UAZ – УАЗ Ulyanovsk, Russia SUVs off road vehicles Buses + Trucks since 1942

Ulyanovskiy Avtomobilnyi Zavod logo.jpg

(Ulyanovsky Avtomobilny Zavod, Ульяновский Автомобильный Завод, Ulyanovsk Automobile Plant)

Ulyanovsky Avtomobilny Zavod (UAZ)
Type Subsidiary of Sollers JSC
Industry Automotive
Founded 1941
Headquarters Ulyanovsk, Russia
Products SUVs
off-road vehicles

UAZ-469 stella at UAZ plant in UlyanovskUAZ-469 stella at UAZ plant in Ulyanovsk

UAZ (УАЗ) (Ulyanovsky Avtomobilny Zavod, Ульяновский Автомобильный Завод, Ulyanovsk Automobile Plant) is an automobile manufacturer based in Ulyanovsk, Russia which manufactures off-road vehicles, buses and trucks. It is best known for the UAZ-469 utility vehicle, which has seen wide use as a military vehicle in the Eastern bloc and around the world. The UAZ factory started production in 1941 as part of the Soviet war effort.


War and postwar

The Ulyanovsk Automobile Plant was founded in 1941 as a direct result of the German invasion of the Soviet Union. In response to this threat, the government of Joseph Stalin ordered the evacuation of strategically crucial industrial centers to the East. By October 1941, the rapid German drive to Moscow, triggered the decision to relocate the Moscow automotive manufacturer ZIS to the Volga town of Ulyanovsk. The town, already a nascent industrial center with a sufficiently developed infrastructure and a good supply of skilled workers, would be an ideal location for the reconstituted factory. It was also safely out of reach of the German army. At that time of its founding, the plant was considered a subsidiary of ZIS. By 1942, the plant began production of artillery shells and automobiles. The first vehicle produced at the plant was the ZIS-5 three-ton truck.

In 1943, when the prospect of a German victory had become far less likely, it was decided the relocated plant would remain in Ulyanovsk and be separated administratively from ZIS, which would be rebuilt in Moscow from scratch. This was in line with the Soviet post-war policy regarding various relocated industrial operations. It was considered more efficient to leave the newly built plants as is, while the original plants, provided they survived the war were outfitted anew, frequently with captured German machinery. At the end of 1944, the production of the ZIS-5 was transferred to The Ural Automotive Plant in Miass, while the Ulyanovsk plant began producing the smaller GAZ-AA in 1947. UAZ developed a prototype 1.5-tonne truck in 1948, using the ubiquitous 50 hp (37 kW; 51 PS) 2,112 cc (129 cu in) inline four of the Pobeda; this, the UAZ-300, was never built, due to a lack of production capacity. In 1954, production was expanded to include the GAZ-69, and the first batches were assembled from GAZ parts. Two years later, the factory was not just assembling GAZ-69s from parts delivered elsewhere, but manufacturing them in their entirety.

The connection with GAZ led UAZ to be the top Soviet manufacturer of four-wheel drive vehicles.

Ulyanovskiy Avtozavod UAZ main entrance aUlyanovskiy Avtozavod (UAZ) main entrance

The Golden Age

UAZ began its growth away from being a mere assembler in 1954, with the creation of its own design office. It was this office, responding to a request from the Red Army, that in 1955 created a forward control van project, codenamed “Forty” (resembling the contemporary Austin J2), on the GAZ 69 chassis. This became the UAZ-450, the first Soviet “cabover” truck. The prototype appeared in 1956, and was tested in both the Caucasus Mountains and Crimea. Its loaded weight was 2.7 tonnes, and it, like all the 450 series vehicles, was powered by a 62 hp (46 kW; 63 PS) low-compression 2,432 cc (148.4 cu in) inline four (based on the ubiquitous Pobeda ’​s, but with an 88 mm (3.5 in) bore, rather than 82 mm (3.2 in)), and the Pobeda ’​s three-speed transmission, while the transfer case, drive axles, leaf springs, and drum brakes came from the GAZ 69.

In 1958, UAZ began production of the UAZ-450 family of trucks and vans. The first model was the 450A ambulance; with room for two stretchers andfour-wheel drive, it was arguably the best in the world for use in remote areas. It was followed by the 450D drop-side pickup, which had an 800 kg (1,800 lb) payload; the 450 van, with a 750 kg (1,650 lb) payload; and the 11-seat 450V microbus. All the 450 series were capable of disconnecting the front drive axle and of reaching 56 mph (90 km/h), achieving fuel economy of 14 L/100 km (17 mpg-US; 20 mpg-imp), and of towing an 850 kg (1,870 lb) trailer.

A two-wheel drive variant of the 450 was announced on 12 December 1961, with the 450’s 2,300 mm (91 in) wheelbase and engine, as the 451 (van), 451D (drop-side pickup), 451A (ambulance), and 451B (minibus). The ambulance spawned a prototype UAZ-452GP with hydropneumatic suspension, to enable it to cross rough ground at high speed, following on the work done by Citröen on the DS19. The system proved very successful on trials, but it was rejected by the Red Army as too complicated, and so never entered production.

In 1966, the 451s were updated with a 70 hp (52 kW; 71 PS) 2,432 cc (148.4 cu in) inline four (still based on the ubiquitous Pobeda ’​s), four-speed gearbox, and minor detail changes, plus a stronger chassis (and so higher payload). The models were redisignated 451M (van, with an 800 kg (1,800 lb) payload) and 451DM (pickup, with a 1,000 kg (2,200 lb) payload). Maximum speed was 59 miles per hour (95 km/h).

In 1966, the four-wheel drives were renumbered UAZ-452 (van), 452D (pickup), 452V (minibus), 452A and 452G (both ambulances, with different patient capacity). There was also the 452S ambulance, specially designed for Arctic conditions, with more heating capacity, double-glazed windows, and insulation; they proved able to keep a 30 °C interior temperature in -60 °C outside conditions. The 452 was able to cross 50 cm (20 in) snow and carry an 800 kg (1,800 lb) load. The 452s would go on to become a workhorse of Soviet agriculture and police, with the pickup proving a popular commercial vehicle. Export versions of the 452D were called Trekmaster when sold in Britain, but never in large numbers; there was also a version with a British-built dump body, the Tipmaster.

The 451S was a snow-crossing variant with front skis and rear tracks; it was never produced in quantity, nor was the 451S2, which had tracks at front and rear. The 452 also served as the basis for an articulated model, the 452P, that was never put into production.

