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364:, Greece, opened a tender for the delivery of 200 new city buses. Especially for the tender, Chavdar developed in-house a brand new model - the B13-20. Despite rivalry from major Western European manufacturers, Chavdar won the tender and delivered 200 solo buses to Athens. An articulated version of the same bus, the Chavdar B14-20, also entered production. It was exported to
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120 and 141 with MAN engines, which did not have an analogue among Steyr's model line. A trolleybus prototype with
Chavdar 130 body was also built. The prototype trolleybus with fleet number 2525 became part of Sofia's trolleybus fleet in 1993 and remained in operation until 2010 when it was scrapped. In the same time small series of intercity coaches based on the
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to produce city and suburban buses under license with production starting in 1988. The 130 (solo city bus) was built in a small series of circa 15 units, while from the 140 (articulated city bus) and 330 (solo suburban bus) only single prototypes were built. Based on them
Chavdar developed the models
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342:. In 1974, the company started production of the models 11G5 (city bus) and 11M3 (suburban bus) based on the contemporary Setra S100 series buses. Although the vehicles closely resembled their German counterparts, they were developed to fit the
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to build his first vehicle on. After World War II, Bulgaria was ruled by a communist government and
Dzhambov's workshop was nationalised. The new company was named Chavdar and by 1948 it had started producing buses based on
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chassis. In 1968, between 400 and 500 units were produced. The same year, the factory started modernisation. New machines, new work strategy and new workplaces were described as the future success of the company.
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Due to financial instability and the difficult economic situation in the country following the fall of the communist regime, Chavdar declared bankruptcy in 1999. The factory in
Botevgrad was reduced to ruins.
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engine and had 16 seats. It is known as being the first series 4x4 bus in the world. This model was widely used in smaller towns and villages in
Bulgaria as public, school and worker bus.
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chassis, which produced buses without an analogue among Setra's model line. Similar to the Setra S150, Chavdar developed the intercity model 11M4, which had a
Hungarian
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In the end of the 1970s the midi bus
Chavdar 5C was constructed by Kiril Hadjiev and Lubomir Toshev and the first prototypes were tested in 1979. The bus used a
368:, USSR. Two trolleybus prototypes based on the B13-20 and B14-20 were developed, but they didn't enter serial production. At the same time a new midi bus on
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245:. Founded by Racho Dzhambov in 1924, the company that would later become "Chavdar" produced around 200 buses between 1927 and 1947 on chassis from
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Chavdar exported its production to the USSR, Czechoslovakia, Greece, North Korea, Afghanistan and
Nicaragua among others.
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chassis, which became very common on city and intercity services. In the same year, production of midi buses based on the
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D2156HM6U engine and won several prizes from international fairs. These models were the company's biggest success.
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buses. It also developed several models on its own, which had good commercial success. The company closed in 1999.
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an articulated trolleybus named DAC Chavdar 317 Etr. Over 100 units were built for six trolleybus systems.
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In 1966, the new models M80 (city bus) and M81 (intercity coach) appeared, based again on
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was insufficient to cover the increasing demand, Chavdar developed in collaboration with
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An important part of
Chavdar's history is the contract with the German coach builder
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In 1962, the company started production of the models M65 and M66 on
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In 1924 Racho Valkov
Dzhambov (1894-1983) opened an iron workshop in
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chassis called Chavdar LC-51 entered production. It was exported to
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RO. Until 1956 the production of the company increased by 150%.
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In 1984, Chavdar signed a contract with the Austrian
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699:Litex Motors
597:. Retrieved
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480:Chavdar 120
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