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History of the popular Czech moped Babetta

History of the popular Czech moped Babetta
The production of mopeds in Czechoslovakia dates back to 1957, when the first Stadion S11 models with Jawa 552 engines began to be produced at Velo Stadion Rakovnik. Immediately after that, seeing the demand for such equipment, buyers were offered the S22 and S23. From next year, the Jawetta Jawa 551 appeared, which we already talked about in one of the previous articles.


Mopeds were made of high quality and cheap, but production volumes soon exceeded domestic and foreign demand. In addition, the upgraded Pionyr type Jawa 05 with significantly better performance from Povazske strojiren has become a strong competitor. All this in 1964 resulted in the decision of the government to stop the production of the first two brands of mopeds.

История популярного чешского мопеда BabettaBabetta M-207 with a chic design for its time. Photo: youtube.com

The remaining manufacturer did not want to lag behind world trends, therefore, in 1963, the development of light mopeds began in addition to the existing Pionyr. The first prototype had a rear wheel driven by a friction roller and was reminiscent of the French Solex, but the project was put on hold.

Two years later, designer Jindrich Szafařík (paired with senior colleague Alois Vachek) came up with a prototype with an unusual futuristic appearance. The moped engine had constant fan cooling, and the chain to the rear wheel was sealed with rubber cuffs. The front fork had a splined shaft. Unfortunately, it suffered the same inglorious end as the previous prototype.

Finally, a breakthrough and the first mass model


Only thanks to the merits of the head of the development department, František Tyche, around 1968, serious work began on the development of a new moped. The production of Tatran scooters was slowly coming to an end, so the management was looking for an adequate replacement for them (albeit with serious concerns after several failures).

The first serial sample from Povazska Bystrica got its name in honor of the then popular hit from the movie, written by two Jiri: Suchy and Shlitry. The song was called "Babetta went into the world." Well, a new technique with a beautiful female name also went into the world of motorcycles.


For many decades, this name has become a household name, so most Czechs, having heard it, experienced associations not with the weaker sex, but with a popular brand of light motorcycle equipment. In 1970, Babetta Jawa M-228 got on the factory conveyor and stood on it for the next three years. She had several pleasant innovations at once:

✅ light weight
✅ 1-speed gearbox with dry automatic starting clutch
✅ maximum speed - 40 km / h (for export versions - a little higher)

She was the first in the world to receive a non-contact transistorized ignition TRANZIMO and acquired many world patents. The main merit in this belonged to the design team of Gustav Ulitsky. The already mentioned Shafarzhik became the author of the model design. A small disappointment was the fact that already the first foreign buyer from the Netherlands requested an increase in wheel diameter to 19 inches. This forced the authors to redesign their offspring just before the start of its production.

New models - all under the Jawa brand


Based on the commercial need, PZO Motokov issued a decree that all models of the line should be labeled under the well-known Jawa brand. This cost the company Povazske strojiren a tidy sum every year: 100 thousand crowns for using the name of the leading motorcycle manufacturer in Czechoslovakia.

In 1973, a novelty appeared - the M-207 model. Her life turned out to be much longer, the release lasted as long as 10 years. The moped was already produced with pre-planned 16-inch wheels and underwent a number of other design changes. It was exported to many countries and sold, for example, in the West German retail chains Neckermann and Quelle.

The version of the Mofa M-207 with a maximum speed of 25 km / h under the designation Jawa 25 Transistor received in 1974 the GUTE FORM award from the federal minister of economics of one of the West German states. It was awarded to manufacturers and designers for design and quality.

Some M-210s are still in use today. Photo: youtube.com

The engines for this moped were produced by a branch of the plant in Rajec, and the chassis was produced by another branch in the south of Slovakia (Kolarov). From 1975, the frame had a suspended rear fork. Starting next year, the main production stopped the production of Babetta Jawa M-207. Now it was assembled only at auxiliary enterprises, but the head office was still responsible for the design.

With the advent of the new model, there were changes that became apparent a few years later. M-210 began to be produced in 1983. The moped turned out to be very "survivable", having survived the end of the socialist era and the very joint state of Czechs and Slovaks. It was taken out of production only on the eve of the XNUMXst century.

So, the branches in Kolarovo and Chalov, and not the main enterprise, immediately began to deal with its release. The new model, with a two-speed automatic transmission and dry clutch, had a more modern design. The engine has also been modified to increase performance. And the enterprise itself was undergoing radical changes.

Independence of the production company ZVL Kolarovo
In 1976, the production of mopeds was completely transferred from Povazske strojiren to branches (Rayets, Kolarovo and Chalovo). At the beginning of 1986, the final independence of the subsidiary factories and the cessation of motorcycle development at the former main factory followed.

The engine, according to Czech tradition, was located below. Photo: youtube.com

ZVL Diamon in Rajec now specialized in the production of agricultural machinery, ZVL Kolarovo with an auxiliary plant in Chalovo continued the production of Babetta mopeds based on the new type M-210. Other changes followed in the post-socialist period.

If earlier the Motokov foreign trade association insisted on the use of a well-known brand in the name, then since 1989 the rhetoric has changed to the opposite. Businessmen began to directly oppose this and the moped turned into just a Babetta M-210 without the famous prefix.

Maybe the practice of that period changed everything, or maybe the Jawa brand was no longer considered a sign of respectability and prosperity. One way or another, but new capacities mastered the production of equipment with an updated name. In the 90s, several new products appeared that were no longer in high demand.

The end of the century and the end of the production of motor vehicles


For the already beaten West German market, a special modification of the M-215 "Mofa" was produced. It was made on the basis of the "two hundred and tenth", adjusting the parameters to the requirements of the customer. And it was one: compliance with local requirements for driving without a driver's license. Therefore, the apparatus was reduced power and "maximum speed", bringing it to 25 km / h.

The clockwork lever replaced the anachronistic pedals. Photo: youtube.com

M-225 became the first mockik of the plant. Its design was created as a reaction to changes in European legislation. Now the presence of pedals in light motor vehicles was not considered mandatory, they were replaced by a starting lever, or an ordinary winding leg. The rest of the parameters of the mockik remained the same.

Another interesting case of international cooperation related to the Soviet country occurred in 1989. Then the Czechs decided to make something like a copy of the successful Riga mini-mokik. The idea was simple and was based on the principles of the then common barter: the Balts supplied the mechanical part, and in return they received a reliable Czechoslovak M-225 engine.

This is how the first Czech mini-mokik Stella 134 appeared. But the joy of joint cooperation disappeared as quickly as the socialist remnants from the country, now following a completely different path. The quality of Riga frames did not stand up to scrutiny. With the collapse of the USSR, the situation worsened even more, which led to the breakdown of the agreements. Now the Czechs had to design the frame on their own. Fortunately, everything ended with a happy ending, and the new “mini” was in demand until the production of equipment was stopped in 1999.

Babetta Sting 193 is the latest in the factory line. Photo: youtube.com

And the "swan song" of the plant happened to be the Babetta Sting 193. Its production was launched in the same year, having managed to assemble only 100 copies. Most of them went to Germany. The aluminum cylinder and head were reshaped and were cast by Sachsenring Tatry in Matejovice. The cast-iron cylinder liner remained unchanged. Thanks to a different shape of the combustion chamber of the head and better fins, the engine had slightly more power and was better cooled.

In 1999, a company with German roots Sting 2000 sro was founded on the remains of ZVL Kolarovo. It is still engaged in the production of spare parts for mopeds Babetta and Simson.

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Photos used: youtube.com

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