In 1972 the well-regarded, but outdated, GAZ-69 was replaced by the more modern UAZ-469. This was developed from the UAZ-471 of 1958 (with four-wheel independent suspension, which proved too complex) and the UAZ 460. The UAZ-469 was a sturdy, but not-so-comfortable vehicle with the ability to overcome virtually any terrain, while also providing ease of maintenance. The 469 reached legendary status, thanks to its reliability and impressive off-road capability, even though it was not made available to the civilian market until the late 1980s, before which time it was built exclusively for police and military use, as well as heads of agricultural enterprises (kolhozes and sovhozes). A commercially-available variant was produced by the Lutzk Automotive Works.

The UAZ-469 and its modifications have gained a dedicated following because of its off-road ability, reliability and simplicity. Off-road enthusiasts welcome it as a lower-cost and better alternative to the American Jeep, British Land Rover and Japanese Land Cruiser.


After the collapse of Soviet Union, UAZ has started feeling the heat. On one hand, people were willing to buy its cars due to its high reputation; on the other hand, most preferred used imported off-road cars due to the lack of reliability of UAZ cars made in the 1990s. UAZ produced a slightly modified version of its original UAZ-469 car, UAZ Hunter, but the sales were still lacking.

After the collapse of the Soviet Union, UAZ experienced many financial problems which resulted in poor quality control and cost cutting which resulted in the production of low quality UAZ automobiles compared to those made in Soviet times.

In 2004, the plant was bought by the Severstal financial group, which made many investments in the firm and had also bought the ZMA car plant in Naberezhnye Chelny.

In 2005, a new SUV-like car, UAZ Patriot, was unveiled. Extensive use of third-party parts (which finally allowed UAZ to replace its notorious transmission with a better, Korean-manufactured one), large capacity, good off-road capabilities and affordable price (<15,000 USD) predict good sales in Russia. UAZ unveils a new 4 door pickup truck.


The UAZ-469 (and its modifications) has earned a reputation as a very reliable and capable 4×4. It has gained huge popularity among off-road enthusiasts within Russia, former Soviet republics as well as Europe, Asia, South America and Africa, and is preferred by many over other legendary 4x4s such as Land Rover, Jeep and Toyota.

One of the main reasons the 469 has enjoyed such popularity is its deliberately simple design, which allows for easy maintenance and repairs. Its simplicity is a deliberate design feature for two main reasons: the requirements of the Soviet Armed Forces, as well as that most people in the Soviet Union/Russia prefer to fix their cars themselves as opposed to taking them to an authorized service stations,because of the complete lack of such stations,and later, with their appearance[beginning only from the ‘1960’s]; due to the lack of money from their miserable salaries, spare parts shortages and giant corruption at such stations.

Although the UAZ has proven to be a reliable 4×4, there have been a few problems with the car’s reliability that have slightly hurt its reputation.

The transmission of the original 469 has been known to have problems when not maintained properly (as the owners manual dictates). Another major problem within Russia has been the production of counterfeit parts made out of cheap metals. Furthermore, the 1990s (after the fall of the Soviet Union) saw a significant decline of quality in the assembly of UAZ vehicles as the company struggled to survive and could not afford to pay the salaries of its employees.

Other problems have been encountered with the modernization of the vehicle, as many of the new electrical and cosmetic parts have been of poor quality. To combat these problems, and return the reliability and dependability of UAZ vehicles to their former standards the UAZ Company has recently introduced a new Quality Control system which has reduced the number of UAZ vehicles with defects arriving in showrooms around the world.


UAZ-3741UAZ-452 («Bukhanka», or “Breadloaf”)

1972 - nu UAZ-4691972 UAZ-469 («Bobik»)

2005-nu UAZ Patriot2005 UAZ Patriot

UAZ-31514UAZ-31514 aka UAZ Sport

Gaz 69-2 tot 1970

Gaz 69-2 till 1970 GAZ-69

2006 UAZ-469 new2

2006 UAZ-469 – redesignated UAZ-3151

2005 UAZ-469 medical modification, used in Ukraine2005 UAZ-469B/UAZ-31512 – civilian version of UAZ-469


2007 UAZ 31519

2007 UAZ-31519 – modified UAZ-31514

1998 UAZ 31531998 UAZ-3153

UAZ-3160 mp9UAZ-3160

УАЗ 3159UAZ Bars (UAZ-3159) – based on UAZ-3153

UAZ 3162 GigantusUAZ Simbir (UAZ-3162)

UAZ Simbir policie

UAZ Simbir

UAZ Hunter 4 by zk87

UAZ Hunter – modernized UAZ-469B

uaz patriot 1st suv5d-4800UAZ Patriot (UAZ-3163)

UAZ-3171UAZ 3171/3172 – a rebodied 469 of which the 3172 was the standard version and the 3171 was the short-wheel base version. The civil version had rectangular headlights. Never entered production.


YAZ-3165 Simba

UAZ Simba 3165/3165m (4×2 or 4×4) – 8-seater minivan concept vehicle – not produced


1958 UAZ 450

1958 UAZ 450 UAZ-450

1966 UAZ 451 DM

1966 UAZ 451 DM UAZ-451

2000 UAZ-452 of the Soviet Army Road Police

1996 UAZ-452 of the Soviet Army Road Police UAZ-452

2002 UAZ-22069 nieuw UAZ-2206 4x4 UAZ-2206 8617f UAZ-2206 UAZ-2206a


UAZ 3741 UAZ 3741aUAZ-3741

uaz 3909 1 UAZ 3909 JP UAZ 3909a UAZ 3909b


Uaz 3962 12 Uaz 3962 21 Uaz 3962 a Uaz 3962 1999 Uaz 39621999 UAZ-39625

UAZ 39094 uaz-39095-04


Uaz 39099


UAZ 396259



UAZ 450DUAZ-450D

UAZ 452 tekeningen UAZ 452, Ambulances, Koryazhma UAZ УАЗ 452 Скорая помощь Харьков UAZ-452 fourwheeldrive bus met chauffeur Nehmaa UAZ-452 mud Uaz-452-1 uaz-452-allrad-sowjetarmee uaz-452-d-04

UAZ-452D. © Ralf Christiaan Kunkel UAZ-452D

1985 UAZ 3303a 1998 UAZ-3303 UAZ 3303


UAZ 33036 uaz-33036 uaz-33036-mkm-1903UAZ-33036

UAZ 39094 UAZ 39094a


2006 Uaz Cargo 230602-050 2011 Uaz Pickup 23632 with bedcap UAZ Patriot 2360 UAZ Patriot UAZ-2360 a UAZ-2360 Milk for GTA San Andreas UAZ-2360UAZ-2360

