Hartmannsdorf 2026: Germany’s Largest Classic Vehicle Show

Commercial vehicles of all types well represented

May 19, 2026

Every year on May 1, a large vehicle show takes place in Hartmannsdorf near Chemnitz – the largest gathering of historic vehicles in Germany. Vehicles of all types are represented. Among the well over 3,000 vehicles on display are motorcycles, cars, tractors, and a large number of commercial vehicles of all kinds, primarily from the GDR, but also from other countries of the former Eastern Bloc and from the West. Nowhere else in Germany can you admire so many classic vehicles in one place at the same time.

Germany’s Largest Classic Vehicle Show

As always, the organizer of the gathering – now in its 23rd year – was the Association for Historic Commercial Vehicles, which also operates the Saxon Commercial Vehicle Museum. The museum hall is located directly at the entrance to the event grounds. For the duration of the gathering, the entire industrial park surrounding the museum was fenced off. Adults aged 18 and older were granted access for a fee of five euros per person; children and teenagers were admitted free of charge. Entry for historic vehicles was free, but vehicle occupants were required to pay the admission fee.

It is admirable how the museum team handled the influx of people and vehicles in such a relaxed manner. Under the motto “Just come and feel at home,” all owners of classic vehicles were invited to participate without prior registration or formalities, as long as their vehicles met the requirements – that is, were at least thirty years old. This year, three to five thousand vehicles arrived, of which about 3,000 had four or more wheels; the rest consisted of motorcycles and mopeds. The exact number of utility vehicles could not be determined (they should have simply been counted), but it can realistically be estimated at around 1,000. The number of visitors is reported to be in the tens of thousands upon inquiry. There was ample visitor parking, though in some cases a walk of a few hundred meters was required. However, there was also a shuttle service with vintage buses that ran on two different routes to the towns of Hartmannsdorf and Burgstädt, also stopping at the train station. The fare for adults was three euros.

On May 1, tens of thousands of visitors came to Hartmannsdorf to marvel at the many vehicles and enjoy an unforgettable holiday in glorious sunshine.

The Saxon Commercial Vehicle Museum is located right on the town border between Hartmannsdorf and Burgstädt. Its operators also host the annual classic vehicle meet, which takes place in the adjacent industrial park.

The calm before the storm: This is what the entrance area of the event looked like the evening before, when no spectators were yet blocking the view of the vehicles.

In addition to the many vintage vehicles, there were all sorts of other attractions, such as a small fairground with a carousel and a shooting gallery, plenty of places to satisfy hunger and thirst, and stalls selling car parts, collectibles, and other useful and useless items could be found everywhere. A group of street musicians had even set up on a small stage, repeatedly adding to the festive atmosphere with well-known hits from the ’70s and ’80s.

The atmosphere was like a folk festival of a special kind, because the event in Hartmannsdorf is undoubtedly the most underrated classic car meet, yet probably the largest gathering of vintage vehicles in all of Europe. Anyone interested in the automotive heritage of the GDR should definitely attend the Hartmannsdorf meet and also pay a visit to the museum (adults pay five euros admission per person, children and students half that).

The next morning, things got underway early. Long rows of dealers lined the streets of the Hartmannsdorf industrial park, which had been completely fenced off for the event.

Visitors weren’t just there to admire classic cars. The “Wilbury Clan” used the bed of an Ape Car as a stage, where the four musicians performed a mix of hits from days gone by. A small fairground attracted not only children but also adults who wanted to win a stuffed teddy bear at the shooting gallery. Numerous food and drink stands scattered across the grounds catered to visitors’ needs, and vendors enticed shoppers with special offers, including collectibles such as metal signs.

The organizers estimate that a total of three to five thousand vehicles gathered in Hartmannsdorf. In addition to the approximately 1,000 commercial vehicles, the lineup also included tractors and many cars, motorcycles, and mopeds.

As we did last year, we’re covering the Hartmannsdorf meet with an article featuring more than 75 photos of commercial vehicles. Most of the vehicles were photographed on the surrounding roads as they arrived and departed, since taking photos at the event itself was nearly impossible. After all, tens of thousands of spectators were swarming the grounds, more than happy to linger in front of the vehicles and not particularly inclined to make way for photographers.

This time, we have divided the article about the gathering in Hartmannsdorf into sections. First, a few images capture the atmosphere of the event. These are followed by photos of individual vehicles. Instead of a colorful jumble of all makes, the images are organized by manufacturer. Finally, there is a mix of photos under the heading “What Else Was There.”

