1940 Tatra T87 Staff Car

The Wehrmacht's interest in Tatra was in their trucks, which Germany never had enough of. Ringhoffer-Tatra attempted to interest the Wehrmacht in many military vehicles of their own design, but these projects all proved unsuccessful. https://tatrat600.blogspot.com/2025/06/tatras-military-vehicles-1935-tatra-t82.html

Tatra's standard civilian car, the Tatra T57 did see some service in 'Kubelwagen' format, but production was slow and only 5,415 of the type were built between 1941 and 1945. https://tatrat600.blogspot.com/2022/09/1941-tatra-t57k-kubelwagen.html

Tatra had been permitted to continue building the Tatra T87 limousine, largely due its popularity with the German elite. This was an extraordinary privilege shared only with Mercedes-Benz. All other automobile manufacturers in Greater Germany and the occupied territories had been forced to shut down civilian production and divert to war production. To safeguard civilian production, Tatra needed to secure a military contract for the T87.

The Tatra T87 was already popular with elite German officers, but an official contract required to Tatra to meet specific German staff-car requirements. The most challenging requirement was for the car to be a cabriolet. The pressed steel streamlined body was a key feature of the car, so removing the roof required strengthening the floor to ensure structural integrity. The folding cabriolet roof also proved to be a challenge as it was much longer than a usual Mercedes-Benz staff car as well as fit into the streamlined rear deck lid.

Adjustments were also required to the air scoops above the engine bay. 

The scoops needed to be extend outwards as the cabriolet roof would have blocked the standard scoops when the roof was folded back (see below).

The scoops did mar the formerly smooth lines of the T87.

A second requirement was for fully reclining seats to permit drivers and passengers to sleep on long-haul drives.

Photos from a test shoot





Two examples were built but no formal contract was obtained. Nevertheless, despite never being an 'official' military staff car, individual units ordered cars for staff car use right through to the end of the war. After the war ended most of these were commandeered by the Allies, which continued using them for many years. Of the two T87 cabriolets, one of cars was retained by the factory for official use. The second was used by the Bohemia-Moravian Nazi occupation government. Both were taken over by the new Czechoslovakian government and used as official government cars, appearing regularly in public parades for many years.

Tatra's Military Vehicles - 1935 Tatra T82

As a major Czechoslovak industrial concern, Ringhoffer-Tatra regularly responded to military contracts. Even their standard medium and heavy trucks were developed with an eye on military use. In 1935 the Czechoslovakian army placed a tender for a general purpose medium truck. At the time, Tatra's general purpose truck platform was the T72 six-wheeled chassis, which had barely changed since the type was introduced in the late 1920s. The type was extremely robust, as proven by Dr Jiri Baum's world tour (including Australia) in 1934-35. https://tatrat600.blogspot.com/2020/09/across-australia-by-tatra-baum.html


The T72 chassis was updated and given a new, improved 2.5 litre flat-four air-cooled front-mounted engine. Both rear axles were driven via the trusty Tatra design principle of independently sprung half axles.

A new front cabin with a curved bonnet was fitted and various rear body styles were available, from standard 'kubel' or bucket seat style to flat load bed.

Factory photos

Factory photos

The Tatra T82 went into service with the Czechoslovakian military in 1936 where it saw use as a troop transporter, artillery tractor and anti-aircraft gun platform. As with all Tatra vehicles, production was slow, with only 325 units coming off the production line before the Sudentenland was annexed by Nazi Germany in 1938. The factory was seized and nationalized by the Germans, being incorporated into the Industrialwerke Hermann Goering AG. The Industrialwerke was responsible for all industrial concerns in the Greater Reich's eastern provinces and it's first action was stop all vehicle production. After a six month review, Ringhoffer-Tatra was permitted to restart vehicle production, but for three vehicles types only - the Tatra T57 budget car, the Tatra T87 limousine and the Tatra T81 heavy truck. The Tatra T82 was withdrawn from production.

