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Tatra 138
Tatra 138
Tatra 138
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Tatra 138
Tatra 138 firetruck
Overview
ManufacturerTatra
Production1959–1971
Body and chassis
ClassHeavy truck
Body styleConventional
Powertrain
EngineV8 T 928
Transmission5-speed manual + 2-speed auxiliary gearbox
Chronology
PredecessorTatra 111
SuccessorTatra 148

The Tatra 138 was a truck produced in Czechoslovakia by the Tatra company. Known as the immediate successor to the Tatra 111, the model introduced a number of new features while continuing the evolution of Tatra concept. The truck was produced from 1959 to 1971.

History

[edit]

The decision to replace the Tatra 111 was made in 1952 as part of a central state planning economy, where Tatra Kopřivnice was to produce 7 to 10 ton utility trucks. In 1956 at II. At the Czechoslovak Machinery Expo in Brno, Tatra exhibited 2 new models, the T137 and T138. Both vehicles had up to 70% of parts in common across the range. New design features were introduced, such as improvement in driver environment and usability e.g. hydraulic power steering, a compressed air assisted clutch and electro-pneumatic auxiliary gearbox gear selection.

Design and technology

[edit]

The design was of central backbone tube construction with modular power train concept in 4×4, 4×2, 6×6, 6×4 and 6×2 configuration. Version 4×2, 6×4, and 6×2 were produced in very low quantity. The main advantages of central load carrying backbone tube are in its high torsion and bend strength protecting truck body against load stresses. The secondary advantage is that it houses all important parts of the drive train. In addition, it enables a concept of modular construction where designers and customers can specify 4- or 6-wheel drive and various length and wheelbase combinations.

Engine

[edit]
T 928
Overview
ManufacturerTatra
Layout
Configuration75° V8
Displacement11.8 L; 717.8 cu in (11,762 cc)
Cylinder bore120 mm (4.7 in)
Piston stroke130 mm (5.1 in)
Cylinder block materialCast iron
Cylinder head materialAluminium alloy
ValvetrainOHV
Compression ratio16.5:1
Combustion
Fuel systemDirect injection
Fuel typeDiesel
Cooling systemAir-cooled
Output
Power output132.5 kW (178 hp) @ 2000 rpm
Torque output720 N⋅m (531 ft⋅lbf) @ 1200 rpm
Dimensions
Dry weight595 kg (1,312 lb)

The engine was located ahead of the front axle. It featured an air-cooled V8 75° with dry sump design and a new featured thermostat controlled cooling fan by engine oil temperature via hydraulic clutch drive to reduce noise and fuel consumption. The engine was also used in the OT-64 APC.

Chassis

[edit]

Central backbone tube, front and rear axles with independent swing half axles. The front suspension by torque arms (torsion bars) and hydraulic shock absorbers. The rear suspension by longitudinal half elliptic leaf springs. Front axle drive selectable on demand, differential locks electro-pneumatically controlled via dash switches.

  • Front track - 1,930 mm (76.0 in)
  • Rear track - 1,752 mm (69.0 in)
  • Wheelbase - model specific
  • Tatra T138 6×6 PP2, P3, PP6 - 4,260 mm (167.7 in)+1,320 mm (52.0 in)
    • Tatra T138 6×6 PR14, PPR S3, PR S1, P19 - 3,690 mm (145.3 in)+1,320 mm (52.0 in)
      • Tatra T138 4×4 - 4,550 mm (179.1 in)
  • Ground clearance - 290 mm (11.4 in)

Transmission

[edit]
  • Main gearbox - 5+1 (2-5 gear synchronized)
    • Auxiliary gearbox - 2-speed (half split electro-pneumatic control)
  • Clutch - 2x plate dry

Brakes

[edit]
  • Main wheel brakes - dual circuit full air drum brakes

Bodywork

[edit]
T138 CAS firefighting vehicle

All steel cab construction with various body builder equipment such as tippers, flatbeds, concrete mixers, tankers, cranes, excavators and firefighting. The vehicle had a top speed of 72 km/h (45 mph), capable of water crossing depth 800 mm (31 in), with maximum payload of 12,000 kg (26,500 lb) and could tow trailers up to 15,000 kg (33,100 lb) GCM.