H 3 A and S 4000-1

After World War II, the H 3 was the first truck built in the Soviet occupation zone (from 1949, the German Democratic Republic GDR). It was produced from 1947 to 1949 at the Horch Works in Zwickau. One of the very few surviving examples is on display at the Saxon Commercial Vehicle Museum in Hartmannsdorf. The successor model was the H 3 A, which was initially built on a Vomag basis, also in Zwickau. Starting in 1957, the former state-owned enterprise (VEB) Horch operated under the name VEB Sachsenring. In 1958, the successor model S 4000-1 was introduced with a 90-horsepower engine instead of the previous 80-horsepower unit. The external difference from the predecessor model was the simplified radiator grille; however, the first S 4000-1s were still delivered with the old grille.

Starting in 1958, production of the S 4000-1 was gradually relocated to the “Ernst Grube” vehicle plant in Werdau to make room at the Zwickau plant for the production of the Trabant compact car. In October 1959, the last truck rolled off the assembly line in Zwickau.

The S 4000-1 was available with various body styles as well as a short tractor with a ballast flatbed. Starting in 1959, it was also available as a tractor unit. Production ceased in 1967. Only the ADK 63-2 truck-mounted crane, which was based on the S 4000-1 in terms of its engine and parts of the body (the axles came from the H 6), continued to be produced until 1972.

In this and the following five photos, the S 4000-1 can be seen with various body configurations, as it was built in Werdau – initially still featuring the old radiator grille.

The S 4000-1 tipper truck shown here, built in Werdau with a matching trailer, also still featured the old H 3 A radiator grille. In fact, the IFA emblem was not actually used on this truck.

The two fire trucks already featured the simpler radiator grille with which the S 4000-1 was equipped until production ceased in 1967.

Unadorned beauty in gray with red accents: the S 4000-1 with a flatbed body and tarp in the industrial park of Hartmannsdorf in front of a modern warehouse.

The S 4000-1 was also available as a tractor unit with a ballast flatbed. The corresponding model designation was S 4000-1 Z.

Production of the ADK 63-2 truck-mounted crane began at VEB Hebezeugwerk Sebnitz and was subsequently continued at VEB Schwermaschinenbau “Georgi Dimitroff” in Magdeburg. The axles came from the H 6, while the hood and parts of the cab were sourced from the S 4000-1. The ADK 63-2 was built from 1968 to 1972, with a total production run of just under 400 units.

IFA H 6 and G 5

In addition to the IFA H 3 A, the H 6 was also developed at the Horch plant in Zwickau. The cabs and other parts of both trucks were identical, but the hood of the H 6 was taller and longer, as its six-cylinder engine required more space than the four-cylinder engine of the H 3 A. At first glance and from almost any angle, the external difference is evident in the taller headlight housing of the H 6, which has a few centimeters of space above the lamp ring. Turn signals were often installed there.

The H 6 was produced from 1952 to 1959 in a total of around 7,500 units at the VEB Kraftfahrzeugwerk “Ernst Grube” in Werdau. The plant was named after a member of the Reichstag from the Communist Party of Germany (KPD) and a resistance fighter against National Socialism. After years of imprisonment in various concentration camps, Ernst Grube died of typhus at the Bergen-Belsen camp just a few days before the end of World War II.

Using components from the H 6 model, the Vehicle Development Plant in Karl-Marx-Stadt (now Chemnitz again) developed the all-wheel-drive three-axle G 5 in 1953 on behalf of the National People’s Army (NVA). Approximately 10,000 units with various body types were produced at the Werdau vehicle plant by 1964. The G 5 was used not only by the military but also in the construction industry – as a dump truck or three-sided tipper, as a flatbed truck, and with workshop and fuel tank bodies.

On this H 6, the Horch emblem is still visible at the top edge of the radiator grille. It was soon replaced by the Werdau emblem of the VEB Kraftfahrzeugwerk “Ernst Grube.” The rare body of the box truck, which was partially constructed using a timber frame, looks particularly attractive.

The H 6 shown here and the two following ones bear the winged emblem with the “W” for Werdau at the top edge of the radiator grille. The H 6, with a six-ton payload, was the heaviest truck produced in the GDR. It was manufactured from 1952 to 1959 in a total of around 7,500 units at the VEB Kraftfahrzeugwerk “Ernst Grube” in Werdau.

