A new design of chassis with backbone tube and all-round independent suspension was developed under the leadership of chief engineer Vladimír Matouš and derived from the one introduced by Hans Ledwinka at Tatra.

First used on the 420 Standard in 1933, it aimed to solve the problem of insufficient torsional stiffness that was inherent with a ladder frame.

[1] The Superb was introduced in 1934, at the time being Škoda's second highest model range after (probably due to currency fluctuations, as 860 was obviously a more expensive class than 650) the 650 (which was discontinued the same year) and it cost about double the price of a Rapid.

When Škoda introduced the Superb in 1934, one of its main Czechoslovak competitors, Tatra, had begun to manufacture the Type 77, with a V8 engine; this was the world's first serially produced aerodynamic car.

In order to compete with this car, the Type 902 Superb had more rounded bodywork and featured frontal styling more reminiscent of the smaller Popular and Rapid models.

Other less common versions included a luxury 2-door cabriolet, ambulance, panel van, and a pick-up truck.

The Type 924 had a new 3,140 cc (191.6 cu in) overhead-valve straight-six engine, an extended wheelbase and shorter, more rounded bodywork.

[2] After the war, production of the Type 924 Superb continued in small numbers throughout 1947–48, with 60 saloons and 100 open-top cars made, some of them in a luxurious version intended for parades.

[3] There were three military versions available: Kfz 21, a luxury command cabriolet used by high officers in the field such as General Heinz Guderian and Field Marshal Erwin Rommel[4] (100 made),[3] Kfz 15, a personnel-carrier and a raid car (1,600 were produced)[3] and a military ambulance, of which 30 were produced.