2006 Uaz Cargo 230602-050 Uaz cargo 03 UAZ Cargo uaz patriot cargo UAZ-Pick-Up УАЗа Cargo camper УАЗа Cargo

UAZ Cargo


UAZ Simbir policieUAZ Simbir

See also

1958 UAZ 450 1966 UAZ 451 DM 1972 - nu UAZ-469 1973 UAZ-452 experimental 6x6 12s 1985 UAZ 3303a 1995 UAZ-452-based fire-engine 1998 UAZ 3153 1998 UAZ-3303 1999 Uaz 3962 1999 UAZ-2206 Mongolië 2000 UAZ-452 of the Soviet Army Road Police 2002 UAZ-22069 nieuw 2005 UAZ Pickup 2005 UAZ-469 medical modification, used in Ukraine 2005-nu UAZ Patriot 2006 Uaz Cargo 230602-050 2006 UAZ-469 new2 2007 UAZ 31519 2008 Ukrainian police UAZ-3151 UMM 2009 Russian Police UAZ Hunter in Saint Petersburg 2010 Cross-country vehicle UAZ-39294 «TREKOL» 2010 UAZ Patriot Sport police vehicle 2011 Uaz Pickup 23632 with bedcap 2013 UAZ Patriot-Integrated Safety and Security Exhibition 2013 UAZ-Bukhanka-Kazakhstan-September-2013 554680 conclusion-that-the-thing-will-break-down-somewhere-in-the-middle-of-the_5a6cc Den rabotnikov lesa, Koryazhma 2009 (004) Den rabotnikov lesa, Koryazhma 2010 (011) Dnepr Gaz 69-2 tot 1970 GAZ Family variants GAZ-69A gaz-aa IZh-2126 Oda Jílové u Prahy, vůz městské policie UAZ 450D UAZ 452 tekeningen UAZ 452, Ambulances, Koryazhma uaz 2206 UAZ 3162 Gigantus UAZ 3303 UAZ 3741 UAZ 3741a uaz 3909 1 UAZ 3909 JP UAZ 3909a UAZ 3909b Uaz 3962 12 Uaz 3962 21 Uaz 3962 a Uaz 3962 UAZ 33036 UAZ 39094 UAZ 39094a Uaz 39099 UAZ 396259 Uaz cargo 03 UAZ Cargo UAZ folder 1 UAZ folder 2 UAZ folder 3 UAZ folder 4 UAZ folder 5 UAZ folder 6 UAZ folder 7 UAZ folder UAZ Hunter 4 by zk87 uaz patriot 1st suv5d-4800 UAZ Patriot 2360 uaz patriot cargo UAZ Patriot uaz rups UAZ screenshot.1573 UAZ Simbir policie UAZ Van UAZ УАЗ 452 Скорая помощь Харьков UAZ-451 v UAZ-452 fourwheeldrive bus met chauffeur Nehmaa UAZ-452 mud UAZ-452 Sovjet army road police Uaz-452-1 uaz-452-allrad-sowjetarmee uaz-452-d-04 UAZ-469 stella at UAZ plant in Ulyanovsk UAZ-469 UAZ-2206 4x4 UAZ-2206 8617f UAZ-2206 UAZ-2206a UAZ-2360 a UAZ-2360 Milk for GTA San Andreas UAZ-2360 UAZ-3160 mp9 UAZ-3171 UAZ-3741 uaz-3741-09 UAZ-3909 Emergency gas service uaz-3962-11 UAZ-31514 uaz-33036 uaz-33036-mkm-1903 UAZ-39094 uaz-39095-04 UAZ-39625 uaz-buhanka-provodnik uaz-buhanka-safe UAZ-Bus Buchanka UAZ-Hunter on tracks 1 uaz-kamper 3 uaz-kamper 40 UAZ-Pick-Up Ulyanovskiy Avtomobilnyi Zavod logo Ulyanovskiy Avtozavod UAZ main entrance a YAZ-3165 Simba Пожарный автомобиль на базе УАЗ-452, Котлас УАЗ 3159 УАЗ 3741 УАЗа Cargo camper УАЗа Cargo

That’s it

TILLING – STEVENS Ltd. Maidstone, Kent, England UK 1897

1920 Tilling Stevens logo




since 1930

1907 46, Tilling Stevens TS3 AT 5306 1907 Tilling Stevens Bus K1536 1907 Tilling Stevens Charabanc - Britains Motoring History Card 1907 Tilling Stevens Open

1907 ?

W.A. Stevens was established in Maidstone, Kent in 1897 by William Arthur Stevens and had by 1906 built its first petrol-electric vehicle using designs patented by Percival (Percy) Frost-Smith. A petrol engine was connected to an electrical generator and the current produced passed to a traction motor which drove the rear wheels. According to the website of the Birmingham and Midland Motor Omnibus Trust the simpler to operate petrol-electric transmission was popular among bus drivers rather than the conventional crash gearbox (in the days before synchromesh) as few bus staff had previously driven motor vehicles.

1908 X2 with the very ornate Tilling 34 seat open top body with Quorn station as the backdrop

1908 X2 with the very ornate Tilling 34 seat open top body with Quorn station as the backdrop


Tilling-Stevens factory was situated in St Peter’s St, Maidstone. The factory buildings, built in the 1920s in the Daylight style, survive as of 2012. They were Listed as Grade II in July 2011. It is described as “one few buildings of this style not to have undergone significant alteration from the original”.

1909 Tilling lf9416 1909 Tilling Stevens  001



The petrol-electric transmission was fitted to chassis built by J.E. Hall and Co, of Dartford, (who used the trade name “Hallford”, so these were known as “Hallford-Stevens”) and Dennis Bros, of Guildford (as “Dennis-Stevens”), until an arrangement was agreed with a large bus operator, Thomas Tilling, who wanted to produce their own vehicles which were named Tilling-Stevens. The ease of driving and soundness of construction of these vehicles soon led to the company supplying chassis to many bus operators in the UK, and several abroad as well.

1910 Pa-MC5 Tilling 1910 vulcan old


Tilling-Stevens Motors Ltd consolidated its position with bus operators in World War I because the petrol-electric chassis were not considered suitable by the Army for use in France. However, many men were trained to drive in the War on vehicles with conventional gearboxes which led to a decline in popularity of Tilling-Stevens’ system. By the 1930s, chassis were being produced with conventional petrol/diesel engines, gearboxes and transmission.

Minolta DSC


Tilling-Stevens split from Thomas Tilling in 1930 and renamed itself T S Motors Ltd (TSM) in 1932, but were again renamed Tilling-Stevens before World War II had broken out.

1912 Transport Postcard - Bus - Tilling-Stevens TTA1 No.K1631 - December 1912 2873


Tilling-Stevens was still manufacturing buses after World War II, with a large order built in 1947/1948 for export to Hong Kong (China Motor Bus (108) & Kowloon Motor Bus (50)).