On the H 6, differently shaped turn signals are mounted in various locations, mostly above the headlights. Originally, the vehicle design did not include any turn signals at all, as so-called “swinging turn signals” were still common in the early 1950s. These were housed in side-mounted casings and swung out when the driver signaled a change of direction. In this photo, the turn signal housing is clearly visible behind the side window.

A sight to behold also as a dump truck: an H 6 in green with white accents on its way to Hartmannsdorf.

The only mass-produced four-wheel-drive three-axle truck in the GDR was the G 5. It was a modification of the H 6 and was produced primarily for the National People’s Army (NVA) but also for the construction industry. The off-road five-tonner had the engine and transmission from the H 6. Both models shared the production facilities in Werdau, although the development of the G 5 axles had taken place in Zwickau.

IFA W 50 and L 60

As early as late 1958, work began in Werdau on the further development of the S 4000-1. After building several prototypes – including conventional models – series production of the W 50 began in 1965 at the VEB Automobilwerk Ludwigsfelde, as the facilities in Werdau would not have been sufficient for the planned production volumes. Initially, the W 50 was available as a flatbed truck, but tippers and box trucks were added as early as the second year of production. Later, there were around 50 body variants. Production of the W 50 ended in 1990, after approximately 570,000 vehicles of this type had rolled off the assembly line. More than 70 percent of production was exported, even to Asia, Africa, and Latin America.

In order to offer a model with a tilting cab and higher engine power, development of a new truck with a six-cylinder engine began in Ludwigsfelde as early as the late 1960s. Following the construction of prototypes, several design changes, and a failed attempt to adopt Volvo’s “Club-of-Four” cab, the L 60 finally appeared in its all-wheel-drive version at the end of 1986. Production of the 4x2 version did not begin until 1989 and ended just one year later. In total, barely more than 20,000 L 60 vehicles were produced.

The IFA W 50 was the quintessential standard truck of the GDR. From 1965 to 1990, a total of 570,000 units of this versatile cabover truck rolled off the assembly line in Ludwigsfelde near Berlin. The version shown here with a long cab was intended for long-distance transport.

The large box on the flatbed may serve as a stylish living space for the owner of this W 50, allowing him to spend the night comfortably at classic vehicle meets.

The all-wheel-drive version was called the W 50 LA. The dump truck shown here, equipped with low-pressure tires, bore the model designation LA/K 3SK5 ND.

This W 50 LA/MK 5-5 with AS tires and all sorts of stylish trim made an impressive, powerful statement in Hartmannsdorf.

The W 50 with the ten-seat cab was formerly a fire truck. It looks particularly interesting as an IFA service vehicle.

Even back in GDR times, many W 50 trucks were individually customized. Mostly, the decorative elements were limited to chrome hubcaps. A model as perfectly styled as this W 50 with a custom-made grille, however, was rather rare.

This W 50 truck-trailer combination, designed for long-haul transport, also stood out with a grille that was not standard equipment.

The L 60 was the successor to the W 50. The 4x2 version was built from 1989 to 1990, while the 4x4 version was already available in 1986. A total of around 20,000 vehicles in this series were produced.

For comparison: Here are two L 60s flanking a W 50. The differences are clearly visible, as is the L 60’s tilting cab design.

Like new: IFA L 60 on its way to Hartmannsdorf for the classic vehicle meet.

The all-wheel-drive version of the L 60 was produced starting in 1986, primarily for the National People’s Army of the GDR. The photo shows a model equipped with low-pressure tires.

Phänomen Granit, Robur Garant, and Robur LO/LD

Founded in Zittau in 1888, Gustav Hiller AG was originally a manufacturer of textile machinery. In 1907, the company launched the Phänomobil, a three-wheeled delivery van, followed in 1927 by the Phänomen Granit, the first German commercial vehicle with an air-cooled engine. After World War II, the Soviet occupiers expropriated and dismantled the factory facilities. In 1948, the company was incorporated into the IFA Association of State-Owned Vehicle Works. The production facility was now called Werk Phänomen Zittau. From 1949 to 1953, the plant produced the Phänomen Granit 27 with a 50-hp gasoline engine – featuring a new front design – and, starting in 1951, the Granit 32 with a 52-hp diesel engine. Unfortunately, none of these outwardly identical models were on display in Hartmannsdorf in 2026.

