[bantic]

Reconstruction of the Mlada Boleslav factory was rapid, however, and the first post-war car - an updated 1101-series Popular - was made in July 1945. Along with all large corporations, Skoda was nationalised that autumn, and production was limited solely to the 1101 models, including the two-door "Tudor" and 1101 Sport, the latter achieving some rally success. The coup by the Communists in February 1948 limited passenger car production even further. Minor updates were made to the Popular, now the 1102, and Skoda continued to make ambulances and other commercial vehicles at another facility in Vrchlabi, but some factory space at Mlada Boleslav was given over to the production of the Tatra 600 limo and Tatra 805 all-terrain vehicle, both made for government officials and the army. Very few Czech citizens could now afford to buy a car: in 1952, just 3553 cars were sold in the country, and only 53 of those went to private buyers. A number of cars were exported, however, including 1001 roadsters and the new 1200 five-seater saloon. This featured an all-steel body, rather than the traditional part-wood chassis.

Exports were encouraged, as a source of foreign currency for the government, at a time when currency reforms had led to rampant inflation and devaluation of the Czech crown. Development was thus continued, albeit with limited funding, and further new models of the 1950s included the four-cylinder, 40hp 440 Spartak and the 450 roadster, made in Kvasiny, a popular export. Final modifications to the range, still derived from the pre-war Popular, came in 1959 when all Skoda's cars received new telescopic shock absorbers and coil springs, instead of leaf spring suspension; the names of the models were also changed, the 440 becoming known as the Octavia, the more powerful 445 the Octavia Super, and the 450 the Felicia. A practical, versatile station wagon, the Octavia Combi, joined the line-up in 1961, and this was a hugely successful export; it was also built in Chile. Octavias sold in England started from around £600 including tax, comparing well to contemporary Austin, Ford and Triumph rivals, as well as competitor Fiats, Peugeots and so on. "A highly individual character," said the Daily Mail, noting that the Octavia saloon's windscreen and rear window were interchangeable...

There was just about enough cash for engineers to build racing cars, too; the 1100 OHC open two-seater of 1958 was capable of 200kph. A small works motorsport division continued; driver Oldrich Horsak told Rally Sport magazine that "I was active in Skodas from 1952 to 1977, and I soon realised that right from the earliest times Skoda cars complied with international rules, so they could be used in international competition abroad. The Octavia felt like it was a very modern car. For the driver the handling was more stable, but remember, the original Spartak cars did not even use shock absorbers at the rear! The Octavia was a real breakthrough for enthusiasts and created the same sort of fervour as the Mini did in other countries. The swing axle suspension was a major feature. This could be tuned to be a little bit negative (camber) to give good handling so drivers could power-slide the cars and to handle increased power outputs."

Other curiosities of the era included the Trekka and Skopak off-roaders - Land Rover look-alikes based on an Octavia chassis - which were assembled from kits in New Zealand, Indonesia, Australia, Fiji, Samoa, Pakistan and Turkey in the mid- to late-1960s.