Goods vehicles

Tilling-Stevens also produced goods chassis available with either petrol-electric or conventional gearbox transmissions and built many trucks during World War I. Their cast aluminium radiators were distinctive, with “Tilling-Stevens” cast into the top and either “Petrol-Electric” or “Maidstone” into the bottom tanks.

Vulcan lorryPost-war Vulcan truck fitted with Perkins diesel engine. On show at Bromyard, England in 2008

After the war, they failed to invest in updating their products and acquired Vulcan Trucks of Southport, Lancashire in 1930 to extend their range (and use Vulcan petrol engines). Production stayed at Maidstone.

Tilling-Stevens petrol-electric searchlight lorry

petrol-electric searchlight lorry

The unusual electric transmission became less of an advantage as other makers developed their simpler mechanical transmissions to be reliable and easier to drive. Tilling-Stevens specialised in some unusual markets where the transmission could offer a particular advantage, by also using it as a generator. Some early turntable ladder fire engines were produced where arc lamps for lighting and the electric motors to raise the ladder could be powered by it.

1913 Autocar-ThosTilling 1913 Chassis Tilling-Stevens TTA2 Engine Tilling-Stevens petrol Transmission Electric Traction Motor Body Thomas Tilling 34 seatsvo9926 1913 Vulcan truck, from The Automobile, May 15


In the 1930s the lorries also lost the large cast radiators in favour of first a thinner cast aluminium shell and then a cheaper steel pressed bonnet and a small diamond-shaped “TSM” badge.

1914 Craftsmen at work on an StevensTillingL bus, Chiswick Works 1914 POSTCARD RP LIVERPOOL CORPORATION TILLING STEVENS BUS TTA1 NO K 1593 1914 POSTCARD TILLING STEVENS 46 SEAT DOUBLE DECKER BUS ISLE OF MAN 1914 Tilling Stevens Petrol Electric Bus 1914 Tilling Stevens TS3 Petrol Electric with 1908 Bus Body 1914 Tilling--Stevens petrol electric omnibus London 1914 tilling-stevens petrol-electric 1914 Tilling-Stevens TS3 1914 Tilling-Stevens 1914 Transport Postcard - Liverpool Corporation - Tilling-Stevens TTA1 1914 U778 1914 Vulcan Demonstration Van 1914 Vulcan Driggs-Seabury


Leading up to World War II they specialised in the searchlight trucks for which they are probably still best known today.

1914 Bus Postcard - B.C.T. 1914 Tilling Stevens - Petrol-Electric Bus U130

1914 Bus Postcard – B.C.T. 1914 Tilling Stevens – Petrol-Electric Bus U130

Rootes Group

In 1950, the company was sold to Rootes Group, and complete vehicle production ceased soon afterwards. The plant continued to produce light commercial engines (particularly the iconic Commer TS3 2 stroke diesel) and vehicle bodies, before finally closing in the 1970s, some years after the group had been acquired by Chrysler.

1918 (DA 1551) Tilling-Stevens TS3 Fleming B30R in service 1918-1929 Wolverhampton 1918 Tilling Stevens 1918 Vulcan Clarinda



The Tilling-Stevens petrol-electric bus is interesting as an early example of a hybrid vehicle, although without any direct engine propulsion or battery storage. As the petrol engine ran continuously, it was almost certainly less fuel efficient than a competing petrol engine, which may have contributed to its demise. However hybrid petrol-electric cars, such as the Toyota Prius, are now seen as being a partial solution towards cutting carbon dioxide emissions and reducing the risks of damaging global warming.

1919 Tilling Stevens bus in Amberley

1919 Tilling Stevens bus in Amberley


TATRA Kopřivnice Moravia Czech Republic

Tatra (company)Tatra logo

TATRA, a. s.
Type Private
Industry Automotive
Founded 1850
1897 as a car manufacturer
Founders Ignác Šustala
Headquarters Kopřivnice, Moravia, Czech Republic
Key people Ronald Adams (CEO)
Hugo Fischer von Roeslerstamm (designer)
Hans Ledwinka (designer)
Julius Mackerle (designer)
Products Automobiles, wagons,carriages, trucks
Revenue Increase CZK 7.87 billion (2008)
Owners DAF Trucks (19%)
Employees 2,000 (2011)
Parent Paccar Inc (19%)

Tatra Präsident on the Kopřivnice coat of arms.

Tatra is a vehicle manufacturer in Kopřivnice, Czech Republic. The company was founded in 1850 as Schustala & Company, later renamed Nesselsdorfer Wagenbau-Fabriksgesellschaft when it became a wagon and carriage manufacturer. In 1897, Tatra produced the first motor car in central Europe, and one of the first cars in world, the Präsident automobile. In 1918, it changed its name to Kopřivnická vozovka a.s., and in 1919 started to use the Tatra badge named after the nearby Tatra mountains in Slovakia.

Tatra is the third oldest car maker in the world after Daimler and Peugeot. During World War II Tatra was instrumental in the production of trucks, and tank engines for the German war effort. Production of passenger cars ceased in 1999, but the company still produces a range of primarily all-wheel-drive 4×4, 6×6, 8×8, 10×10, and 12×12 trucks. The brand is mainly known as a result of the legendary Czech truck racer Karel Loprais: in 1988–2001 he won the world’s hardest off-road race Dakar Rally as many as six times with the Tatra 815. At the time of his sixth victory, he was the most successful driver in the history of the Dakar.

Early years

 Ignác Šustala, founder of the company


 Präsident, the first factory made car in Central and Eastern Europe in 1897
1900 NW Rennzweier 1
 Rennzweier, the first race car made by the company in 1900

Ignác Šustala (1822–1891), founder of the company in Kopřivnice, Moravia, started the production of horse-drawn vehicles in 1850. In 1891 he branched out into railroad car manufacture, naming the company Nesselsdorfer Wagenbau-Fabriksgesellschaft, and employed Hugo Fischer von Roeslerstamm as technical director in 1890. After the death of Šustala, von Roeslerstamm took over running the company and in 1897 he bought a Benz automobile. Using this for inspiration, the company made its first car, the Präsident, which was exhibited in 1897 in Vienna. Orders were obtained for more cars and under the direction of engineers Hans Ledwinka and Edmund Rumpler, ten improved cars were made.

The first car to be totally designed by Ledwinka came in 1900 with the Type A with rear-mounted 2714 cc engine and top speed of 40 kilometres per hour (25 mph), 22 units were built. This was followed by the Type B with central engine in 1902 but then Ledwinka left the company to concentrate on steam engine development. He returned in 1905 and designed a completely new car, the Type S with 3308 cc 4-cylinder engine. Production was badly hit in 1912 with a 23-week strike and Hugo Fischer von Roeslerstam left the company.