In 1953, production of the Granit 27 was discontinued and the Granit 30 K with a 55-horsepower gasoline engine was introduced. The diesel engine of the Granit 32 remained unchanged, but both models had a new hood into which the headlights were integrated.

In 1956 and 1957, both the vehicle’s name and the company name had to be changed after a lawsuit filed by the expropriated owners was successful. The van was now called Garant, and the company was henceforth known as VEB Robur.

In 1961, the Garant was replaced by the LO 2500 cabover model. As early as 1957, a bus variant had been introduced, which was produced in small numbers from 1958 to 1960. The Robur LO 2500 in its original form with an oval radiator grille rolled off the assembly line until 1964, also as the LD 2500 with a diesel engine, as well as a bus, and with many body variants.

In 1965, the Robur LO 2501 and the LD 2501 were introduced, featuring a simplified and perhaps more modern radiator grille. The oval, chrome-plated frame had given way to horizontal slits. In 1974, the LO 3000 and LD 3000 models followed with an almost identical appearance, as did the LD 2002 A/MZ multipurpose vehicle starting in 1985.

The last Robur was offered in 1991 after German reunification, featuring a new plastic grille and a Deutz diesel engine. However, only a few units were built before production by the once-prominent manufacturer was completely discontinued that same year. By that point, a quarter of a million vehicles had rolled off the assembly line since 1950.

From 1953 to 1956, the Phänomen Granit 32 was still allowed to retain its old name; then the expropriated Hiller family won a legal battle over the names of the factory and model designations.

In 1956, the Granit became the Garant. With this minor name change, the issue was resolved, and the company VEB Robur-Werke Zittau was born. The van continued to be produced unchanged until 1961, when it was replaced by the cabover model.

The Garant was also represented in Hartmannsdorf with a trailer.

Both the Granit and the Robur Garant were available in the 30 K model variant with a gasoline engine and the 32 model variant with a diesel engine. There were no external differences between them.

How wonderful that the bus variant has also been preserved and that someone enriched the gathering in Hartmannsdorf with a Garant minibus.

The Robur LO 1800 A with all-wheel drive was produced in Zittau starting in 1961 in a run of about 450 units as the successor to the Garant 30 K. With its oval radiator grille, it resembled the 4x2 model LO 2500, which was also built starting in 1961.

Starting in 1965, the Robur had a modified appearance. The radiator grille now consisted of seven horizontal slats with two chrome strips, instead of the previous oval chrome frame. The image shows the all-wheel-drive version, the LO 2000. Without all-wheel drive, the model was designated LO 2500, with the numbers referring to the payload in kilograms.

The next generation of the Robur appeared in 1974 with the LO 3000. The new tipper cab featured a further simplified radiator grille and was recognizable by the modified wheel arches on the sides.

Of course, there was also a version of the LO 3000 without all-wheel drive. The box truck shown here was painted in the colors and featured the logo of the GDR’s consumer cooperatives.

The Robur LO 3000 was also available as a bus with about 20 seats.

During the GDR era, the Robur LO 3000 pickup truck was the most widespread version, although side underrun protection was rather rare.

A Robur LD 2002 A/MZ multi-purpose vehicle was also on display in Hartmannsdorf. The four-wheel-drive vehicle, converted into a motorhome, made a very favorable impression.

The final version of the Robur bore the designation LD 3004. The vehicle featured plastic parts on the front and was equipped with a Deutz diesel engine. However, this could not prevent a lack of interest following the fall of the Berlin Wall. Only a few units were built before the gates of the Zittau plant closed for good.

Framo and Barkas

Metallwerke Frankenberg was founded in 1923 by the Danish industrialist Jørgen Skafte Rasmussen, who already owned Zschopauer Motorenwerke. Initially, parts for Rasmussen’s DKW motorcycle production were manufactured on a former barracks site; however, starting in 1927, the first three-wheeled delivery vans were produced there.

Under the new company name “Framo-Werke GmbH,” the company moved to Hainichen in Saxony in 1933 and began manufacturing three- and four-wheeled vehicles a year later. Various models were developed in the following years; the company was particularly successful in the construction of delivery vans.

In 1939, production of three-wheeled vehicles had to be discontinued because the Nazi government ordered the standardization of all vehicle categories. Together with the companies Gutbrod, Manderbach, Ostner, and Vidal, a 0.65-ton vehicle was to be developed, but the plans came to naught due to the outbreak of war.

