Chavdar
A defunct Bulgarian bus manufacturer whose products served domestic and international public-transport markets.
Last updated August 27, 2026
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Overview
Chavdar was a Bulgarian bus and trolleybus manufacturer based in Botevgrad, Sofia Province. Its origins go back to 1924, when Racho Valkov Dzhambov established an ironworking workshop. The business began making complete vehicles in the late 1920s, initially building bus bodies on platforms and chassis supplied by outside manufacturers. Before nationalisation, it produced approximately 200 buses between 1927 and 1947, using chassis associated with Ford, Mercedes-Benz, Dodge and other suppliers. After Bulgaria came under communist rule, Dzhambov's workshop was nationalised. In 1948 the state enterprise adopted the name Chavdar, commemorating the Bulgarian revolutionary Chavdar Voyvoda. The company became one of Bulgaria's principal bus producers, initially manufacturing vehicles based on Škoda chassis and later working under production or development arrangements connected with Setra and Steyr-Daimler-Puch. Its range covered city buses, intercity coaches, suburban buses, minibuses and, later, trolleybuses. Chavdar's post-war expansion included buses based on the Škoda RO and Škoda 706 RTO platforms. The M65 and M66, introduced in 1962, became familiar on Bulgarian urban and intercity routes. That decade also brought GAZ-51-based midi buses and the M80 and M81 models. Production and factory modernisation increased during the 1960s, as Bulgaria developed state-managed industrial capacity for public transportation equipment. The company's most commercially important period came in the 1970s and 1980s. A cooperation arrangement with Setra led to the 11G5 city bus and 11M3 suburban bus, while the 11M4 intercity coach incorporated a Rába engine and received recognition at international trade fairs. Chavdar also developed the compact 5C midi bus, a 4x4 vehicle with a Perkins engine that was used in smaller communities and for school and workplace transport. The company expanded beyond conventional buses into export-oriented designs and trolleybus technology. In 1981, Chavdar won a major Athens procurement competition and supplied 200 B13-20 solo city buses. The related articulated B14-20 was exported to Bashkortostan in the Soviet Union. Other export programs included the LC-51 midi bus for Czechoslovakia. During the late 1980s, Chavdar worked with Rocar DAC on the articulated DAC Chavdar 317 Etr trolleybus; more than 100 examples were produced for six trolleybus systems. The company also developed trolleybus prototypes based on its B13-20 and B14-20 designs, although those versions did not enter regular series production. A 1984 agreement with Steyr-Daimler-Puch resulted in licensed bus production beginning in 1988. The Chavdar 130 city bus was built in a small series, while the 140 articulated city bus and 330 suburban bus remained at prototype level. Chavdar subsequently created related models such as the 120 and 141 with MAN engines. It also continued limited production of intercity coaches derived from the Setra S200 family. The political and economic transition after the end of communist rule severely weakened the company. Chavdar faced financial instability in an increasingly competitive market and declared bankruptcy in 1999. The Botevgrad factory later fell into ruin. Although the manufacturer no longer operates, its buses and trolleybuses remain significant in the history of Bulgarian vehicle production and public transport, particularly because of the company's combination of licensed technology, domestic engineering and exports to markets across Europe, the Soviet sphere and developing countries.