Tatra however kept their eye on military contracts, now for the German Wehrmacht however. A military version of the Tatra T57 sedan was developed, designated the T57K (K for Kubel), which was approved for Wehrmacht use in the east. The type would remain in production for the Czech military until 1950.

https://tatrat600.blogspot.com/2022/09/1941-tatra-t57k-kubelwagen.html

The T82 had demonstrated its effectiveness in Czech military service so the Tatra team repeatedly attempted to interest the German authorities in a version for the Wehrmacht. With production lines at the Tatra plant reduced to only three types, the 2.5 litre engine of the T82 was no longer available, so the 3 litre V8 engine of the Tatra T87 was substituted. The cab was modernized, reusing pressings from the T57K and the flat panel sides and doors used by German military vehicles, and this new version was presented as the V809 - V being the designation for experimental.

Factory photos

Regardless of how good the V809 may have been, the Wehrmacht's procurement policy was to license production of a small number of standardized German models; rather than introduce new models, especially from foreign plants. Only a handful of experimental types were built.

In 1941 Tatra again played for a military contract, this time with a  'commanderwagen' version of the V809 specifically for the Afrika Korps. 

Described in the factory records as the "Rommel car", this version featured a fully steel hardtop body and was powered by the Tatra T87 V8 engine. Erwin Rommel owned a Tatra T87 as his personal car so it's possible that Tatra was trying to enlist the support of an influential officer.   

It is clear from the photos that this car was targeting the officer class. The fittings were luxurious for a military vehicle and included fully reclining seats so that the driver (and at least one passenger) could sleep in the car. This was an official requirement of all German military limousines. 

Unfortunately, the 'Rommel car' failed to influence the Wehrmacht only a few examples were built for local use. The Tatra design team continued to work on new concepts throughout the war, but none of these were progressed, including the legendary 'aeroluge.'

The only successful major development was the Tatra T111 heavy truck, which went into production in 1942. The truck was the successor of the T81, but powered by a V12 air-cooled diesel engine (Germany mainly used petrol engines). The Tatra T111 remained in production until 1962 and would become a legend of the reconstruction of Eastern Europe and the Soviet Union.

1934 Tatra T77 Owner's Review

After creating a sensation on the European exhibition circuit in 1934, Tatra began fulfilling orders for their new T77. These cars were extremely expensive, only affordable to those with very deep pockets so each car was virtually a custom build and no two T77s were exactly alike. In part these stemmed from the purchaser's expectations - wealthy customers expected customization to their specific requirements, but also because the T77 was basically an experimental design - the two exhibition cars that toured the European motor-show circuit in 1934 were in fact the only T77s in existence at that time. Subtle changes were made to the engine and suspension to improve the car's handling.

In early 1935, Tatra wrote to everyone who had purchased a Tatra T77 to check their satisfaction with the car. Many owners wrote back with their observations. The directors of Policky and Popper, a tannery and shoe manufacturer in Brno, provided their response to the factory on 5th March 1935:

"It is our great pleasure to inform you that we are completely satisfied with your car, TATRA, model 77.

Your eight-cylinder TATRA drives surprisingly fast and easily in any terrain with a relatively low fuel consumption (14 - 16 liters per 100 km). The ride is noiseless even at high speeds, is unusually comfortable and smooth even on bad roads. The car starts from a standstill and the speed reached quickly makes the ride very pleasant. The car sits well on the road in bends and even at a high speed, the high braking ability and easy steering of the car guarantee safe driving, so that the momentum of the car can be used perfectly. The highest speed we used was 150 km and in practice it comes to about 130 km on bad roads.

Wishing you much success in the production of these cars and many more successes, we congratulate you and say, with absolute respect

Frederich Popper and František Polický"

Popper and Polický's commentary aligns with that of other reviewers of the period, such as the English concessionary Captain Douglas Fitzmaurice. Fitzmaurice's positive is relatively well known as it's the only one in English. A copy is republished here:

Behind the Scenes of RAC "In my Garage - Episode One"

In September 2024 I recieved a call from Alex Forrest, former motoring editor of The West Australian newspaper and now working at the RAC. Alex had written a feature about my Tatra for The West shortly after I had purchased the car in 2014. The West, like so many newspapers, later dropped all local reporters in favour internet 'reporting' and puff. It's crap but its cheap. Alex moved on. He had pitched to the RAC a new series of print articles and video features showcasing interesting vehicles in Perth. The series was called "In my garage" and he asked if me and my Tatra agree to be the first feature. "Well, hell yes!"