Production continued of the Type V 500 (15 hp), introduced in 1938, which became the “Standard Type 650” in 1941 with the model designation V 501/I (14.5 hp). From 1942 to 1943, the V 501/II model with 17 hp continued to roll off the assembly line; then vehicle production ceased, and the company switched entirely to the manufacture of military equipment.

In 1945, the Framo Works resumed operations, initially with the production of transport carts and horse-drawn wagons. This was followed by the production of spare parts for motor vehicles, and in 1949, vehicle production resumed. Under the name “IFA Fahrzeugwerk Framo VEB,” production began on the wartime model V 501/II, of which 65 units left the factory. The following year saw the introduction of the V 501 with a new front design, followed by the V 901 in 1952. In addition to flatbed trucks, there were now also variants as panel vans, minibuses, and ambulances.

From 1957 to 1961, the vehicle plant in Hainichen manufactured the final version of the 901 series. The new model, designated 901/2, featured a wider cab and headlights integrated into the fenders. In addition, the van was equipped with the three-cylinder engine from the IFA F9 car, the Wartburg 311. The plant now operated under the name VEB Barkas-Werke, and the headquarters were relocated to Karl-Marx-Stadt, today’s Chemnitz.

In June 1961, production began on the Barkas B 1000, a particularly attractively designed cabover vehicle that reflected the design language of its time. Initially, it was available only as a panel van. The eight-seater station wagon followed in 1964, and a year later, flatbed trucks, minibuses, ambulances, and police vehicles were introduced to the market.

The B 1000’s advanced design – namely front-wheel drive, a low loading height thanks to torsion bar springs, good road holding, and a favorable curb weight-to-payload ratio – made the van a popular vehicle. In the early years of its production, the power of the 45-horsepower engine from the Wartburg 311 car, with a displacement of 1,000 cubic centimeters, was still entirely sufficient, but it was gradually deemed too weak for the commercial vehicle with a one-ton payload. In 1989, the B 1000 was still released with the VW engine manufactured under license – the same one that powered the Wartburg 1.3 – but the update came too late to meet the changing demands of the customer base. Production was discontinued in 1990.

A true rarity was the 1938 Framo V 500, which was presented in Hartmannsdorf this year.

After World War II, Framo produced the 501 and 901 models, both still featuring freestanding headlights. Whether any individual examples of these models have survived is questionable, but certainly possible. A special Framo took part in the event in Hartmannsdorf, presumably a V 901 model that had at some point been fitted with the hood of its successor, the Barkas V 901/2.

Several examples of the Framo V 901/2 took part in the event, such as this beautiful long-load transporter with its cargo.

A V 901/2 flatbed truck in the midst of the Hartmannsdorf classic car meet.

A real beauty: a Framo V 901/2 with a flatbed body and tarp on its way home.

The Saxon Commercial Vehicle Museum in Hartmannsdorf operates its own Barkas B 1000, which unfortunately was barely visible during the event, as it had been parked somewhere on the sidelines, away from the public. The museum staff had their hands full – so the Barkas was probably simply forgotten.

Flea market vibe with the Barkas B 1000: The chrome trim gives the van a particularly stylish look.

Another Barkas B 1000, this time as a flatbed truck with a tarp, was almost a familiar sight at the gathering in Hartmannsdorf. On city streets these days, it’s an absolute rarity.

The Barkas B 1000 also cuts a fine figure as a fire department ambulance. Perhaps the Barkas is even the most harmoniously designed vehicle from the GDR era.

Diesel Ant and Multicar

In 1925, the engine manufacturer Kühne was founded in Obercunewalde, Saxony. Four years later, the Dresden-based company Otto Bark took over the plant. Initially, the company built powertrains for motorcycles and soon after also components for aircraft engines on behalf of the army. In 1946, the company was nationalized as VEB Motorenwerke Cunewalde and initially manufactured primarily diesel engines for stationary use.

Starting in 1950, the company developed a small van called the Electric Ant in collaboration with the Brand-Erbisdorf foundry and forge. However, since there were not enough batteries available for series production, a version with a diesel engine soon followed. It was designated DK for “Diesel-Karren.” The driver stood on a platform open at the front and steered the vehicle using foot pedals. The payload was two tons, or 1.85 tons for the tipper version. The towing capacity was specified as 1.8 tons. After production had initially been relocated to Brand-Erbisdorf, the Ludwigsfelde Industrial Plant took over construction of the Diesel Ant in 1954; however, it was not permitted to officially bear this name because the corresponding naming rights had already been assigned in West Germany.