Production

[edit]

Total production exceeded 45,900 units. The Tatra T138 was exported to the USSR, Bulgaria, Romania, Poland, France, Austria, Yugoslavia and the Netherlands.

Primary variants

[edit]
  • T138 S1 - one-way tipper
  • T138 S3 - three-way tipper
  • T138 V,VN - civilian and military flatbed
  • T138 P1V - military special
  • T138 CAS - firefighting unit
  • T138 PP6V - excavator
  • T138 PP5, PP4V, PP7 - tanker
  • T138 P3, P11, P18, PP2, PP5, PP6, PP7, PP8V - crane
  • T138 PP7 - concrete mixer
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Tatra 138

View on Grokipedia
from Grokipedia
The Tatra 138 is a heavy-duty manufactured by the Czechoslovak vehicle producer Tatra from 1959 until 1972, with over 45,900 units produced, featuring an 11.8-liter air-cooled V8 delivering 177.5 horsepower at 2,000 rpm and a 6×6 with a 12-ton capacity, designed for demanding off-road and applications. It succeeded the earlier model and incorporated Tatra's signature with independent swinging half-axles for enhanced stability and traction. Development of the Tatra 138 began with a prototype in , leading to its public debut and production start in as a key evolution in Tatra's lineup. The model was engineered under the influence of designer Hans Ledwinka's concepts, emphasizing durability and innovation in heavy vehicle . It quickly gained recognition as a legendary , with exports reaching 53 countries and widespread use in civilian , , and roles due to its reliability in harsh conditions. Key technical features included a synchronized TATRA-Synchro five-speed with a two-speed auxiliary gearbox, inter-axle differentials for improved efficiency, and a modern cab design for operator comfort. The , later modernized in variants, provided exceeding 500 lb-ft, enabling the to handle payloads up to 12 tons while maintaining speeds suitable for long-haul operations. The Tatra 138's weighed approximately 7,100 kg empty, contributing to its gross rating of around 22-24 tons depending on configuration. Production transitioned to its successor, the Tatra 148, in 1972, which built upon the 138's platform with further refinements until 1982.

History

Development and Prototyping

In the early , Tatra engineers began work on a successor to the , which had been in production since 1942 and was increasingly outdated for modern heavy-duty trucking needs under the centralized planning of Czechoslovakia's socialist economy. The goal was to create a more capable vehicle that could address the limitations of the T111 in terms of performance and reliability for industrial and transport applications. Design objectives for the new centered on bolstering off-road mobility while boosting capacity to support heavier loads, drawing on Tatra's established expertise in rugged construction. Advanced systems were prioritized, including hydraulic for easier maneuverability and an air-assisted clutch to reduce driver effort, alongside a robust configuration to ensure durability in demanding environments. Development of prototypes commenced in , with prototypes of the T137 (4x4 variant) and T138 debuting publicly at the Czechoslovak Engineering Exhibition in that September. These prototypes incorporated an electro-pneumatic auxiliary gearbox for smoother gear selection, highlighting early innovations in transmission technology that would influence the final model. Engineers faced significant challenges in scaling the central —a tubular spine that housed the —for greater load-bearing while preserving the independent swinging half-s essential to Tatra's off-road handling. This adaptation required meticulous reinforcement to balance rigidity against the flexibility needed for terrain traversal, without introducing vulnerabilities like wind-up or axle binding under heavy stress.