History
Chavdar's history began in 1924, when Racho Valkov Dzhambov opened an iron workshop in Botevgrad. In 1927, Dzhambov worked with transport operator Ivan Valkov, who supplied a Fiat platform for the workshop's first vehicle. The company subsequently built bus bodies and complete buses on chassis from manufacturers including Ford, Mercedes-Benz and Dodge. Approximately 200 buses were produced between 1927 and 1947. Following the Second World War, Bulgaria's new communist government nationalised Dzhambov's workshop. The enterprise was renamed Chavdar in 1948, taking its name from the historical figure Chavdar Voyvoda. It began producing buses on Škoda RO chassis and expanded its output substantially; by the mid-1950s, production had grown by roughly 150 percent compared with the earlier period. Chavdar developed into an important Bulgarian supplier for state-operated urban and regional transport systems. In 1962, the company introduced the M65 and M66 on Škoda 706 RTO chassis. These buses became widespread on city and intercity routes. Chavdar also produced midi buses based on the Soviet GAZ-51 between 1962 and 1969. The M80 city bus and M81 intercity model followed in 1966, again using Škoda-related technology. Around 400 to 500 units were produced in 1968, while the factory underwent modernisation involving new machinery, revised working methods and additional workplaces. International technical cooperation became increasingly important during the 1970s. In 1974, Chavdar began producing the 11G5 city bus and 11M3 suburban bus under a relationship with German coachbuilder Setra. Although their appearance was close to contemporary Setra products, the Bulgarian vehicles were adapted to Škoda 706 RTO chassis. Chavdar later developed the 11M4 intercity coach, influenced by the Setra S150 concept and equipped with a Hungarian Rába D2156HM6U engine. The 11M4 received awards at international fairs, and the Setra-related models became among Chavdar's strongest commercial performers. The late 1970s brought further domestic engineering. Designers Kiril Hadjiev and Lubomir Toshev developed the 5C midi bus, whose prototypes were tested in 1979. It used a Perkins engine, offered 16 seats and was designed for difficult routes and smaller communities. The vehicle is described as the first series-produced 4x4 bus of its kind and found use as a public, school and worker-transport vehicle in Bulgarian towns and villages. Chavdar achieved a major export success in 1981, when it won an Athens tender for 200 new city buses. The company created the B13-20 specifically for the competition and prevailed against larger Western European competitors. An articulated derivative, the B14-20, also entered production and was exported to Bashkortostan in the Soviet Union. Chavdar built the LC-51 midi bus on an Avia chassis and exported it to Czechoslovakia. Two trolleybus prototypes based on the B13-20 and B14-20 were developed but did not proceed to series manufacture. During the second half of the 1980s, Chavdar participated in the expansion of trolleybus networks in Bulgaria and other Comecon markets. Because regional trolleybus production could not meet demand, Chavdar cooperated with Rocar DAC on the articulated DAC Chavdar 317 Etr. More than 100 vehicles were built for six trolleybus systems. The company also pursued a relationship with Austrian manufacturer Steyr-Daimler-Puch. An agreement signed in 1984 led to production from 1988 of the Chavdar 130 city bus, while the articulated 140 and suburban 330 reached only prototype or very limited production status. Chavdar used these projects as a basis for the 120 and 141, which employed MAN engines and were not direct equivalents of Steyr catalogue models. A Chavdar 130-bodied trolleybus prototype later entered Sofia's fleet in 1993 and operated until 2010. Chavdar continued limited intercity-coach production using designs related to the Setra S200 range. Its vehicles had been exported to destinations including the Soviet Union, Czechoslovakia, Greece, North Korea, Afghanistan and Nicaragua. However, the end of the communist economic system removed established procurement structures and exposed the company to financial and competitive pressures. Chavdar declared bankruptcy in 1999, after which the Botevgrad factory deteriorated into ruins. The company is now defunct, but its products remain part of Bulgaria's industrial and public-transport history.
- 1999
Bankruptcy
[1]Chavdar declared bankruptcy after financial difficulties during Bulgaria's post-communist economic transition.
- 1988
Steyr-related bus production starts
[1]Production began for the Chavdar 130, with the 140 and 330 reaching prototype or very limited production status.
- 1984
Steyr-Daimler-Puch agreement signed
[1]The company signed an agreement to produce Steyr-related city and suburban buses under licence.
- 1981
Athens bus tender won
[1]Chavdar won an Athens tender and supplied 200 B13-20 solo city buses.
- 1979
5C prototypes tested
[1]Prototypes of the compact 4x4 Chavdar 5C midi bus were tested.
- 1974
Setra-related production begins
[1]Chavdar began producing the 11G5 and 11M3, based on Setra-era designs but adapted to Škoda running gear.
- 1966
M80 and M81 introduced
[1]The company added the M80 city bus and M81 intercity bus and continued expanding its manufacturing capacity.
- 1962
M65 and M66 enter production
[1]Chavdar introduced the M65 and M66 buses on Škoda 706 RTO chassis and began GAZ-51-based midi-bus production.
- 1948
Nationalisation and adoption of the Chavdar name
[1]The workshop was nationalised and renamed Chavdar after Chavdar Voyvoda.
