Today we will look at the story of a vehicle called Velorex . This story beautifully reflects the conditions in our republic at the time and also the tireless desire of the brothers Mojmír and František Stránský to fulfill their dream of cheap riding that the general public could afford. A workshop of 12×8 meters, wheels from a bicycle, a tubular frame and parts "what the village gave" and yet it has become a cult vehicle that everyone turns to. Let's take a look at how it all started.
History
In order to fulfill their dream of cheap riding , the Stránští brothers founded a small company in Česká Třebová in 1924, or better said a workshop called MOTO-VELO-sport , in which they mainly focused on bicycle servicing . At that time there was already a tricycle in the world, the Morgan car company produced tricycles with an engine in the front, but their price was beyond the reach of the common man. The aim was also to fill the gap between the motorcycle and the car . The first prototype was constructed in 1943, it had a tubular frame covered with duralumin sheet and bicycle wheels (later replaced by motorcycle wheels). The prototype had overall problems with handling and frame stiffness. During a test drive and a sharp turn , for example, the wheels fell off . However, the shortcomings were gradually eliminated.
In 1945, the Stránský brothers moved to a larger rented workshop , where the first three prototypes of the OSKAR vehicle (short for "cart on axle") were created. During the test tests, the bare construction was ridden, for its light and cheap covering, dungarees were first used, and later leatherette. The first three pieces, powered by a ČZ 150 cm 3 engine, quickly found their buyer and production could continue . The next effort was three pieces with the originally stationary PAL 350 cm 3 engine, to which was added its own cooling and gearbox. Subsequently, they built six units with a JAWA 250 cm 3 engine. Again, all the pieces found their owner. For this reason, the Stránský brothers started toying with the idea of serial production , but external influences did not want it. At that time, many car factories were closing down in Czechoslovakia, the center of the car industry was moving to Mladá Boleslav, and the motorcycle sector belonged to the ČZ and JAWA factories . Times were not kind to the Stránský brothers and they were threatened that their workshop would be nationalized . But they couldn't and came up with a patent for manual control of the pedals. As a result, the OSKAR became a wheelchair , exempt from tax, and thus the first OSKAR 54 model was created. The second measure was the transfer of the workshop under the VELO – production cooperative to Hradec Králové (1950). This saved the company from nationalization. Before long, the idea came to change the name to Velorex , which later models carried.
Mojmír mainly took care of the paperwork and handling of legal formalities, whose predatory nature to overcome obstacles saved the company at the time. František focused more on the construction aspects of the project. They made the first OSKAR , adapted for the disabled, for their legless father and then adapted the controls to the customers' wishes according to their disabilities. There was also a version with right-hand drive , but it was not an expansion to Great Britain, but a specific request of disabled people. As production grew, it was necessary to find larger premises, so another move took place, to the former furniture factory in Solnice in the Orlické hory Mountains. At the time, the brothers had a difference of opinion about the assembled engine. František promoted the JAWA 250 cm 3 single-cylinder engine, the advantage of which was good cooling. Mojmír, on the other hand, promoted a 350 cm 3 two-cylinder for its higher performance and lower vibrations. The solution was to offer both models . They tried to fit a two-stroke engine from the German Tiger 600 cm 3 tank into OSKAR's design, but this ended in failure. With the first two prototypes, the brothers took part in races in Prague – Bráník, where they were recognized not only for their very good workshop workmanship, but also for their ability to drive over a longer distance, and last but not least, Mojmír's achievement was the speed of 85 km/h. The excitement of success was another motivation for improvement. They designed a new roof structure, which subsequently allowed the transport of small luggage behind the seats. Work was done on the independent suspension of the front wheels and their suspension on trailing swinging arms with shock absorbers. The hinge of these arms rotated around a vertical pivot (OPEL reverse hinge). The rack-and-pinion steering was damped with shock absorbers to reduce vibrations and shocks from the axle.
