TatraWorld.nl:

Cars We Remember: Government built Czech Tataplan memories

By Greg ZylaMore Content Now
Q: Hello Greg and I enjoy your articles. I’m wondering if you can give me some information on the T-600 Tatraplan automobile. I remember many years ago I saw an article I think you did on this car, but I have misplaced it. I also know the name Tataplan is really “foreign” to most car fans, but it was a car I do remember as I am retired now. My friend once had a 1947 Tatraplan, and it would be interesting to see what info you can further provide.
— John L., retired and happy at age 84 in Illinois.
A: John thanks much for reading my columns and yes, I did do an article on the Tatraplan about eight years ago that appeared in Auto Roundup Magazine. I explained that the only time I ever heard of a Tatraplan car came thanks to my good friend, and one of the real legends of drag racing namely the late Jack Kulp. Kulp built and raced drag cars in the early days of dragster and gasser competition. Kulp especially loved running foreign cars like Simcas and Triumphs, sometimes to the chagrin of the racing associations.
Kulp informed me he would have loved to run a Czechoslovakian-built Tatraplan, but he never really had access to one that he could turn into an AA/Gas Supercharged drag strip terror.
To your question, the Tatraplan cars were assembled by the Tatra car company from 1946 to 1952. The predecessor of the T-600 was a model 107, so your friend’s 1947 model received either the nomenclature of 107 or the newer T-600. The car was a result of a government sponsored, “centralized economic” communist plan in Czechoslovakia.
The Tatraplans were streamlined full-size family cars that came with a 1952cc inline horizontally opposed flat four-cylinder air-cooled engine placed between the rear axles. The body had a coefficient aerodynamic drag of 0.32, which was great for that era and the main reason Jack Kulp wanted one to race. The wheelbase was 110-inches.
Overall, some 6,432 T-600’s were sold from 1947 through 1952, but in late 1951, the Czech Department of Defense, which controlled all production of cars and trucks, informed Tatra they would now build trucks and that all cars would be built under the Skoda brand, the latter one two other government run car companies in the country at the time. The third car company in the Czech Republic was Praga.
In 1954, however, Tatra re-joined car building with a large passenger car with an air cooled V8 engine and transaxle. The V8 T603-engine had previously been developed and tested on the race track in Tatra experimental and race cars. It was used in the Tatra-603, and went on sale in 1955 and remained in production until 1975. In its’ 18 years of sales, a total of 20,422 T-603’s were built.
Following my article years ago, I also received a nice letter from a gentleman in Australia named Craig who pointed out some very interesting facts about the 1947 Tatraplan models. As he was rebuilding a 1950 model at the time, he noted that the 1947 Tatraplan could be a model 107 or a T-600.
Craig explained the differences noting that the T-600 was essentially the same vehicle as the 107 but featured a vertically mounted fan whereas the 107 had a horizontally mounted fan and just one carburetor instead of two on the T-600. Craig also has a 603 Tatra with the air cooled and rear mounted V8 and we thank him for his input.
Today, Tatra is still in business and ranks among the oldest car and truck manufacturers in the world with more than 116-years of continuous activity. Tatra still impacts the auto and truck industry in the Czech Republic and abroad.
In ending, it is also very notable that since March of 2013, the Tatra Trucks Company is now owned by Czech shareholders, a big change in the philosophy of free enterprise.
Thanks for your letter John.
— Greg Zyla writes weekly for More Content Now, BestRide.com and other Gatehouse Media publications. He welcomes reader questions on old cars, auto nostalgia and old-time motorsports at 303 Roosevelt St., Sayre, Pennsylvania 18840 or at greg@gregzyla.com.
T600MargoliusBirmingham
By Greg ZylaMore Content Now
Q: Hello Greg and I enjoy your articles. I’m wondering if you can give me some information on the T-600 Tatraplan automobile. I remember many years ago I saw an article I think you did on this car, but I have misplaced it. I also know the name Tataplan is really “foreign” to most car fans, but it was a car I do remember as I am retired now. My friend once had a 1947 Tatraplan, and it would be interesting to see what info you can further provide.
— John L., retired and happy at age 84 in Illinois.
A: John thanks much for reading my columns and yes, I did do an article on the Tatraplan about eight years ago that appeared in Auto Roundup Magazine. I explained that the only time I ever heard of a Tatraplan car came thanks to my good friend, and one of the real legends of drag racing namely the late Jack Kulp. Kulp built and raced drag cars in the early days of dragster and gasser competition. Kulp especially loved running foreign cars like Simcas and Triumphs, sometimes to the chagrin of the racing associations.
Kulp informed me he would have loved to run a Czechoslovakian-built Tatraplan, but he never really had access to one that he could turn into an AA/Gas Supercharged drag strip terror.
To your question, the Tatraplan cars were assembled by the Tatra car company from 1946 to 1952. The predecessor of the T-600 was a model 107, so your friend’s 1947 model received either the nomenclature of 107 or the newer T-600. The car was a result of a government sponsored, “centralized economic” communist plan in Czechoslovakia.
The Tatraplans were streamlined full-size family cars that came with a 1952cc inline horizontally opposed flat four-cylinder air-cooled engine placed between the rear axles. The body had a coefficient aerodynamic drag of 0.32, which was great for that era and the main reason Jack Kulp wanted one to race. The wheelbase was 110-inches.
Overall, some 6,432 T-600’s were sold from 1947 through 1952, but in late 1951, the Czech Department of Defense, which controlled all production of cars and trucks, informed Tatra they would now build trucks and that all cars would be built under the Skoda brand, the latter one two other government run car companies in the country at the time. The third car company in the Czech Republic was Praga.
In 1954, however, Tatra re-joined car building with a large passenger car with an air cooled V8 engine and transaxle. The V8 T603-engine had previously been developed and tested on the race track in Tatra experimental and race cars. It was used in the Tatra-603, and went on sale in 1955 and remained in production until 1975. In its’ 18 years of sales, a total of 20,422 T-603’s were built.
Following my article years ago, I also received a nice letter from a gentleman in Australia named Craig who pointed out some very interesting facts about the 1947 Tatraplan models. As he was rebuilding a 1950 model at the time, he noted that the 1947 Tatraplan could be a model 107 or a T-600.
Craig explained the differences noting that the T-600 was essentially the same vehicle as the 107 but featured a vertically mounted fan whereas the 107 had a horizontally mounted fan and just one carburetor instead of two on the T-600. Craig also has a 603 Tatra with the air cooled and rear mounted V8 and we thank him for his input.
Today, Tatra is still in business and ranks among the oldest car and truck manufacturers in the world with more than 116-years of continuous activity. Tatra still impacts the auto and truck industry in the Czech Republic and abroad.
In ending, it is also very notable that since March of 2013, the Tatra Trucks Company is now owned by Czech shareholders, a big change in the philosophy of free enterprise.
Thanks for your letter John.
— Greg Zyla writes weekly for More Content Now, BestRide.com and other Gatehouse Media publications. He welcomes reader questions on old cars, auto nostalgia and old-time motorsports at 303 Roosevelt St., Sayre, Pennsylvania 18840 or at greg@gregzyla.com.