Tatra concept

1924 Tatra T-11

 1924 Tatra T11

Tatra T-11 of 1924

Main article: Backbone chassis

After World War I Nesselsdorfer Wagenbau was renamed Kopřivnická vozovka, and in 1919 the name Tatra was given to the car range. Leopold Pasching took over control and in 1921 Hans Ledwinka returned again to develop the revolutionary Tatra 11. The new car, launched in 1923 featured a rigid backbone tube with swinging semi-axles at the rear giving independent suspension. The engine, front-mounted, was an air-cooled two-cylinder unit of 1056 cc.

1924 Tatra T12 convertible1926 Tatra T 12

The Tatra 11 was replaced in 1926 by the similar Tatra 12 which had four-wheel brakes.

1926 Tatra T17

1926 Tatra t17-31

A further development was the 1926 Tatra 17 with a 1,930 cc water-cooled six-cylinder engine and fully independent suspension. In 1927 the company was renamed Závody Ringhoffer-Tatra a.s..

Tatra 87-old

 Streamlined Tatras
 Tatra v570Tatra V570 1931, 1933
Tatra T77 Advertising-2 Tatra T77i
Tatra T77 1933–1938
Tatra T87 adTatra T87 1936–1950
Tatra T97 ad Tatra T97
Tatra T97 1936–1939
1961 Tatra 603 tatra-t603-02 Tatra-603-advert Tatra T603-1 tatra t603 7 Tatra T2 603 Rallye Monte Carlo Tatra 603b Tatra 603A Ambulance tatra 603 Tatra 603 b Tatra 603- Aerodynamické automobily Tatra 603 (3) Tatra 603 (2) 1969 Tatra 2 603 1968-75 Tatra 2 603 II Engine 2474 cc V8 1961 Tatra T603 1961 Tatra T603 MockUp 1961 Tatra T603 III 1961 Tatra T603 and T600 Tatraplan 1961 Tatra T603 (2) 1961 Tatra dTatra T603 1956–1975
TatraT97-frontTatra T97

Prewar streamliners

Tatra’s specialty was luxury cars of a technically advanced nature, going from aircooled flat-twins to fours and sixes, culminating (briefly) with the OHC 6 litre V12 in 1931. In the 1930s, under the supervision of Austrian engineer Hans Ledwinka, his son Erich and German engineer Erich Übelacker, and protected by high tariffs and absence of foreign assemblers, Tatra began building advanced, streamlined cars after obtaining licences from Paul Jaray, which started in 1934 with the large Tatra T77, the world’s first production aerodynamic car. The average drag coefficient of a 1:5 model of the fastback Tatra T77 was recorded as 0.2455. It featured (as did almost all subsequent big Tatras) a rear-mounted, air-cooled V8 engine, which was in technical terms very sophisticated for the time.

Tatra and the conception of the Volkswagen Beetle

Both Hitler and Porsche were influenced by the Tatras. Hitler was a keen automotive enthusiast, and had ridden in Tatras during political tours of Czechoslovakia. He had also dined numerous times with Ledwinka. After one of these dinners Hitler remarked to Porsche, “This is the car for my roads”. From 1933 onwards, Ledwinka and Porsche met regularly to discuss their designs, and Porsche admitted “Well, sometimes I looked over his shoulder and sometimes he looked over mine” while designing the Volkswagen. There is no doubt that the Beetle bore a striking resemblance to the Tatras, particularly the Tatra V570. The Tatra T97 of 1936 had a rear-located, rear-wheel drive, air-cooled four-cylinder boxer engine accommodating four passengers and providing luggage storage under the front bonnet and behind the rear seat. Another similarity between this Tatra and the Beetle is the central structural tunnel. Tatra launched a lawsuit, but this was stopped when Germany invaded Czechoslovakia. At the same time, Tatra was forced to stop producing the T97. The matter was re-opened after World War II and in 1961 Volkswagen paid Ringhoffer-Tatra 3,000,000 Deutsche Marks in an out of court settlement.

War years

After the 1938 invasion of Czechoslovakia by Nazi Germany, Tatras continued in production, largely because Germans liked the cars. Many German officers met their deaths driving heavy, rear-engined Tatras faster around corners than they could handle. At the time, as an anecdote, Tatra became known as the ‘Czech Secret Weapon’ for the scores of officers who died behind the wheel; at one point official orders were issued forbidding German officers from driving Tatras.

1961 Tatra T600 TatraplanTatra T600 Tatraplan

Postwar management

The factory was nationalised in 1945 almost three years before the Communist Party came to power and renamed to Tatra Národní Podnik. Although production of prewar models continued, a new model, the Tatra T600 Tatraplan was designed—the name celebrating the new Communist planned economy and the aeroplane inspiration (Colloq. Czech: aeroplán). It went into production in 1948. In 1951, the state planning department decided that the Tatraplan should henceforth be built at the Skoda plant in Mladá Boleslav, leaving Tatra free to concentrate on trucks, buses and railway equipment.

The Tatra T603

Main article: Tatra 603
1961 Tatra T603 (2)Tatra T603

A mere three years later, amid much dissatisfaction among officialdom about the poor-quality official cars imported from Russia, Tatra was again given permission to produce a luxury car, the Tatra T603. A fair successor to the prewar cars, it was also driven by a rear-mounted, air-cooled V8 and had the company’s trademark aerodynamic styling. Uniquely, the Tatra T603 featured three headlights, and the first prototypes had a central rear stabilising fin, though this was lost for production. It was also fitted with almost American-style thick chrome bumpers with bullets (a.k.a. Dagmar bumpers). Almost entirely hand-built, Tatras were not for everybody; normal citizens could not buy them. They were reserved for Party elites, communist officials, factory presidents and other notables, as well as being exported to most other communist nations as official cars. Even Cuban president Fidel Castro had a white Tatra T603, custom-fitted with air conditioning.

Tatra T603s were built until 1975, a twenty-year era as one of Communism’s finest cars. Numerous improvements were made over this time, but not all the new cars built in this period were actually new but rather reconditioned. When a new Tatra replaced an old, the old vehicle was returned to the factory. There, it was upgraded to modern condition, refinished, dubbed new and sent out again as a putatively new vehicle to replace another older Tatra. This makes it hard to trace the history of surviving vehicles.