Launch and Early Adoption

The Tatra 138 was officially launched in 1959 as the direct successor to the truck, with series production commencing that same year. The model marked a significant evolution in Tatra's heavy-duty lineup, building on the proven backbone of its predecessor while introducing refinements suited to industrial demands. A had been developed in , paving the way for this transition. At its debut, the Tatra 138 was highlighted for key innovations including an electro-pneumatic shifting system in the auxiliary gearbox and a modern cab design that enhanced driver for extended long-haul operations. These features were positioned as improvements over the , emphasizing ease of use and comfort in demanding environments. The truck's eight-cylinder air-cooled further supported its reputation for robustness right from the outset. Early adoption in Czechoslovakia centered on industrial and construction applications, where the vehicle's capabilities proved essential for transporting heavy loads across varied terrains. Initial export discussions quickly extended to other countries, reflecting the model's alignment with regional economic needs under socialist planning. Reception among early users was generally positive, with the Tatra 138 praised for its reliability in rough terrain and overall ruggedness, which built on the legacy of the T111. This durability contributed to its rapid integration into fleets, though some operators noted the advanced features came at a premium compared to simpler contemporary trucks.

Design and Technology

Engine

The Tatra 138 truck is equipped with the T 928, an air-cooled V8 featuring a 75° bank and a displacement of 11.8 liters (11,762 cc). This powerplant delivers a maximum output of 132.5 kW (178 hp) at 2,000 rpm and peak torque of 720 N⋅m (531 lb⋅ft) at 1,200 rpm, providing robust low-end pulling power suited to heavy-duty off-road and hauling tasks. The engine employs overhead valve (OHV) architecture with 16 valves total, enabling reliable operation across a broad RPM range. Key design innovations include a thermostat-controlled air-cooling system that maintains optimal temperatures in extreme conditions, from arctic cold to desert heat, without reliance on liquid coolant. enhances combustion efficiency and fuel economy, contributing to the engine's reputation for durability in demanding environments. The dry-sump lubrication system further supports operation on uneven terrain by preventing oil starvation. Maintenance is facilitated by the engine's modular construction, which allows components like cylinder heads and the injection system to be accessed and repaired in the field with standard tools, minimizing downtime. Under typical loaded conditions, fuel consumption averages 30-35 liters per 100 km, reflecting efficient diesel operation for its era and payload capacity. The T 928 integrates directly into the vehicle's central backbone chassis for streamlined power delivery.

Chassis

The Tatra 138 employed a central , a longstanding hallmark of Tatra's , which served as the vehicle's primary structural spine while housing and protecting the components from environmental hazards. This design featured a robust tube extending the length of the frame, providing exceptional resistance to torsion and bending stresses encountered in demanding terrains. The backbone integrated with modular assemblies, allowing for flexible configurations tailored to various operational needs. Available in both 4×4 and 6×6 drive layouts, the supported three-axle setups with independent swing half-axles on all wheels, enabling superior off-road maneuverability and load distribution. Ground clearance measured 290 mm, contributing to the truck's ability to navigate uneven surfaces in rugged environments. Gross (GVW) reached up to approximately 23.5 tons in heavier variants, with the reinforced tubing construction ensuring durability for applications such as and operations, where vehicles underwent extensive testing in extreme conditions like those in . The suspension system combined front torsion bars with torque arms and hydraulic shock absorbers for precise handling and vibration control, while the rear utilized longitudinally mounted semi-elliptical leaf springs for load stability. This setup, augmented by the swing , allowed for enhanced wheel articulation and terrain adaptability, optimizing the for heavy-duty off-road performance without compromising payload integrity. The design's also facilitated compatibility with the air-cooled mounting ahead of the front .