A second edition of the Hans and Erich Ledwinka Buch?

LedwinkaHansErichBuch

Die Autopioniere Hans und Erich Ledwinka, Ihr Leben, ihre Technik

Authors:  Günther Nagenkögl und Hans Stögmüller

320 Pages

23 x 27,51 cm

language: German

Price € 29,90 (second edition will be slightly more expensive)

ISBN 978-3-9503964-3-0

Die Autopioniere Hans und Erich Ledwinka, Ihr Leben, ihre Technik
Authors:
Günther Nagenkögl und Hans Stögmüller
320 Pages
23 x 27,51 cm
Price € 29,90 (second edition will be slighly higher)
ISBN 978-3-9503964-3-0

Book impression: http://www.akaziaverlag.at/buecher-details/items/die-autopioniere-hans-und-erich-ledwinka-ihr-leben-ihre-technik.html

Regrettably, the book was published in very low numbers and has been sold out of several months. You are lucky if you have one! Due to a high demand, the publisher, Akazia Verlag, is considering a second print but want to play safe.  If you want to order a second edition book, please order it at the publisher!

You can contact:

Publisher: Akazia Verlag

Grüner Hang 2,  A-4293 Gutau, Austria

Contactperson: Mrs Regina David

Tel.(Austria):  0650 / 451 51 52

Tel. (From abroad): 0043/650 / 451 51 52

Mail: office@akaziaverlag.at



Die Autopioniere Hans und Erich Ledwinka, Ihr Leben, ihre Technik

Autor/in:

Günther Nagenkögl und Hans Stögmüller


320 Seiten

23 x 27,51 cm

Preis € 29,90

ISBN 978-3-9503964-3-0Vielen Dank für Ihr Interesse an diesem Buch!