1976 Tatra 613 2ITatra T613 (1976)

1970s makeover—the Tatra T613

Main article: Tatra T613

In 1968 a replacement was developed; the Tatra T613. It was styled by the Italian styling house of Vignale and was a more modern, less rounded shape. It was not until 1973 that the car went into production, and volume production did not begin until the following year. Although the layout remained the same, the body was all new, as was the engine, being equipped with four overhead camshafts, a higher capacity motor (3495 cc) and an output close to 165 bhp (123 kW; 167 PS). In addition, it had been moved somewhat forward for improved balance. These cars were built in five series and went through several modifications until production ceased in 1996. It is a tribute to Vignale’s styling that they did not look dated until rather late in that time period. Over 11,000 cars were built, and sales slowed to a trickle of just a few dozen per year towards the end of production as Tatras began to seem more and more outdated.

1996 Tatra 700 sTatra 700 in museum

1990s Tatra T700

Main article: Tatra T700

The Tatra T700 was a large luxury car released in 1996 by Tatra, essentially a heavily restyled version of the Tatra T613 model it replaced. The T700 was offered as both a saloon and coupé with either a 3.5 or 4.4 litre 90° air-cooled V8 petrol engine. The model was neither successful nor produced in large numbers, and production halted in 1999. The T700 was the last passenger car made by Tatra, which then concentrated on commercial vehicles.

1990s Tatra MTX V8

The Tatra MTX V8 was the fastest Czech car of all time. Production started in 1991 in Kopřivnice. Under the hood lies a Tatra 623 V8 motor, injection version making 225 kW at 6500 rpm. 0–100 km/h will take 5.6 seconds. Maximum speed is 265 km/h. It is the work of legendary Czech designer Václav Král. Only 5 units of this car were ever produced.

Tatra MTXTatra MTX V8

Tatra in the West

Unlike most Soviet Bloc manufacturers, Tatra enjoyed modest sales success in Western Europe, where its truck line had a reputation for simplicity and durability. No effort was made to distribute Tatra’s unusual automobiles in the West, though a small number did find their way to collectors in Western Europe, and even to the United States. The fall of the Soviet Union did not help Tatra’s fortunes, as the company made no inroads in Western Europe’s already crowded automobile market. Worse, the introduction of competitors, such as Mercedes-Benz and Peugeot into the Czech Republic, further eroded Tatra’s sales. Production of the T700 ended in 1999.

Among western collectors, Tatra automobiles remain largely unknown. The largest display of Tatra vehicles in the United States is at the Lane Motor Museum in Nashville, Tennessee. The museum’s eclectic automobile collection contains 12 Tatra models, including a T-613 ambulance. When talk show host and car collector Jay Leno visited the museum, the founder picked him up in a 1947 Tatra T-87, prompting Leno to purchase one himself. Leno soon become an advocate for the brand. In the United States, the few Tatra clubs are closely associated with Citroen clubs, as many Tatra collectors also collect Citroën DS series cars.

A Tatra T87 is on exhibit at the Minneapolis Institute of Arts.


1898–1914 Beginning

1898 Tatra NW 1st lorry2The replica of the first truckmanufactured at Nesselsdorfer Wagenbau

The first truck manufactured at Kopřivnice in 1898 was a flatbed with 2 liquid-cooled side-by-side-mounted two-cylinder Benz engines each at 2.7 L capacity with total power output of 8.8 kW (12 hp) placed after the rear axle and cargo capacity of 2.5 ton. The unique feature of the engines setup was that the engines could be operated sequentially depending on the load requirements. No 1 engine was started via a cranking handle and had a flywheel attached and No 2 engine without the flywheel was connected via a gear clutch and started by the first engine already running. The second truck manufactured was once again a flatbed R type of 2.5 ton cargo capacity built in 1909. Powered by liquid-cooled petrol four-cylinder engine of 4.1 L capacity and power output of 18.4 kW (25 hp) with the engine placed above front axle which is the conventional design to this day. The vehicle featured solid rubber tyres and semi-elliptic leaf spring suspension. In 1910 Tatra manufactured its first bus the Omnibus type SO with total production of 5 units.

1914–1922 Serial Production

The first true serial truck production at Tatra was instigated by the beginning of World War I. In the year 1914 there were only 2 trucks made, type T 14/40 HP, however by the 1915 end the production jumped to the total of 105 TL-2 units and the following year 1916 the numbers rose to total of 196 TL-2 and 30 TL-4 truthe time peaked in 1917 with 19 TL-2 and 303 TL-4 models, after that production declined and the similar amount of vehicles of one type manufactured in a year was not achieved or surpassed until 1936 with the T 27 model. Technically models TL-2 and TL-4 were almost identically designed, in fact TL-4 evolved from TL-2 where both had liquid-cooled OHC engines of max power output of 25.7 kW (35 PS; 34 hp). The TL-2 had a GVM 2,100 kg (4,630 lb) and 4,000 kg (8,818 lb) GCM, TL-4 had 2,700 kg (5,952 lb) GVM and 6,700 kg (14,771 lb) GCM respectively. Both types remained in production in small series until 1927. The TL-4 is considered the first truck to come out of NW (Nesselsdorfer Wagen-bau) to carry the name Tatra in 1919.

1923–1938 Tatra Concept

1937 Tatra 93, klimpercentage tot 55%Tatra T93

1932 Marxzell-TatraTatra, year 1932, 1155 ccm, 20 PS

After the introduction of Tatra 11 and Tatra 12 cars with their distinctive backbone tube design and swing axles, Tatra introduced its first truck on the same basis, the light utility Tatra 13 powered by 2-cylinder air-cooled petrol engine with power output 8.8 kW (12 hp) and 1,000 kg (2,205 lb) cargo capacity. Further models followed and in 1926 T23 and T24 were introduced nicknamed “bulldogs” which could be considered Tatra’s precursors to COE designed trucks. Improved version T13 introduced as T26 with more powerful 4-cylinder flat air-cooled engine and in six-wheeler chassis created capable offroad light utility truck which later evolved into T72 model which was heavily used by Czechoslovakian army at the time and was also manufactured under license by the French company Lorraine-Dietrich. In 1933 Tatra build limited series of T25 heavy artillery hauler with 4 and 6-cylinder petrol engines. The most popular Tatra truck before World War II was type T27 powered by 4-cylinder petrol or diesel engines and remained in production for nearly 17 years (1930–1947) with total production of 7,620 units, by adding an extra axle to the rear the type T28 was created however, it was not successful and only limited production resulted in a mainly bus chassis. In the period from 1931 to 1938 Tatra also built a small utility truck based on the chassis from T30 named Tatra T43 which remain popular with small business owners. T72 model successfully continued the line to T82 built mainly for military in cargo and personnel transport between 1935 and 1938 and further to T92 and T93 built for Romanian army from 1938 to 1941 which were identical except T93 had also a driven front axle.