By 1956, around 1,000 vehicles had rolled off the assembly line; production was subsequently taken over by the VEB Fahrzeugwerk Waltershausen. In 1958, the vehicle was given a rounded body with a door that opened forward. Although the Diesel Ant still had an open-top driver’s compartment, it now resembled a small van. The model designation was initially DK 2004, then DK 4, and finally, at the end of 1959, Multicar M 21, with the “2” standing for the payload and the “1” for the series.

In 1964, the time had come: At the Leipzig Spring Fair, a new Multicar was unveiled featuring a covered, asymmetrical cab and a steering wheel instead of the impractical foot pedals. The Multicar M 22 was born. A new air-cooled two-cylinder four-stroke diesel engine with 14 hp enabled a top speed of 23 kilometers per hour. There were many body variants, including even a concrete mixer. Domestic sales figures and export successes demonstrated the need for such a multipurpose vehicle. Yet the call for a two-man cab grew louder.

In 1969, the Multicar M 23 with a two-seater cab reached the prototype stage. However, the GDR government did not release the necessary funds for production, despite countless inquiries from both within the country and abroad for such a vehicle.

In 1974, there was another model change: The IFA Multicar 24 featured a tilting single-seat cab and a more powerful four-cylinder engine. The new, water-cooled 45-horsepower engine from Cunewalde, with a displacement of 1,996 cubic centimeters, gave the small van a top speed of 50 kilometers per hour. As a result, the Multicar was no longer a traffic hazard in urban areas. In 1977, a variant with a two-seater cab was finally added under the designation IFA Multicar 24-0. Of the total 25,659 Multicar 24 units built, more than half were exported.

The IFA Multicar 25, unveiled at the 1978 Leipzig Autumn Fair, featured a new, low-slung windshield. Starting in late 1982, it could also be ordered with all-wheel drive. The wheelbase of the all-wheel-drive model was 2,100 millimeters, while that of the rear-wheel-drive model was 1,870 millimeters. Starting in 1985, an all-wheel-drive variant with a 2,675-millimeter wheelbase was also available. A shock-absorbing suspension seat further improved the ride comfort of the Type 25.

In 1990, all state-owned enterprises in the GDR were placed under the administration and liquidation of the so-called Treuhand. However, this step did not prevent the disappearance of all GDR automobile brands – with one exception: the Multicar. By 1991, approximately 100,000 Multicars of the 25 series had been sold. Of these, about 75 percent were exported, including to Western European countries. After reunification, production continued in Waltershausen under the name Multicar Special Vehicles Ltd. The Schörling company from Hanover joined the venture; the payload of the Type 25 was increased to 2.4 tons, and some components were now sourced from the West. The vehicle was thus equipped with a 54.5-horsepower diesel engine from VW, and the hydraulics were supplied by Mannesmann-Rexroth.

The 1992 Multicar 26 received a new front design featuring an anthracite-colored plastic panel to give the vehicle a more modern look. The Volkswagen diesel engine enabled a top speed of 80 kilometers per hour. Starting in 1994, Iveco turbodiesels with up to 105 hp were also available. Vehicles equipped with these engines received the additional designation “Champion.” The Multicar 26 model remained in the lineup until 2010.

In 1998, the Hako Group from Bad Oldesloe joined the venture. Fifteen years later, the name “Multicar” was dropped as a company designation, though some model series in current production still bear the “Multicar” lettering (M31, M27, Fumo, and Tremo).

At the gathering in Hartmannsdorf, quite a few Ants and Multicars were on display. One of the oldest examples was this Multicar M 21, which was built starting in 1958 and is often referred to as the “Diesel Ant.” The small van was steered using foot pedals.

With the M 22 model from 1964, Multicar took a major step forward. It featured not only a cab with a removable top and a steering wheel, but also a new 14-horsepower diesel engine. The M 22 was available with a variety of body styles, including a version with a turntable ladder, as shown here.

From 1978 to 1990, the Multicar 25 was offered with a tilting cab and two seats. Starting in 1984, versions with a longer wheelbase and all-wheel drive were also available.

