Not even the trade barriers implemented by numerous countries after the First World War could halt the brand's global expansion. From 1925, when the company adopted the Škoda name, it capitalised on the extensive international dealer network of its parent company in Plzeň. This allowed Škoda cars to enter markets such as India, China, and Iran.

Modern design and proven reliability, showcased through impressive long-distance journeys, became key selling points. By 1938, 30% of its production was exported, with 95% of these exports comprising the basic Popular model.

Europe's division by the Iron Curtain and the nationalisation of Škoda further complicated international trade. Exports to earn "hard" currencies were prioritised. The situation improved after the mid-1950s political thaw, marked by the launch of Škoda 440 (1955) and notably its modern successor, the Octavia (1959). By the early 1960s, around 60% of Škoda's production was exported to more than 40 countries.

Standard Škoda models were adapted to meet specific customer needs in various regions. Enhanced engine cooling systems were essential for warmer climates in countries such as Spain and Angola, Saudi Arabia and Thailand. In the West, increasingly stringent regulations demanded upgraded carburettors and, later, catalytic converters. Swedish legislation from the 1970s required headlight wipers and mirrors on both sides of the car. Italy mandated white front indicators, while France required yellow headlights.

Tastes differ - in cars as much as in cuisine. If a brand wants to achieve global importance, it must be capable of adapting to the unique conditions of particular countries and cultures. Historically, Škoda has never shied away from creating special variants designed for exotic and distant markets. Among these lesser-known yet historically fascinating models are the Trekka, Kamyonet, and Skopak.

The Trekka originated in New Zealand in 1966 as a light off-road vehicle, with local production continuing until 1973. Its robust and reliable foundation was provided by the chassis of the contemporary Octavia. Of the approximately 3,000 units produced, many ended up on roads in Fiji and Australia.

Another specialised model from around the same era was the Škoda 1202 Kamyonet. Its story takes us to Turkey, where significant legislative changes in 1966 dramatically increased duties on imported complete vehicles to support local industry. Between 1971 and 1982, around ten thousand boxy pick-ups featuring tried-and-tested Mladá Boleslav technology were produced.

The Skopak was also created for demanding conditions, further demonstrating the resilience and versatility of Škoda's engineering base. A portmanteau of 'Škoda' and 'Pakistan', the Skopak highlighted Czech designer Josef Velebný's expertise. Around 1,400 units were made.

Even in recent history, the Mladá Boleslav-based company has produced localised models completely different from its Czech or European offerings. This is currently most evident in India, where models such as the Kushaq, Slavia, and Kylaq have proved highly popular. Special variants have also been designed for the Chinese market, including the extended-wheelbase Octavia Pro and the coupé-style SUVs Kamiq GT and Kodiaq GT.