Tatra 148

T2 928 E
T2 928 E
Overview
Manufacturer	Tatra
Layout
Configuration	V8
Displacement	12.7L;773.0cu in(12,667cc)
Cylinder bore	120 mm (4.7 in)
Piston stroke	140 mm (5.5 in)
Cylinder blockmaterial	Cast iron
Cylinder headmaterial	Aluminiumalloy
Valvetrain	OHV
Compression ratio	16.5:1
Combustion
Fuelsystem	Direct injection
Fuel type	Diesel
Cooling system	Air-cooled
Output
Power output	148.6 kW (199 hp) @ 2000rpm
Torque output	800 N⋅m (590 ft⋅lbf) @ 1200 rpm
Dimensions
Dry weight	845 kg (1,863 lb)

Tatra 148 S1
Tatra 148 S1
Overview
Manufacturer	Tatra
Production	1972–1982
Body and chassis
Class	Heavytruck
Body style	Conventional
Powertrain
Engine	V8T2 928 E
Transmission	5-speed manual + 2-speed auxiliary gearbox
Dimensions
Length	7,295 mm (287.2 in) (T148 S3)
Width	2,500 mm (98.4 in)
Height	2,610 mm (102.8 in) (T148 S3)
Curb weight	10,800 kg (23,810 lb) (T148 S3)
Chronology
Predecessor	Tatra 138
Successor	Tatra 815

TheTatra 148was atruckproduced inCzechoslovakiaby theTatracompany.^[1]

History

In 1969 Tatra decided to modernize the existing T138 model with a number of improvements and design changes. The new model series was designated T148. Designers were tasked with the requirements of increasing engine power, vehicle speed and reliability as well as meeting stricter noise and emission regulations.

Design and technology

Yet again design continued with the proven central backbone tube construction and power train integrated into the central backbone tube as a modular concept in4x4and6x6configuration. A new feature was the inter-axledifferential.The main advantages of the central load carrying backbone tube are in its high torsion and bend strength, which protects the truck body against load stresses. The secondary advantage is that it houses all important parts of the drive train as well as it enables a concept of modular construction where designers and customers can specify 4 and 6 wheel drive, as well as various length wheelbase combinations.

Engine

The improvedpowerplanthad itsstrokelifted by 10 mm while theboreremained the same. The displacement was lifted to 12.6 litres which resulted in increasedhorsepowerandtorque.For military variants the engines were capable of running on alternative fuels (mixtures ofdiesel fuel,gasolineand oraviation kerosine fuel), albeit with aperformanceloss. The air cooling system was retained once again with the cooling fan driven via hydraulic clutch and engine oiltemperaturecontrolled. The fuel injection pumps featured different types variable or combination governors depending on the vehicle application.

Chassis

Full length backbone tube with independent swing half axles in 4x4 and 6x6. On 6x6 models front axle suspension via adjustable torsion bars, rear axles suspended by longitudinal semi elliptic leaf springs. For 4x4 configuration rear axle was also suspended via torsion bars. Manually selectable front drive via homo-kineticdriveshafts,constant rear drive with the axle locks standard on all models.

Fronttrack= 1,966 mm (77.4 in)
Reartrack= 1,770 mm (69.7 in)
Wheelbase= model specific
- T148 S1, S3 = 3,690 mm (145.3 in)+1,320 mm (52.0 in)
- T148 VNM = 4,260 mm (167.7 in)+1,320 mm (52.0 in)
- T148 NTt 6x6 = 3,690 mm (145.3 in)+1,320 mm (52.0 in)
- T148 NTt 4x4 = 3,875 mm (152.6 in)
Ground clearance= 290 mm (11.4 in)

Transmission

The maingearboxwas located behind the cabin and connected to the engine clutch housing via a shortuni joint shaft(this design enables the so-called flat floor cabin) which was bolted together with the auxiliarygearboxto the backbone tube and formed the main part of the chassis structure. Options for rearpower take offandwinchdrive were also possible. The main and auxiliary gears were fully synchronized except the first and reverse gear.

Maingearbox– 5+1 (2-5 gearsynchronized)
- gear ratios– (1)9.97, (2)4.96, (3)2.83, (4)1.68, (5)1.0, (R)8.58
Auxiliarygearbox– 2 speed (electro-pneumatic control via switch on the gear lever and clutch pedal activated )
- gear ratios– (L)2.20, (H)1.62
Step downtransfer case
Clutch– 2x plate dry (clutch pedal hydraulic and power assisted)
Differentials– 1x front 2x rear (6x6models) 1x front 1x rear (4x4models)
- final drive ratios – 3.39

Brakes

Fullcompressed air brakesacting on all wheels

Main wheel brakes ----> dual circuit drum brakesadjustable"S" cam type
- Park brake ----> mechanical via outputshaftat the back of the gearbox
  - Supplementary brake ---->exhaust brakeelectro-pneumatically controlled

Bodywork

The Tatra T148 featured an all-steeltwo door cabin with a fully suspended drivers seat and a bench seat for two occupants. Special military variants included ahatchopening on the roof. The vehicle featured an independent auxiliary cab heater and includedcyclonepre-cleaners mounted on the front mudguards. The vehicle's top speed was approximately 80 km/h up to 26,000 kg (57,320 lb)GVM(T148 S3) or a total truck and trailer combination of up to 38,000 kg (83,776 lb)GCM(T148 S3).

Production

Production of the T148 started in 1972 and ended in December 1982 where a total of 113,647 vehicles left theproduction line.Total export figures rested at approximately 63,700 units sold in 43 countries around the world, where traditionally the biggest export user was theUSSR.

- Primary models
Tatra T148 S1 6x6 – One way tipper
Tatra T148 S3 6x6 – Three way tipper
Tatra T148 V S1 6x6 – High-lift one way tipper
Tatra T148 V 6x6 – Flatbed civilian
Tatra T148 VNM 6x6 – Flatbed w/winch troops and cargo military special
Tatra T148 NTt 6x6 – Tractor
Tatra T148 NTt 4x4 – Tractor
Tatra T148 Pxx – Bodybuilders chassis for special use e.g. tanker, crane, excavator