Visits from the Pre-1945 Era

As with other classic car events, vehicles from the pre-1945 era were a rare sight in Hartmannsdorf. Still, in addition to the 1938 Framo shown above and a larger number of cars, at least three commercial vehicles from the 1930s had made their way to the event under their own power. The following pictures show them leaving the gathering on their way home.

The small Mercedes L 1500 S, built from 1941 to 1944, already bore the resemblance of the post-war L 3250 and L 311 trucks, but was significantly smaller. Today, the L 1500 S is an absolute rarity – anyone who saw it in Hartmannsdorf can count themselves lucky.

Between 1941 and 1945, just under 15,000 Büssing-NAG 4500 A1s were built. The all-wheel-drive truck pictured here does not have the side panels typical of Büssing. Presumably, the original side panels with wing-shaped air vents were lost at some point.

The production facilities at the VOMAG plant in Plauen were completely dismantled after World War II and shipped to Russia, sealing the fate of the legendary truck brand. In Hartmannsdorf, as in previous years, a carefully restored flatbed truck of the 4.5 LHG 448 type, built in 1944, was on display. Members of the Association of Friends and Supporters of the Vogtland Museum Plauen e.V. had brought it from Plauen under its own power.

Buses and Coaches

Larger buses manufactured in the GDR were rare even back then and are even rarer today. It was often Hungarian Ikarus buses that were used for passenger transport in the GDR. However, one example of each of the two most important bus models produced in East Germany was in service in Hartmannsdorf as a shuttle to bring visitors who had come without a car to the event and later return them to the surrounding towns and the train station. Several Ikarus buses were also in service as shuttles in Hartmannsdorf.

Founded in 1927, the Fritz Fleischer KG body and vehicle factory in Gera built rear-wheel-drive buses that appeared quite modern during the GDR era. Various truck components served as the basis, such as those from the H 6 and the S 4000-1, and later from Ikarus. The company was the only private bus manufacturer in the GDR until it was nationalized in 1972 and renamed VEB Karosseriebau Gera. The S 5 bus shown here was built from 1972 to 1990.

The bus with the model designation IFA H 6 B was produced from 1954 to 1959, initially in Werdau, then between 1955 and 1957 at LOWA in Ammendorf, and finally back in Werdau until production was discontinued in 1960 – as was that of the H 6 truck.

The AREWA Junior 508 is a very rare bus, of which only about 20 were built. The unusual history of this bus project, which emerged during the years of German reunification from a joint venture between VEB Automobil-Reparatur-Werk Altenburg (AREWA) and Stuttgart-based Gottlob Auwärter GmbH (Neoplan) but ultimately failed, can be read at this link (in German).

The Hungarian Ikarus Type 55 coach can confidently be considered one of Europe’s most beautiful mass-produced buses. Its dynamic appearance, featuring a rear engine hood, makes the vehicle a standout wherever it appears. It is impossible to determine how many of the buses built between 1956 and 1973 still exist.

From 1959 to 1973, the Ikarus 55 was joined by the Ikarus 66 city bus, which differed externally from the coach primarily due to its non-curved windshields and differently shaped bumper. In Hartmannsdorf, both Ikarus buses were tirelessly busy picking up event attendees from the surrounding towns or bringing them back there.

The Ikarus Type 280 articulated city bus was manufactured from 1973 to 1989. It, too, served as a shuttle on two different routes through the villages to transport event attendees. It was accompanied by a similar-looking Ikarus 266, which, however, had only two axles.

What else was there

Of course, the event in Hartmannsdorf had much more to offer. In addition to a number of farm tractors – of which we show only one example here – there was, for instance, a massive marine diesel engine from the Elbewerk in Rosslau, which a participant had brought along on his trailer, or a Wartburg pickup truck with a matching trailer.

Representing the numerous historic tractors on display in Hartmannsdorf, we present here the RS 01/40, produced from 1949 to 1958 under the brand name “Pionier.” It was the first mass-produced tractor in the GDR. It was initially produced at VEB HORCH Kraftfahrzeug- und Motorenwerke Zwickau, and later at VEB Schlepperwerk Nordhausen. Its technology traces back to a pre-war development by the vehicle and engine works in Breslau. There, a similar model was built in the 1930s under the designation FAMO XL.

One of the participants brought not only his W 50 but also a rare diesel engine on a trailer to the meet in Hartmannsdorf. The rig was constantly surrounded by an interested crowd. In the next photo, the massive engine can be seen in a rare moment of silence, when no one was standing in front of it.

