Tatra T138
| Tatra 138 | |
|---|---|
 |
|
| Overview | |
| Manufacturer | Tatra |
| Production | 1959-1971 |
| Body and chassis | |
| Class | Heavy truck |
| Body style | Conventional |
| Powertrain | |
| Engine | See below |
| Transmission | 5-speed manual + 2-speed auxiliary gearbox |
| Chronology | |
| Predecessor | Tatra 111 |
| Successor | Tatra 148 |
| T 928 | |
|---|---|
| Overview | |
| Manufacturer | Tatra |
| Combustion chamber | |
| Configuration | 75° V8 |
| Displacement | 11,762 cc |
| Cylinder bore | 120 mm (4.7 in) |
| Piston stroke | 130 mm (5.1 in) |
| Cylinder block alloy | Cast iron |
| Cylinder head alloy | Aluminium alloy |
| Valvetrain | OHV |
| Compression ratio | 16.5:1 |
| Combustion | |
| Fuel system | Direct injection |
| Fuel type | Diesel |
| Cooling system | Air-cooled |
| Output | |
| Power output | 132.5 kW (178 hp) @ 2000 rpm |
| Torque output | 720 N·m (530 ft·lbf) @ 1200 rpm |
| Dimensions | |
| Dry weight | 595 kg (1,312 lb) |
The Tatra 138 was a truck produced in Czechoslovakia by the Tatra company. 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.
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 7-10 ton utility trucks. In 1956 at II. 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.
The design was of central backbone tube construction with modular power train concept in 4x4, 4x2, 6x6, 6x4 and 6x2 configuration. Version 4x2, 6x4 and 6x2 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, 6, wheel drive and various length and wheelbase combinations.
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