Transmission

The transmission system of the Tatra 138 consists of a 5-speed manual primary gearbox paired with a 2-speed auxiliary reducer, resulting in 10 forward gears and 2 reverse gears for versatile power delivery across varied terrains. The primary gearbox employs helical gearing with constant mesh and on gears 2 through 5, mounted behind and connected to the engine via a Cardan shaft for reliable torque transfer. An electro-pneumatic shifting mechanism for the auxiliary reducer, preselected via the gear lever and engaged pneumatically after release, was incorporated from the prototyping phase to enable smoother gear changes under heavy load without full stops. The supports full-time 4×4 or selectable 6×6 configurations, with permanent drive on the rear axles and optional front axle engagement for enhanced traction in off-road conditions. All axles feature locking differentials, including switchable inter-axle locks, to prevent wheel spin and minimize wear during demanding operations. This setup, powered by the T 928 engine, emphasizes low-end optimization for heavy hauling, yielding a top speed of 72 km/h while prioritizing rugged performance over high-velocity travel.

Brakes

The Tatra 138 featured a dual-circuit pneumatic braking system with air-over-drum brakes acting on all wheels, providing reliable stopping power for its heavy-duty applications. The system utilized generated by an engine-driven to actuate the drums, ensuring consistent under load. This setup was standard for the vehicle's 6x6 configuration, where the brakes were mounted on the swing axles for optimal ground clearance and traction. For enhanced safety, the dual-circuit design incorporated mechanisms, allowing the vehicle to retain braking capability on at least one circuit in the event of an air leak or failure in the other, preventing total loss of braking function. The pneumatic system operated at pressures around 8 bar, supporting effective response times and modulation. Emergency and parking brakes were manual and mechanical, acting on the driven rear wheels to secure the vehicle when stationary or in fault conditions. Optional auxiliary braking included a relieving brake, functioning as an exhaust retarder to control speed on downhill sections with heavy loads by restricting exhaust flow and providing additional deceleration without relying on the main service s. Under full load, the system achieved a stopping distance of approximately 15 meters from 50 km/h, demonstrating its adequacy for off-road and highway operations. These features contributed to the Tatra 138's reputation for dependable stopping performance in demanding environments.

Bodywork

The Tatra 138 utilized an all-steel forward-control cab, providing robust protection and a compact layout optimized for heavy-duty operations. This cab design incorporated a hydraulic tilting mechanism, enabling easy forward access to the and related components for maintenance purposes. The bodywork was mounted on the truck's , ensuring stability across diverse terrains. Payload capacity reached 12,000 kg for flatbed configurations, while the vehicle could tow trailers up to 15,000 kg in gross weight. Standard body options encompassed tippers—such as single-sided and three-sided variants—and flatbeds tailored for cargo transport, with wheelbase lengths like 4,260 mm + 1,320 mm supporting modular adaptations for civilian and military needs. Ergonomic features emphasized driver comfort for extended hauls, including adjustable seating to accommodate varying operator sizes, straightforward instrumentation for monitoring functions via a 24 V electrical system, and ventilation through integrated vents to mitigate cabin heat buildup.

Production

Manufacturing Overview

The Tatra 138 was manufactured exclusively at the Tatra company's main plant in , Czechoslovakia, from 1959 until 1971, succeeding the in the lineup of heavy-duty trucks. This facility, a of the nation's since the , underwent significant expansion in the era to prioritize production as part of Czechoslovakia's state-driven industrialization efforts under the nationalized Tatra enterprise. The plant's workforce grew substantially during this time to support the shift toward of commercial , contributing to economic recovery and export-oriented growth in the Eastern Bloc and beyond. Over 45,900 units of the Tatra 138 were produced across its 12-year run, with annual output peaking in the mid-1960s as demand surged for reliable heavy transport in , , and applications. The manufacturing process relied on integrated assembly lines that combined fabrication, air-cooled installation, and cab body assembly, drawing on Tatra's expertise in modular design to streamline operations. Strict measures were implemented to meet international export standards, enabling shipments to over 50 countries and bolstering Czechoslovakia's foreign currency earnings through vehicle sales. Labor costs were kept efficient through state planning, with the focus on durable components reducing long-term maintenance expenses for operators. Most units were 6×6 configurations for off-road and use.