In the winter of 1954, František dies after a crash in one of his prototypes, in which he suffered a serious head injury. Jaroslav Ehl from Solnice was the successor to the position of head of operations, and in 1961 he was replaced by Karel Píč . Even brother Mojmír, who had to leave the company because he did not want to join the Communist Party, does not remain in management. The production of Velorex was thus completely directed by other people. In the same year, the construction of the plant in Rychnov nad Kněžnou was completed, and part of the production is being moved to new premises. However, final assembly and assembly are still carried out in Solnica. Twelve years later, the Velorex 16/175 and Velorex 16/350 type 572 come on the market, and the 16/250 model disappears due to its obsolescence. In the 1970s, the wave of improvements , especially of the rear suspension , continued. In 1971, the production of tricycles was discontinued and finally a four-wheeled vehicle, type 435-0 , came onto the market. The brothers didn't like the first proposals, but in the end they thought it would work out somehow and continued on. By the end of the year, the first fifty pieces had already been produced. Unfortunately, the production did not last long. The vehicle was still under development, and at the same time it was not enough to compete in the growing market. Velorex production ends in 1973, and only the production of spare parts and specialized service continues in Solnica. This was true until 1974, when these premises functioned only as a warehouse for spare parts . In the second half of the 1980s, India showed interest in buying a license for the production of three-wheeled carts, but no agreement was reached, as the production facilities were liquidated. The last change took place in the nineties, when the Solnica plant was separated from the Velorex cooperative. Nowadays, the saltworks premises are home to a service center, MOT and a production plant for covers for previously manufactured vehicles and a parts subcontractor for Skoda Auto as Mladá Boleslav .
Oscar (1935), Oscar 54
It was the first act of the Stránský brothers. The basis was a tubular frame covered with leatherette for light weight. At first it was equipped with a 150 cm 3 engine from Čezeta , later a single-cylinder two-stroke, air-cooled Jawa 250 cm 3 engine proved its worth. The advantage of the engine was that if you started it in the wrong direction, you could go backwards through individual gears, making it possible to reverse as fast as going forward. Engine power was 9 hp at 4,250 rpm. / min. and its consumption is estimated at 3.6 l/100km . With a tank of 14 liters, the vehicle had a decent range. The brake system was drum due to availability and was sufficient for a toy car weighing only 395 kg . The suspension of the nineteen-inch wheels in front was taken care of by independent swing suspensions with friction shock absorbers. At the rear, the swingarm was equipped with a coil spring at the rear. It was later modified, as there was considerable stress on the material and the entire rear suspension. The roof only covered the two front seats , but was later redesigned to a flush shape to allow small luggage to be carried behind the seats. It received the status of a wheelchair thanks to the patented control of all three pedals using a lever under the steering wheel . Its length was 3100 mm, width 1400 mm and height 1250 mm.
Velorex 16/250 (1954-1963), 2500 produced (including two previous models)
An updated model, especially in the area of the chassis. It got stiffer coil springs and wider wheels. The overall range also increased thanks to the nineteen-liter tank , thanks to which it grew in length by 25 cm. The 16 designation before the slash was derived from the new sixteen-inch wheels.
Velorex 16/175 (1963), 800 produced
The 16/175 model was powered by a single-cylinder engine with a content of 175 cm 3 from Čezeta, equipped with a dynamo-starter (manual starting remained). Its performance was not much less compared to its predecessor, but 8.5 horses at 4,500 rpm had to contend with an increase in weight of 100 kg to 490 kg. This had a significant impact on the entire driving dynamics . Fuel consumption also increased to 5 l/100 km . Again, the wheels were widened and the rear suspension got telescopic shock absorbers along with cylindrical springs. The overall dimensions of the vehicle have returned to the original model 54, thanks to the smaller tank (18 liters) compared to the predecessor.
Velorex 16/350 (1963-1971), 12000 produced
The last and most advanced model of the tricycle before it was replaced by the four-wheeled version . The Jawa 350 two-stroke engine was fixed in the frame using flexible silent blocks, which reduced the vibrations transmitted to the structure. Cooling was supplemented by a second fan and together it was driven by a V-belt from the crankshaft. The carburetor and air filter took care of the mixture supply to the cylinders. Starting with a dynamo-starter was a matter of course, but the option of manual starting remained. Suspension of the front axle with swinging arms remained, steel springs and liquid shock absorbers were improved . The rear swingarm received suspension on both sides. The brake system remained drum.
Velorex 435-0 (1971-1973), 1380 produced
The vehicle was powered by an air-cooled two-cylinder from Jawa 350 cm 3 , which we know from previous models, but here it produced a full 12.5 horsepower at 4,750 rpm. The rear wheel drive was retained. The gearbox was four-speed, and reverse gear was solved by reversing the engine. The bodywork was a combination of leather and laminate. The entire vehicle weighed only 385 kg with a length of 2895 mm, a width of 1150 mm and a height of 1360 mm.
At the end, I can't resist a little grievance and confession. When I was given this article to write, I thought it wouldn't be a problem. A pair of welded pipes covered in leather standing on wheels behind motorbikes. But the opposite was true. This small vehicle carries a big story full of determination to overcome obstacles . It was assembled from scraps, but even that didn't stop it from becoming a cult vehicle that deserves admiration. I don't want to make a happy ending here like from a movie, but the whole story has something in it .
Source: www.auta5p.eu, http://velorexberoun.sweb.cz, www.velorex.com, autowp.ru, wikipedia.org