The 1978 marine engine from VEB Elbewerk Rosslau was started up from time to time. Whenever this happened, a particularly large crowd would stop to hear the impressive roar and watch the thick smoke billowing from the exhaust pipes.

The round-tail pickup, based on the Wartburg Kombi 311, was unveiled alongside the sedan, convertible, and station wagon at the 1956 Leipzig Spring Fair. It was manufactured at VEB Karosseriewerke Halle. It is said that only 75 units of the round-tail pickup were produced between 1957 and 1960. Therefore, it is questionable whether the pickup in the photo is not a homemade vehicle, which is certainly the case for the perfectly matching trailer, which was made from a Wartburg station wagon.

From around the world

On display were not only rare commercial vehicles from the former socialist countries, but also from Western Europe and the USA. Equally impressive was the seemingly endless number of cars and two-wheelers from many countries, which we do not show here, as we specialize in commercial vehicles.

Not particularly spectacular, but extremely rare, is the DAF 400, a van originally from Great Britain that began its career in 1974 as the Leyland Sherpa. In 1981, the British Leyland Motor Corporation was split up, resulting in the formation of the Austin Rover Group. The Sherpa was now renamed the Freight Rover. In 1987, Freight Rover merged with DAF to form Leyland DAF. Thus, the Freight Rover 200–400 became the Leyland DAF 200–400 and, on the European mainland, the DAF 400. After Leyland DAF went bankrupt in 1993, the newly founded LDV Ltd. continued to build the former Sherpa until 1997. From 1992 to 2010, a slightly modified version was also available in Turkey under the name BMC Levend.

Many participants brought their own overnight accommodations to Hartmannsdorf. In this case, it is unclear whether the Scania or the Trabant was the actual exhibit. In any case, the former T 124 tractor unit with 470 hp, produced from 1996 to 2004, is a rather unusual motorhome that appears to be fully equipped.

Two American tractor units also made their way to Hartmannsdorf, including this Peterbilt 359, which was produced from 1967 to 1986. The impressive conventional tractor unit is fitted with 379-type dual headlights, and the raised roof of the sleeping compartment also differs from the original. Such details, however, do nothing to detract from the majestic impression such a vehicle makes.

Back to Eastern Europe. In the commercial vehicle sector, the Czech brand Tatra was represented by several powerful three- and four-axle trucks, including this 6x6 in a Chinese-Six configuration of the 815 type. This configuration was only built from 1987 to 1988. Particularly amusing was the combination of the powerful tractor unit with the small caravan.

The Tatra 815 was produced as an 8x8 from 1983 to 1990. Hard to find on the event grounds, we just managed to catch the heavy four-axle truck as it was already on its way home.

This was the first time its owner had brought this massive four-axle truck to Hartmannsdorf. The angular behemoth of the Tatra T 813 series was built in the 8x8 version from 1967 to 1982. The military box body was carefully converted into a living unit.

Another Tatra 813 four-axle truck with all-wheel drive, in this case with a flatbed/tarpaulin body, leaving the Hartmannsdorf classic car meet.

The commercial vehicle division of the Czech brand Škoda has borne the name LIAZ since its founding in 1951. However, the brand name (Liberecké automobilové závody, meaning “Liberec Automobile Works”) was not used for trucks until 1974, when it was decided to reserve the name Škoda for the passenger car division. The 706 RP series, to which this elegantly designed red dump truck belongs, was produced from 1957 to 1974.

Another LIAZ 706 RP, here with a flatbed body and a tow crane.

The KrAZ 255 B1 was produced from 1977 to 1989. This heavy-duty truck with a 6x4 drive configuration, designed during the Soviet era, was manufactured in Kremenchuk, Ukraine. There were also versions with all-wheel drive.

The Russian three-axle ZIL-131, a descendant of the two-axle ZIL-130, was built in Likhachov from 1967 to 2010 and, starting in 1987, also in the Urals. Nearly one million units rolled off the production lines. The fire truck shown in the photo is a TLF 24 tank fire engine equipped with a 2,400-liter water tank.

Closing remarks

When selecting photos, we made sure to largely replace vehicles we had featured last year with different ones this time. That’s why it’s worth taking a look at our 2025 article, as many of the vehicles pictured there were also present again this year. Here is the link.

We thank the staff of the Saxon Commercial Vehicle Museum for their assistance in compiling this article.

Text and photos: Steve St.Schmidt

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