Primary Variants

The Tatra 138 featured several primary variants adapted for specialized roles, with differences primarily in lengths of 3,690 mm or 4,260 mm (plus 1,320 mm spacing for 6×6 configurations) and axle setups from 4×4 to 6×6 to suit off-road and load-specific demands. These models were built on the standard modular , allowing flexibility in body mounting while maintaining the truck's air-cooled V8 and central backbone tube design. Tipper variants were developed for construction and material transport, including the S1 with a wheelbase of 3,690 mm plus 1,320 mm bogie spacing in a 6×6 configuration for one-way dumping of loads up to 10,000 kg, ideal for tight sites requiring rear discharge. The S3 used the same wheelbase in 6×6 setup but enabled three-way tipping for side or rear unloading of payloads up to 13,240 kg, and supporting trailers with 15,000 kg gross weight for enhanced site versatility. Flatbed models focused on general , with the V variant in 4×4 configuration and a of 4,260 mm for lighter off-road of up to 8,000 kg on paved or mild terrain. The VN upgraded to 6×6 with a 4,260 mm , providing superior traction for heavier loads up to 12,000 kg in demanding conditions like or rural delivery. Special variants expanded utility beyond standard , including the CAS in 6×6 with a reinforced frame for mounting pumps, tanks, and ladders, capable of carrying 3,000 liters of for response. units like the NT in 4×4 configuration featured a 3,875 mm and rated for 7,500 kg pressure, designed to pull semi-trailers up to 25,000 kg gross combination weight for long-haul . adaptations were embodied in the tipper S1 and S3 models, customized with hydraulic tipping mechanisms and reinforced rear for and quarrying operations involving materials.

Legacy

Operational Applications

The Tatra 138 found extensive application in civilian heavy haulage operations throughout , serving as a reliable workhorse in demanding sectors such as , , and . Its all-wheel-drive configuration and enabled it to navigate rugged terrains and endure , including harsh winters, making it ideal for transporting timber, , and agricultural goods over unpaved roads and in remote or extraction sites. Operators valued its durability in these environments, where it supported bulk material movement and equipment towing, contributing to industrial productivity in socialist economies. In military service, the Tatra 138 was integral to logistics, adapted primarily for supply transport and troop movement across varied terrains. Its 6x6 supported numerous specialized variants, including platforms like the FARM GATE and electronic intelligence (ELINT) setups with mast-mounted antennas, which required stable off-road mobility for deployment in field operations. These configurations enhanced reconnaissance and communication capabilities for forces in , , and allied nations, with the truck's 8-ton capacity facilitating efficient resupply in maneuver exercises and border duties. The Tatra 138 was also exported to the USSR and over 50 other countries, broadening its operational footprint in both civilian and defense roles. The truck's robust construction allowed for prolonged service, with many units remaining active into the 1980s in remote Eastern European regions, where infrastructure limitations favored its off-road prowess over newer models. As of 2025, some restored examples continue to participate in off-road truck trials and enthusiast events, highlighting its lasting appeal. Maintenance practices emphasized its air-cooled V8 diesel engine's simplicity, supporting high operational availability in fleet environments despite the era's logistical constraints. However, in urban settings, the Tatra 138's fuel consumption—around 32 liters per 100 km—posed challenges compared to less rugged wheeled trucks, limiting its efficiency for short-haul city deliveries.