- 1927
First vehicle construction
[1]Using a Fiat platform supplied through a transport-business contact, the workshop began building its first vehicle.
Products and positioning
A state-era Bulgarian commercial-vehicle manufacturer focused on practical buses and trolleybuses for urban, intercity and regional transport. Chavdar combined locally developed designs with chassis, engines and licensed technologies from Škoda, Setra, Steyr-Daimler-Puch, MAN, Rába, Perkins and other manufacturers.
City and intercity buses · 1962
Chavdar M65 and M66
Introduced in 1962 on Škoda 706 RTO chassis, the M65 and M66 became common vehicles on Bulgarian urban and intercity services. They represented Chavdar's expansion from body building into standardised large-scale bus manufacture for state transport operators.
City and intercity buses · 1966
Chavdar M80 and M81
The M80 and M81 appeared in 1966 as a city-bus and intercity-coach pair using Škoda-related chassis technology. They were part of the company's 1960s effort to broaden its domestic range while modernising the Botevgrad plant.
City and suburban buses · 1974
Chavdar 11G5 and 11M3
These Setra-related models entered production in 1974. The 11G5 was configured for city work and the 11M3 for suburban routes. Their bodies drew on contemporary German coachbuilding ideas but were adapted to Škoda 706 RTO chassis, creating a Bulgarian product suited to local supply conditions.
Intercity coach
Chavdar 11M4
The 11M4 was an intercity model influenced by the Setra S150 design direction and fitted with a Hungarian Rába D2156HM6U engine. It won recognition at international fairs and was one of Chavdar's most successful products.
4x4 midi bus · 1979
Chavdar 5C
Developed by Kiril Hadjiev and Lubomir Toshev, the 5C was a 16-seat midi bus with a Perkins engine and four-wheel drive. It was intended for smaller settlements and demanding routes and was used for public, school and worker transport. It is noted as the first series 4x4 bus of its type.
Solo and articulated city buses · 1981
Chavdar B13-20 and B14-20
The B13-20 was developed for the 1981 Athens procurement competition and won an order for 200 solo buses. The articulated B14-20 extended the same design family and was exported to Bashkortostan in the Soviet Union. Trolleybus prototypes based on both models were built but did not enter series production.
Articulated trolleybus
DAC Chavdar 317 Etr
Developed jointly with Rocar DAC during the late 1980s, the 317 Etr was an articulated trolleybus intended to address shortages in Comecon trolleybus manufacturing. More than 100 units were built for six trolleybus systems.
Midi bus
Chavdar LC-51
The LC-51 was a midi bus built on an Avia chassis. It formed part of Chavdar's export activity and was supplied to Czechoslovakia.
City, suburban and intercity buses · 1988
Chavdar 120, 130, 140, 141 and 330
This later family emerged from Chavdar's cooperation with Steyr-Daimler-Puch. The 130 entered small-series production, while the 140 and 330 were produced only as prototypes or in extremely limited numbers. Chavdar subsequently developed the 120 and 141 with MAN engines, creating variants without direct Steyr catalogue counterparts.
Brand decisions
1999
Bankruptcy and closureOtherBackground
The collapse of Bulgaria's communist economic system brought financial instability and difficult market conditions for the state-era manufacturer.
Action taken
Chavdar declared bankruptcy.
Aftermath
Operations ended and the Botevgrad factory subsequently deteriorated into ruins.
1984
Agreement with Steyr-Daimler-PuchStrategyBackground
Chavdar sought access to contemporary Western bus technology and production know-how.
Action taken
The company signed an agreement with Steyr-Daimler-Puch to produce city and suburban buses under licence, with manufacturing scheduled to begin in 1988.
Aftermath
The arrangement produced the 130 in a small series and the 140 and 330 as prototypes or very limited projects, while influencing later Chavdar models with MAN engines.
1981
Targeted development for the Athens bus tenderStrategyBackground
Athens opened a competition for 200 new city buses at a time when Chavdar was seeking larger export opportunities.
Action taken
Chavdar developed the B13-20 specifically for the tender and entered it against major Western European manufacturers.
Aftermath
The company won the competition and delivered 200 solo buses to Athens, strengthening its international profile.
Sources1 sources
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