Die Auflage ist leider komplett vergriffen. Derzeit keine zweite Auflage geplant. Das Verlag koennen Sie hilfen durch eine Bestellung direkt am Verlag zu machen.

Verlag : Akazia Verlag

Grüner Hang 2, A-4293     Gutau

Kontaktperson: Frau Regina David

Tel.- Inland :  0650 / 451 51 52

Tel.-Ausland: 0043/650 / 451 51 52

Mail: office@akaziaverlag.at

Hineinlesen: http://www.akaziaverlag.at/buecher-details/items/die-autopioniere-hans-und-erich-ledwinka-ihr-leben-ihre-technik.html


Zwei Autoren schrieben ein Buch über die beiden Autopioniere Hans Ledwinka (1878-1967) und dessen Sohn Erich (1904-1992), die in Steyr, Nesselsdorf/Kopřivnice und Graz ihre Meisterleistungen vollbrachten. Hans Ledwinka war für das erste in Steyr produzierte Auto verantwortlich und leitete dann das Tatra-Werk in Mähren (Tschechien) bis 1945. Sein Sohn Erich konstruierte nach beruflichen Einsätzen in Nesselsdorf, Berlin, München und Steyr in Graz den Steyr-Puch Haflinger und den Steyr-Puch Pinzgauer.

„Den Anstoß, das Buch zu schreiben, gab die Schenkung des schriftlichen Nachlasses der beiden Konstrukteure durch Hans Ledwinka an das Stadtarchiv Steyr“, sagt der Journalist Hans Stögmüller, der gemeinsam mit dem Techniker Ing. Günther Nagenkögl Autor des Bandes ist. Der promovierte Chemiker Hans Ledwinka lebt in St. Ulrich bei Steyr und ist der Sohn Erichs und der Enkel von Hans Ledwinka.

Mehr als zwanzig Schachteln voll mit schriftlichen Unterlagen, Plänen und Fotos umfasst der Nachlass Ledwinka. Er wurde von Mitgliedern der Historiengruppe der Redtenbacher-Gesellschaft Steyr geordnet und dem Steyrer Stadtarchiv übergeben.

Das Buch gibt einen perfekten Überblick über Leben und Schaffen von Ledwinka Vater und Sohn. Hans Ledwinka, der am 14. Februar 1878 in Klosterneuburg bei Wien geboren wurde, besuchte nach einer Schlosserlehre die Werkmeisterschule in Wien und ging dann als Konstrukteur nach Nesselsdorf in Mähren. Er wirkte bereits beim ersten Auto mit, der als „Präsident“ 1898 vorgestellt wurde.

Nach einer kurzen Zeit bei einem Wiener Dampfwagen-Erzeuger war er ab 1906 als Leiter der Abteilung Automobilbau in Nesselsdorf beschäftigt. Dann kam 1916 der Ruf nach Steyr, wo er die Automobilfertigung aufbaute und den ersten Wagen, den Typ Steyr II, entwickelte. Weitere Typen folgten, doch Ledwinka übersiedelte 1923 wieder nach Nesselsdorf, wo er Werkschef wurde.

Es folgte eine Vielzahl von Personenwagen, darunter die epochale Entwicklung des Tatra 11 mit luftgekühltem Zweizylinder-Motor, Zentralrohrrahmen und Pendelachse, aber auch Stromlinienautos, Lastwagen, Eisenbahnfahrzeuge und Flugzeuge. 1945 wurde Ledwinka verhaftet und wegen Staatsverrats sechs Jahre einsperrt. Anschließend lebte er in München.

Sein Sohn Erich kam 1930 nach dem Maschinenbaustudium an der TH Wien zu seinem Vater nach Nesselsdorf, wo er an der Entwicklung einiger Autos mitarbeitete. 1937 bis 1940 war er beim Flugzeugbauer Bücker in Berlin tätig, um dann wieder zu Tatra zurückzukehren. Ihm gelang rechtzeitig die Flucht vor den Sowjets. Nach freiberuflicher Tätigkeit in Bayern kam er 1950 zu Steyr-Daimler-Puch nach Steyr. Er wurde dafür auserkoren, einen Kleinwagen zu entwickeln, aus dem nach mehreren Varianten der Steyr-Puch 500 mit Fiat-Karosserie entstand.