Influence and Successors

The Tatra 138's design innovations, particularly its central backbone tube chassis and air-cooled V8 engine, directly influenced its successor, the Tatra 148, which entered full production in 1972 following the 138's discontinuation that same year. The 148 retained the backbone chassis for enhanced off-road capability and durability while incorporating an updated eight-cylinder air-cooled diesel engine, the T2-928-1, which provided greater power output compared to the original T928 in the 138, along with improvements in synchronization and inter-axle differentials. This evolution allowed the 148 to build on the 138's reputation for reliability in demanding conditions, achieving a production run of over 100,000 units until 1982. Internationally, the Tatra 138's cab and designs were licensed in the for production of Chinese heavy trucks, including the XD160 and its successor the CZ160, which adapted the Tatra's robust and layout to local manufacturing needs. These adaptations facilitated to China's emerging , enabling the production of off-road capable vehicles suited for development in the region. Within Tatra's lineup, the 138 paved the way for the T813 Kolos, introduced in as a modular off-road that incorporated assemblies and components from the 138, such as steering and chassis elements, to emphasize versatility in military and heavy-haul applications. This modular approach marked a significant advancement in Tatra's engineering philosophy, influencing subsequent models like the T815 by prioritizing adaptability and extreme terrain performance. Today, preserved examples of the Tatra 138 are featured in several museums, including the Tatra Truck Museum in , which houses variants like the 138 S3 alongside over 80 other Tatra vehicles, and the Tatra Technical Museum, showcasing restored chassis and engines. The maintains an enduring reputation for in developing markets, where its exports to over 50 countries demonstrated exceptional longevity in harsh environments like and operations.

References

  1. https://www.tatratrucks.com/about-the-company/history-of-tatra/production-history/
  2. https://www.globalsecurity.org/military/world/europe/tatra.htm
  3. ftp://www.kovosluzba.cz/mirror/tatra.czech-on-line.cz/t138.pdf
  4. https://en.tatra-club.com/model/tatra-137-40
  5. https://beyondprague.net/made-in-the-czech-republic/made-in-the-czech-republic-tatra/
  6. https://mortarinvestments.eu/catalog/item/tatra-148-138
  7. https://en.tatra-club.com/model/tatra-138-85
  8. https://www.armedconflicts.com/CZK-Tatra-138-NTt-4x4-t37389
  9. https://www.curbsideclassic.com/blog/cc-video-the-1959-1971-tatra-138-hard-nosed-and-beyond-heavy-duty/
  10. https://www.armedconflicts.com/CZK-Tatra-138-NTt-6x6-t73552
  11. https://bringatrailer.com/2015/03/23/air-cooled-diesel-v8-restored-1967-tatra-t138-4x4/
  12. https://www.curbsideclassic.com/blog/museum-classics-the-daf-museums-tatra-experience-part-two-the-trucks/
  13. https://homel.vsb.cz/~jan58/Sbp/2010/KOLB_BP_2010_Vyhodnoceni_rekonstrukce_CAS_32_na_podvozcich_TATRA.pdf
  14. https://www.tatratrucks.com/why-tatra/tatra-vehicle-design/tatra-vehicle-design-1/
  15. http://www.pmulcahy.com/PDFs/vehicles/heavy_unarmored_vehicles.pdf
  16. https://tatraportal.sk/?ukaz=popisky/t138_en&lang=en
  17. https://highways.today/2020/07/02/tatra-trucks-170/
  18. https://meetings.digital.automotivemeetings.com/2021/plaquettes/122.pdf
  19. https://www.truck1.eu/municipal-special-vehicles/fire-trucks/tatra-138-cas-32-id-9683-a1550270.html
  20. https://www.forecastinternational.com/archive/disp_pdf.cfm?DACH_RECNO=71
  21. https://apps.dtic.mil/sti/tr/pdf/ADA151578.pdf
  22. https://www.cia.gov/readingroom/docs/CIA-RDP78T05162A000500010014-1.pdf
  23. https://www.ausairpower.net/APA-Warpac-Rus-PLA-ESM.html
  24. https://www.tiktok.com/@tube.restoration/video/7523764421924080951
  25. https://chinacarhistory.com/2018/08/27/the-story-of-china-national-heavy-truck-group-sinotruk-changzheng-auto/
  26. https://truck-encyclopedia.com/coldwar/czech/tatra-813.php
  27. https://mortarinvestments.eu/catalog/item/tatra-813-8x8
  28. https://www.tatratrucks.com/about-the-company/history-of-tatra/tatra-technical-museum/
  29. https://www.instagram.com/p/C8MPHg8M2sW/
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