It certainly sounds like a simple premise. Alex and I (and other owners later) would have a chat about our vehicles and go for a drive. It isn't easy however. When I do my driving videos it's just me talking off the cuff and enjoying a drive. It's easy enough to edit out some of the guff if I go off on a tangent or forget what I'm talking about. There have been many times I've looked back at the video and thought - straight to the bin with that. If I don't publish a video, who cares? I'll do another one when I feel I have something to say. But working on a professional video requires a degree of professionalism. "Maybe do that one again." is something that was said a lot. Another thing, it's hard to have a normal, natural conversation when you are being filmed. Alex would say something, I would mess up my reply. The director would step in and tell us what he wanted. Neither of us would be comfortable and it would show. "Let's do that again but more naturally." It was an interesting experience.

"Let's do that again..."

That all said, it was a brilliant experience and, while it took a while to get into the swing, both Alex and I had our groove on by the time we finished filming. It only took four hours, which is pretty quick as far as these things go. The team at RAC have turned those four hours into an excellent fourteen minute video. Enjoy!

Check out the RAC article here: https://rac.com.au/car-motoring/info/in-my-garage-ep-1



Alex Forrest's first article about the Tatra: https://tatrat600.blogspot.com/2020/09/tatra-epitome-of-rear-engine-cool.html

The Car That Stood Up to Germany - West Australian: https://tatrat600.blogspot.com/2024/10/the-car-that-stood-up-to-germany-west.html

The car that stood up to Germany - The West Australian

The Tatraplan was for decades one of the world's most streamlined cars.

It is one of the automotive industry’s most fascinating stories — of the birth of the truck, of engineering excellence snatched from success by a war, accusations of corporate espionage against Porsche, car production hidden by the veil of communism and postwar reprieve as one of the world’s best truck makers.

Porsche has claimed — and been awarded — credits for the technology that created the first Volkswagen Beetle and went on to spawn 70-plus years of sports-car production under its own name.

Distinctive tear-drop shape of the Tatra.

But there had always been a shadow and this car here, from the Tatra family of cars that designed and built the Porsche- Volkswagen principles — air-cooled, rear-mounted, horizontally opposed engine, tubular chassis spine, torsion bar suspension and teardrop body shape — years before, shows why the now almost unknown Czechoslovak car maker was in line to be paid substantial royalties by the Germans.

There was just one snag. Tatra took on Porsche alleging patent infringements — specifically the air-cooled, rear mounted engine — in 1938, two years after Tatra launched its Beetle look-alike 97 model, and could have collected a small fortune but the legal action dissolved when nazi Germany invaded and annexed Czechoslovakia in March 1939.

History may debate the legal action as it was proved that the Porsche development was quite separate to that of Tatra and the case could have been considered lightweight given air cooling and rear-mounted engines were also used by other companies.

But the previous owners of Tatra, the German Ringhoffer family, persisted and Volkswagen in 1961 paid the family one-million Deutschmarks (equivalent today of $3.4 million) under a confidential agreement. The money never went to benefit Tatra or the communist rulers of Czechoslovakia who had taken control of the country in 1948.

Innovation came to a dead end with the country’s political change, with Tatra maintaining its profitable truck-making business — it is credited as making the world’s first truck in 1899 — while also making limited numbers of big, luxurious passenger cars for government leaders and VIPs. These cars were based on technology from the 1930s, cleverly adapted to meet the needs of postwar communist countries.

Tatra continued making the air-cooled cars — since before the war predominantly with V8 engines — and moved to the budget four-cylinder market in 1948 with the car featured here, the Tatra Tatraplan 600.

This example is from 1952, made in the Skoda factory and the last year of the model before the company reverted to a V8 engine for the 603 model built from 1956.

Data from the era show 6342 examples of the Tatraplan were built but the owner of this car said because the cars were effectively government fleet vehicles, the factory often brought them back for refurbishment and upgrading, then listing it as a new car. One car could have been relisted three times.

This car is ostensibly a Volkswagen Beetle in layout and design, differing in its bigger dimensions but still with its rear engine at the back and the distinctive air-cooled engine noise on starting it up.

It adhered to designer Paul Jaray’s aeroplane principles on aerodynamics and for decades was one of the world’s most streamlined cars. Even today its 0.32 drag coefficient is better than some modern sedans.