Anschließend war Erich Ledwinka Technischer Direktor in Graz, wo er für den Haflinger und den Pinzgauer verantwortlich zeichnete. Auch an der Entwicklung des Geländewagens Puch G war er beteiligt, der heute noch in Graz als Mercedes G erzeugt wird. Erich Ledwinka promovierte an der TU Graz zum Doktor der Technischen Wissenschaften.

Hans Ledwinka wurde mit dem Dr. h. c. geehrt und wie auch sein Sohn mit vielen Ehrungen überschüttet. Vorläufiger Höhepunkt war 2007 die Aufnahme in die Ruhmesgalerie (European Automotive Hall of Fame) in der Eingangshalle des Genfer Autosalons. Neben Ferdinand und Ferry Porsche ist Hans Ledwinka der dritte Österreicher in der illustren Runde von Autokonstrukteuren.

Die Autoren:

Günther Nagenkögl, geb. 1946 in Steyr. Von 165 – 1970 bei Steyr-Daimler-Puch AG als Motorenkonstrukteur. Ab Herbst 1985 Gruppenleiter „Neue Motorenprojekte“. 1990 Eintritt in das Motorenforschungsinstitut AVL-List GmbH in Graz. Leitung des Konstruktionsbüros für Nutzfahrzeugmotoren am Standort Steyr. Ab 2009 im Ruhestand. Selbständiger Konsulent für Dieselmotorenkonstruktion.

Hans Stögmüller, geboren 1949 in Steyr, war Redakteur einer oberösterreichischen Tageszeitung. Er beschäftigt sich seit langer Zeit intensiv mit der Geschichte der Eisenstadt Steyr und ihrer Umgebung. Er verfasste die Bücher »Wehrgraben. Führer durch Geschichte und Arbeitswelt« (1987) und zusammen mit Gerhard Sperl und Werner Tippelt den Kulturführer »Österreichische Eisenstraße« (1992). 2010 erschien sein Buch »Josef Werndl und die Waffenfabrik in Steyr«. Als Mitglied des Vereins »Freunde der Geschichte der Stadt Steyr und der Eisenwurzen« ist er auch regelmäßig Autor für das Jahrbuch des Stadtarchivs Steyr.



Tatra T 613-3, the movie star. (Video)

T613-3Moviestar

This video maps performing Tatra 613-3 ( CSSR 1986-1992) in Czech and foreign films , TV series and music videos . This is a publication of samples ( patterns ) of these film images.

https://www.youtube.com/watch?v=CSHxU6o05Xs


Kamaz introduces new truck for 2017 Dakar

kamaz-master-26

http://www.gizmag.com/kamaz-master-dakar-2017/43669/


Tatra unveils new tactical trucks

T815-7ArmouredCabinEurosatory2016

http://www.janes.com/article/61310/eurosatory-2016-tatra-unveils-two-new-tactical-trucks


Latvian Motor Museum in Riga has restored its T 87

T87Riga2016

Latvian Text + Video: http://www.lsm.lv/lv/raksts/motori/dzive/iekarojamais-tatra-87.a188705/

More: http://www.delfi.lv/tchk/news/rizhskij-motormuzej-pokazal-dva-novyh-eksklyuzivnyh-avto-tatra-87-i-kabriolet-steyr220.d?id=47588897


A Euro 4000 T 87

T87UkrainForsale

https://www.mobile.de/pl/Samochod/Inne-Andere/vhc:car,pgn:24,pgs:50,srt:price,sro:asc,frn:1900,frx:1975,prx:5000/pg:vipcar/226443417.html


T 77 recreation shines at CZ 1000 miles rememberance rally

T77Recreation2016-1

T77Recreation2016-2


Czechoslavak Group launches new Tatra division to build GD and Nexter vehicles

The Czechoslovak Group (CG) officially launched a new division named Tatra Defence Vehicles (TDV) on 31 May.

TDV is a subsidiary of CG-owned Tatra Trucks and is located at the Korpivnice production facility.

TDV will focus on licensed production of the Steyr-Daimler-Puch Spezialfahrzeuge Pandur II CZ 8×8 armoured vehicle and its variants for the Army of the Czech Republic (ACR) and for foreign customers.

TDV will also produce under license the Nexter Titus 6×6 MRAP vehicle once it is officially accepted by the ACR, as well as produce and modify armoured cabs for the Tatra 810 6×6 medium truck currently in service with the ACR.

