heating occur most often. With a little exaggeration, the car was hot in the summer and did not blow in the winter.
But of course, even when they celebrated their anniversary, they were inseparable in the twenties and the drivers usually knew how to do it. It also helped to put the engine in the cabin. "When the petrol pump was overheated, the plumbers had to drive, open the tomb while they were driving, put water on the pump and cool it down," said Jiří Mojžíš, who produced a hygienic twenty-five in original cream color and chromed accessories in early production. brought back to black plastic.
Still the same: a bigger upgrade of Škoda 1203 has never been
Visually, twelve hundred lights had changed. This can be seen from the shape and shape of the cooling air grille, the front headlights or the dashboard. But as the twelve-hundred-year-old biographer Jan Králík pointed out, greater modernization of the vehicle has never been achieved. The manufacturer only removed that which was really annoying – just when the first modernization took place, the parking brake was moved so that the tied driver had reached him.
AZNP developed a new offer in the 1970s, but it could not produce it – just like several other damage projects at that time. This was followed by the production of the 1203 model, which was practically everything in the old. Even if the manufacturer has changed.
In Vrchlabí Škoda 1203 was only produced for thirteen years. Already in the seventies, production gradually began to move to Trnava. First of all, some parts started to develop and some body styles have existed since 1974 and since 1981 the car factory Trnava has been in full production. Twelve hundredths after a small upgrade were manufactured as a model 1203M, later the car got stronger and was renamed Škoda TAZ 1500.
In the 1990s the car factory Trnava became independent, so Škoda fell out of the name, and TAZ continued production until the end of the decade. Since 1999, production has been taken over by Ocelot from Žacléř, which until last year made twelve hundreds custom. Similarly, in the 1990s, several alternative twelve hundred Germans were created in Germany in Pelucar.