1939–1956 The Legend Born

Main article: Tatra T111
1952 Tatra T111 Vojenská TatraTatra T111

Following the Nazi occupation of Czechoslovakia the production at Kopřivnice was annexed by the Germans for the supply of trucks needed by the Wehrmacht. Apart from the existing line up of T27, T92/92 a new heavy truck the T81 commenced production featuring liquid-cooled 12.5 L V8 diesel engine with a power output of 118 kW (160 PS; 158 hp), in 6×4 axle configuration. This vehicle evolved in 1942 into the legendary T111 which continued in production until 1962, with the total of 33,690 units made. The T111 also featured Tatra’s first air-cooled diesel engine, a massive V12 originally designed for the armoured SdKfz 234 Puma. In the latter stages of World War II Tatra was instrumental in the development of air-cooled diesel engines for German tanks. In late 1944 General Heinz Guderian ordered that production of the Type 38(t) Hetzer tank be modified to incorporate a Tatra Type 928 V-8 air-cooled diesel engine, though this order was delayed so production could continue uninterrupted. After the war the T111 contributed heavily to the rebuilding effort in Central and Eastern Europe and a memorial was built at Magadan, Siberia for its exploits in the Far East of the USSR.

1957–1982 Eastern Block Finest

Main articles: Tatra T138, Tatra T148 and Tatra T813
2002 Tatra T 813 8x8 ArmeeTatra T813 ‘KOLOS’

The decision to replace the reliable but ageing T111 was taken in 1952 based on central planning economy of socialist government where directive was made to Tatra N.P. that it should concentrate on the manufacture of 7 to 10 ton capacity commercial vehicles and in 1956 first T137 and T138 trucks were exhibited at Czechoslovak machinery expo in Brno. The production of T111 however continued alongside T138 series until 1962. T138 itself continued in production until 1969 when it was replaced by improved T148 where designers main target was increase in power output, reliability and product improvements.

In 1967 Tatra began production of one of its famous off-road trucks the T813 using its modular construction technology; the model incorporated the latest trends in commercial vehicle design such as cab-over-engine (COE) and wide profile tyres. It featured a new V12 engine and all military versions had a central tyre inflation/deflation system as standard equipment. The T813 was designed to tow loads up to 100 ton GCM and it was a familiar sight on the roads in Czechoslovakia hauling large often over-sized loads.

1982–2008 T815 and Beyond

Main article: Tatra T815
Tatra 1021Tatra 815, multiple winner of Dakar Rally
Tatra TerrNo1Tatra TerrNo1

Tatra T815 was designed for extreme off-road conditions, and its road versions are derived from the off-road original. After the 53-rd session of CMEA council a directive that Tatra N.P. would be a sole supplier of off road commercial vehicles of <12 ton capacity for Eastern Block countries, led to a modernization of company and its production models. Following extensive testing at different sites, including Siberia, the type T815 was introduced in 1982 and production started in 1983. Comparing to previous models T815 was made of 142 main assembly components as opposed to 219 main assembly components of its predecessor. The engines power output was increased up to 45% and a new COE tilt-able cabin was introduced. Modular engine designed resulted in V8, V10 and V12 engines with or without turbocharger.

T815 was upgraded to T815-2 with minor cosmetic changes and improved ergonomics and safety – the biggest change was the engine emissions accordance the “Euro 0” limits and to Euro1 limits in 1993 (turbocharged V8 engine only since this time for the full legislation. As alternative was offered also the Deutz 513 aircooled V8 engine). The next facelift in 1997 brought in the new exterior design cabin TerrNo1 with all new interior with better sound and heat insulation however the cabin design is based on the original so it can actually be retrofitted to all T815 built since 1993. In 2000 the TerrNo1 cabin is face-lifted again and for the first time there is an option to fit liquid-cooled engines.

The TerrNo1 model introduced the “KingFrame” rear axles suspension. Another evolution step T3B engine came with the Euro2 emission limit. Following further improvements in 2003 T815 gets new Euro3 T3C V8 engine mated to all new 14-speed range+split gearbox as well as option for engines from other suppliers most notably CAT, Cummins, Detroit Diesel, Deutz and MTU with its “monster” 22.5 Litre V12 and up to 610 kW (829 PS; 818 hp) power output! In September 2006 Tatra introduced its Euro4 compliant turbocharged T3D engine with the SCR exhaust technology and in February 2008 the worlds’s first Euro 5 compliant aircooled diesel engine based on T3D engine

The evolution of Tatra T815 would not be complete without mentioning its derivates T816 (T815-6) Armax and Force series which had its origin back in 1993 when Tatra participated in the tender process for heavy duty off road trucks for UAE army and after two years of bidding the company was successful in securing a contract worth $180 million.

2005 Tatra JamalTatra 163 Jamal

The resulting model became known as T816 “LIWA” (Arabic for “desert”). The latest model for the military customers is T817(T815-7) marketed as high-mobility heavy-duty tactical truck with low profile cabin for C-130 Hercules transportability for NATO member countries armed services.

Tatra also went back to its roots and decided to produce once again a bonneted CBE heavy duty off road truck to continue the successful line started with T111, so in 1999 the T163 Jamal was put into full production after first prototypes were built in 1997 and followed extensive testing including at Siberia, as a heavy duty dump truck, once again based on proven backbone tube chassis construction with the cabin designed by Jiří Španihel TheT163 6×6 is used mainly on construction sites and in quarries.

2008 TatraTatra T-810 for Czech Army

Tatra was also a successful bidder for the Czech Army replacement of aging Praga V3S (with the Tatra I6 aircooled engine – one half of the T111 V12 one) medium off-road truck with T810 which technically is not a “genuine” Tatra as its origin goes back to when former Czech company ROSS, in partnership with Renault Trucks, obtained a contract to supply the army with medium size off-road trucks, the “ROSS R210 6×6”. The company however went bankrupt in 1998 and Tatra bought full rights to the design, then modernized and reintroduced it as T810 while continuing cooperation with Renault. Under the deal Renault supplies the cabins and the engines and Praga supplied axles and transmissions for the prototypes; however the whole project has been dogged by controversy due to the way Tatra had obtained the contract, its relationship with supplier Praga and the subsequent court case brought on against it by Praga. The serial T810 vehicles are than finally equipped with the new design Tatra rigid axles with the WABCO disc brakes, with the ZF Ecolite transmission and Steyr drop box.

Recent years

With orders and production almost at a standstill after the fall of Communism, Tatra decided to stop building the T613 automobile in 1996. An attempt was made to produce an updated version, the Tatra T700; it was largely based on the old car, with updated body panels and detail. Sales were poor, and having in its history produced a total of 90,000 cars, Tatra finally abandoned automobile manufacturing in 1999 in order to concentrate on trucks.