The Pandur II 8×8 is an improved modular all-wheel-drive version of the Pandur 6×6 APC wheeled armoured vehicle. It was developed as a private venture by the Austrian company Steyr-Daimler-Puch Spezialfahrzeuge and is currently in production for the Portuguese Armed Forces. Steyr-Daimler-Puch Spezialfahrzeuge is part of General Dynamics European Land Combat Systems, which is also the parent company of MOWAG of Switzerland and Santa Bárbara Sistemas of Spain.

The most significant change is the introduction of an 8×8 configuration with more interior space. The construction is an all-welded steel hull with optional armour upgrades. The basic armour package is designed to protect against 7.62 to 14.5 mm (0.300 to 0.571 in) armour-piercing rounds (customers may select a choice of armour thickness). The vehicle is designed to be transportable in a Lockheed Martin C-130 Herculestransport aircraft. The driver is seated on the left at the front and the engine is to the right. The driver is provided with a single piece hatch cover as well as three day periscopes, one of which can be replaced by a passive periscope for night missions. The vehicle is fitted with a two-stage synchronized distribution gear box for both road and cross country use. Improved suspension will be fitted for optimum cross country mobility. The vehicle is designed to take a number of turret systems (such as the SP 30 turret also mounted on the ASCOD AFV of the Spanish and Austrian Armies), or it can be used as a standard APC with a mounted machine gun.

With the turret the vehicle can carry 6 infantry. Without the turret, it can carry 12.

The Pandur 8×8 APC is manufactured in Austria while export versions are also built in the Czech Republic and licensed versions in BarreiroPortugal.

Czech variants

Pandur II being tested by the Czech Army

The Czech Pandur II 8×8 CZ differs from the original version in that a new breakwater controlled from inside the vehicle has been fitted, and the driver’s hatch is fitted for CDND-1 night vision apparatus. The armor is designed to protect against 14.5×114 (with RAFAEL add-on passive armour). SSAB ARMOX 500[5] armour steel is used for the bottom side of the hull which has an intermediate floor with suspended from wall and ceiling mounts rather than floor mounted. The standard Pandur II has a flat bottom, but Pandur II CZ has its bottom shaped to the “/\” (reversed “V”) which some sources maintain reduces the effect of mine blast on passengers.

There are three robust cameras (left, right and rear) giving the ability to driver to reverse without leader’s help or observe around the vehicle. The driver has one monitor for this purpose. The cameras are from Orlaco company[6] much like monitor in troop section.[7] Czech Pandurs II 8×8 also include navigation, information, communication and identification system.

Pandurs without RCWS-30 will be unarmed or equipped with Rafael Mini-Samson RCWS-12.7.[8][9] Rafael RCWSs bought by Czech republic: 78x RCWS-30, 14 RCWS-30 (with no Spike-LR missiles), 93 Mini-Samson RCWS units that carry 12.7mm machine gun. Its Cummins ISLe T450 455HP diesel engine can be removed and replaced in 30 minutes.

  • KBVP (kolové bojové vozidlo pěchoty)[10][11] – IFV version equipped with upgraded Rafael RCWS-30. Upgraded RCWS-30 include: 30mm ATK MK 44, optional launcher pod for two RAFAEL Spike-LR anti-tank/multi-purpose guided missiles, coaxial 7.62mm machine gun M240, and two quadruple (2×4) 76mm Wegmann smoke grenade launcher tubes. Fire-ready ammunition accommodates 140 high-explosive (HE) and 60 armor-piercing (AP) 30mm rounds, 2 Spike-LR missiles, 250×7.62mm rounds, and 8×76.2mm smoke grenades. The missiles container is newly located vertically. In contradistinction to the original RCWS-30, the Czech RCWS has two new CCD/IR cameras with rangefinder/laser designator with 360° coverage. The original camera was replaced by a new one and a second camera is mast-mounted on the right side of the RCWS (circa 3,5 meters above the ground). The commander’s hatch visor was removed. With new mast-mounted camera the commander gained new ability to independently observe the surroundings and to seek and track enemies (commander can take over weapons’s control or designate target for gunner). All Czech IFVs will be equipped with mast-mounted meteorological sensor with laser illumination warner connected to FCS. This mast-mounted system will be located on the left side of RCWS just like commander’s independent thermal viewer.

Technical Days Koprivnice June 4&5

TechnicalDayKoprivnice2016


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