There's high-quality fabric seats with leather trim

There is seating for six adults in its roomy teardrop cabin with high-quality fabric seats and leather trim, with easy access through the front coach doors. The generous leg room and headroom targeted occupants who were usually wearing heavy clothing to combat the Eastern European weather.

Less regard was given to luggage space which was behind the rear seat, reached by folding down the seat’s backrest. Similarly, there’s no glove box or any storage for smaller items.

Don’t presume the front boot compartment will hold your luggage because it’s full of two spare wheels — a requirement in the era of poor roads and isolated geography — and brake fluid containers and the battery.

The rear-mounted, air-cooled engine.

The unusual teardrop tail forms the intake for the air-cooled engine and has the outer panes of rear glass divided by a stabilizing dorsal fin. Lift the bonnet and the engine is exposed but the cabin remains divided by a second window, keeping any icy air from reaching the occupants.

On the road the engine is very torque-y but not especially responsive. It is clearly made with the accent on durability and one by-product is a reluctance to reach high revs.

It also has a gearbox that displayed some stubbornness. The owner said the gearbox had been rebuilt using parts from three other transmissions he’d sourced from around the world and, sadly, it’s not perfect.

Originally the four-speed gearbox had a column shift but like many other examples still on roads outside of Australia, it was an easy and less complicated move to change to a floor shift design.

Ride comfort is very good and the ability to hold a line is also above par for the car’s 1950s peers. The steering is firm but positive — it defies the trends of the era by being rack and pinion — to instill confidence while the weak brakes then erode some of that faith.

It is certainly a car that shows promise on open roads and its durability reflects its origins in a country with questionable road quality. Given these advantages, it could have been a car that could be marketed in a burgeoning country like Australia.

About 20 Tatra Tatraplans were imported into Australia in 1952 but sales were very slow because the car was expensive — equivalent today to about $120,000 — and considered a bit weird.

This example is one of only two in Australia that are registered for the road. It was previously owned by the York Motor Museum and came into the current owner’s hands after he was attracted to its distinctive shape and what he calls “Tatra’s incredible history”.

“It is different thinking on almost every level of car design,” he said.

“The Tatra showed how to solve engineering problems, such as the location of the engine behind the rear axle to improve cabin space, and the groundbreaking aerodynamics that meant a smaller engine could be used and fuel consumption was decreased.”

So what happened to Tatra? The company was requested by Germany in 1939 to move production from passenger cars to trucks and today remains a significant heavy-duty vehicle manufacturer with its factories still based in Czechia.

It did produce more cars under the former Soviet Union — examples being the 603 and 700 — but then moved entirely to trucks from 1999.

Mirroring its reputation for durability, its trucks have won the Paris to Dakar event six times.

Tatra Tatraplan T600

Price new About $15,000

Price now $150,000

Built 1952

Engine 2.0-litre four-cylinder petrol

Outputs 38kW/118Nm

Transmission Four-speed manual

0-100km/h 30 seconds

Thirst 11L/100km

https://thewest.com.au/lifestyle/motoring/the-car-that-stood-up-to-germany-ng-b881104426z

My Tatra has been subject of several articles in The West Australian. Motoring writer Alex Forrest wrote an article about the car shortly after I purchased the car in 2015. https://tatrat600.blogspot.com/2020/09/tatra-epitome-of-rear-engine-cool.html In 2019, Neil Dowling wrote a series of pieces about interesting classic cars in Perth, writing the above feature about my Tatra and another about my 1959 DKW (which I have not been able to find online). Neil and I went for a drive, Neil had a drive around the neighborhood, and we had a chat. When I asked if he wanted any information about the Tatra he assured me that he had a lot of info already. The result was this article, which has great photos, but largely rehashes a lot of popular but totally incorrect mythology. Neil is a good guy and a good journalist, but anyone researching online is going to be bombarded with the BS stories. This was the moment that I realized I needed to take a more active stance publishing evidence debunking these myths. https://tatrat600.blogspot.com/2023/02/tatras-self-licking-icecream-cone.html

Although the article Neil wrote about my DKW is no longer published online, I had saved a hard copy of the article, which I have scanned here: https://heinkelscooter.blogspot.com/2025/03/dkw-boffins-set-design-trends-west.html