The United States Terex Corporation acquired the majority ownership (71%) of Tatra in late 2003. As of late 2006, however, majority ownership (80.51%) lies in the hands of Tatra Holdings s.r.o., an international consortium comprising Vectra Limited of UK, Sam Eyde of the U.S., KBC Private Equity of Belgium, Meadowhill s.r.o. of Czech Republic and Ronald Adams of the U.S. On 15 December 2006, a contract was signed between Tatra and the Czech Republic for 556 trucks at roughly $130 million, or 2.6 billion Czech crowns. This contract was signed in lieu of replacement of older military vehicles.

In April 2007, Tatra announced that it had already matched its production in 2006 and produced 1,600 vehicles. In 2007, Tatra plans to produce between 2,300 and 2,500 vehicles. In contrast to previous years, Tatra has increased employment by the hundreds within the past two quarters, has reversed previous errors, and is growing again. Although there have been many struggles in the past decade, the company still remains one of the great prides of Czech industry, and has proven to be a valuable asset to international engineering, with its unique assembly and production methods and designs.

In August 2011, DAF Trucks announced it had built up a 19% stake in Tatra, which will use DAF cabs and PACCAR engines. DAF dealers will sell Tatra off-road trucks.

In March 2013, Tatra was sold in auction for 176 mil CZK (ca. 7 mil euro) due to its debts. Production continues. In 2013 Tatra sold 722 trucks, the most since 2008. Approximately two-thirds of units were exported.

Current truck models

2002 Tatra T810Tatra 810

Tatra 815-7Tatra 815-7

2002 Tatra T815Terrn°1

2008 Tatra JamalTatra 163 Jamal


Tatra had a truck-building joint venture in India called Tatra Vectra Motors Ltd, formerly called Tatra Trucks India Ltd. It is a joint venture between Tatra and the Vectra Group from England. In 2009, Vectra announced a new joint venture with Russia’s Kamaz to form Kamaz Vectra Motors Limited to manufacture Kamaz trucks in India., This joint venture replaced the former Tatra Vectra venture. The manufacturing plant is located in Hosur, Tamil Nadu, around 40 km from Bangalore. The fully integrated manufacturing facility includes an engine assembly and testing plant, a cabin welding shop, a frame fabrication shop and a test track. Most Tatra trucks for sale in India are manufactured in collaboration with Bharat Earth Movers Limited.

In 2002, the company received a 1,070 trucks order from the Government of India Tatra’s growing involvement in India’s defense industry is often cited as an example of growing relations between Czech Republic and India.

In 2010 the Indian Government ordered 788 vehicles from public sector defence equipment manufacturer BEML. The order comprises supply of 498 8×8 vehicles, 278 6×6 vehicles without winch and 12 6×6 with winch.

Tatra JalandharTatra Recovery Vehicle of the Indian Army

Tatra truckA Tatra Truck at India Gate, New Delhi on India Republic Day on 26 January

Tatra Smerch 30MM hemant rawatIndian Army Tatra truck mounting BM-30 Smerch.


2003 Tatra SPYDERSPYDER anti-aircraft missile system developed by the Israeli company Rafael, fitted atop a TATRA truck.

Reportedly following one of Israeli-Arab conflicts, Israel tested some Tatras captured from neighbour Arab armed forces (Egypt). Israel Defense Forces‘s command was apparently quite impressed with their performance, independence of cooling by air only and their capabilities as military trucks in desert and in wars for long-range raiding operations in such terrains etc., and felt necessary to include these trucks in their arsenal. As direct purchase from oppositely aligned Czechoslovakia was impossible, the lore has it that Israelis used some well-paid services of Nicolae Ceauşescu‘sRomania in cooperation with an American Company called ATC (American Truck Company) to purchase sand-coloured and military trucks, desert-equipped Tatra trucks too, leading to jokes along the line “Romania has a new desert”. Current photos of various Israeli weapon systems, e.g.,SPYDER slated, e.g., for India, show new Tatras as the carrier vehicles.

A number of Tatra trucks entered service in the Israeli Army also in many army sectors and as for example anti aircraft missile launcher, with the brand mark of “American Truck Company”, under which Tatras were sold on U.S. market and exported to Israel.


In February 2008, Tatra announced the world’s first (and so far the only) air-cooled engine meeting the new Euro 5 standards. The press release claims 7.5 times lower emissions of particulates and 3.5 times lower emission of nitrogen oxides compared to the previous engine. Further, production of air-cooled engines should significantly reduce the production of greenhouse gasses due to the absence of liquid cooling systems. All Tatra vehicles from February 2008 onwards should use the new engine.
A month later, Tatra CEO Ronald Adams told The Prague Post Tatra could return to producing passenger cars, saying: ‘We would not come back to compete with the large automobile mass producers such as Volkswagen, Škoda, Toyota etc. But we might come back with a replica of the old Tatra cars using a current undercarriage and driveline from one of the major automotive producers.’ The company has launched a feasibility study, hoping to produce one thousand replicas of their legendary Tatraplan and 603 cars in 2010.

In July 2008 pictures of a fuel cell concept car designed by Mike Jelinek, the Tatra 903, were shown.

Navistar & Tatra

2002 Tatra-T815 780R59Tatra T815-7 (T817)

Tatra and Navistar Defence introduced at Eurosatory Exposition in Paris, France (Jun 14-18 2010) the results of their strategic alliance since October 2009, the models ATX6 (universal container carrier) and ATX8 (troop carrier)[48] The vehicles appear to be based on Tatra T815-7 (T817) 6×6, 8×8 chassis(see pics here),[49] suspension and cabins while using Navistar engines and other componets.[50] Under the deal Navistar Defence and Tatra A.S. will market the vehicles in North America, which includes sales to the United States military and foreign military sales financed by the United States government. Tatra will source parts and components through Navistar’s global parts and support network for Tatra trucks delivered in markets outside of North America as well as market Navistar-Tatra vehicles around the world in their primary markets.

Tatra aircraft[edit]

Tatra T.131, a licence-built Bücker Bü 131 Jungmann.

Tatra T.101 two-seater touring aircraft


1959 Tatra T805 hasiči

 “baby” Tatra T805
2002 T813 army2


1928 Tatra typ 24

1928 Tatra typ 24 Tatra 24


Tatra T86 Tatra T86a

  • Tatra T86 (1936–38)

Ostrava, Tatra T 400

Ostrava, Tatra T 400 Tatra T400 (1949–55)

  • Tatra T 401 - T 402 - T 403
  • Tatra T401 (1958; only 1 built)

From now only Pictures:

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