50 years ago, on June 14, 1961 in the town of Karl Marx-Stadt, a pilot series of the Barkas B1000 car was released from the conveyor belt. Barkas B1000 is one of the bright models of the GDR design, it was win-win in the background of the same Volkswagen Transporter. In fact, both German and Russian are the same-longboats. In the dictionary of Dalya "longboats", it is "the biggest ship vessel, the black worker, for the importation of anchors and the transportation of people and heavy ..." The word is French, barcasse. Why this is the decision to call the new car designers in Karl-Marx-Stadt design bureau VEB Zentrale Entwicklung und Konstruktion für den Krafahrzeugbau (VEB ZEK), I understand. According to the mixed batch, it was supposed to create a multipurpose lorries with a load capacity of 1 tonne, capable of developing a speed of 100 km/h. These cars in Germany were called Schnell-Laster, that is, a fast truck. Work on its design began as early as 1950, but in a young democratic Germany in those years, it changed so quickly that after five years, VEB ZEK completely revised the concept of the car. In particular, the severe metal limits received from the USSR forced a more careful approach to the mass-dimensional parameters of the car. Apart from the fact that it was supposed to be a front-wheel-drive truck, it was now decided to equip the carrying body. Barkas B1000 has a forward independent suspension-in the longitudinal and forward diagonal (!) levers. The uneconomical of the engine was compensated for by the carrion muff in the transmission. On X-ray the car is shown in the basic performance of the van. A wagon-building, carrying a metal body, independent torsion suspension, leading to the front wheels, the prototype of the van, called L1, was ready in 1956. The next year the prototype of the cargo-passenger model and the minibus was added to it. The car was to be issued to the people's enterprise VVEB Krafahrzeuguwerk FRAMO Hainichen in the town of Hynichen. It was the former factory, founded by Jörg Skafte Rasmussen (he also created a known production of motorcycles and DKW cars) For German soldiers during the Second World War, the standard Frame was a symbol of freedom from frontal horror. Naturally, the GDR authorities did not want such associations, and therefore in 1957 the factory was renamed. In 1958, VEB Barkas-Werke Karl-Marx-Stadt was created on the basis of a plant bush. It includes the former Frameso factory in Hynichen, and the motor and assembly plants in Karl Marx-Stadt, as well as the plant of fuel equipment in Wolfowitz. The car was marked with a flat and low floor cargo bay. Its size is 256х1676х1430mm, capacity-6.4 cubic meters. In 1958, the car, still bearing the symbol L1, was in final shape and was sent for certification tests. Between 1956 and 1961, the prototypes were able to run more than a million kilometers. The first vehicle from the conveyor had a chassis number 40009. A total of 39 vehicles, including an ambulance, two passenger and two 11-local minibuses, consisted of 39 vehicles. The Germans have shown that despite the dismantling of the equipment in 1945, the flight of many specialists to the West, despite all the limits and bans imposed by the USSR, can create decent cars. Let Barkas B1000 have been equipped with an outdated powertrain working at the limit of its capabilities-such parameters as capacity, unit capacity, design, ergonomic comparison with the Soviet RAF Latvia or UAZ-451 were not in favour of the latter. There was a significant allocation of Barkas and the European analogues. This was seen in 1962 by visitors of the Leipzig Fair, where the official international debut of the novelty took place. Alas, the socialist system was preparing such projects for a long life, and, whatever the advantages, they were gradually exhausted. In 1965, a car with a 1050kg payload was added to the production program. Remembers of the experience of the FFrameworks, the rear longitudinal-bearing frame was attached to the front cab. The repeated attempts to improve the design were limited to changes without which the car could not be sold on foreign markets. The machine purchased two-contour brakes with a diagonal drive, enlarged the size of the equipment. The 900-cylinder two-stroke two-stroke engine AWE-311 from the Wartburg-311 car in 1962 was crushed to 991 "blocks" (AWE-312), and instead of 28 began to issue at least the degrading 42 l. c. In 1969, it was necessary to introduce an additional cooling system into the design so that the engine does not overheat. In 1972, the siens were added to all three. The raised issue of replacing the motor was repeatedly postponed. On May 15, 1969, the factory built a prototype of Barkas B1100 with an engine from "Moskvich-412" in the calculation of cooperation within the framework of the Council for Mutual Economic Assistance (SEEA). However, the USSR did not allocate the engines-in that time, the '412th' was a tradable export commodity. I had to be content with what was available. Barkas, however, was in demand outside the GDR. On 22 February 1980, the 100-thousand-th-1,000------------------------------- Barkas was supplied to the NVA, the National People's Army of the GDR. Attempts of the late 1960's to install on Barkas diesel, disc brakes, create a modification capacity of up to 1.3 t. What changed in the car? On 9 August 1977, the hydraulic transmission of the clutch was abandoned. On October 31, 1979, the worm gear was replaced by a more advanced type of "screw nut with rolling balls". In 1985, the Barkas had a diaphragm grip. The maximum changes in the car were the sliding side door in June 1987. A variety of special vehicles, such as the B1000 FR-DL staircase, were created on the basis of semi-wise modification. In 1989, when the union of two Germany was amused, Barkas finally started to set the four-stroke engine, under the license of Volkswagen-the machine was given the symbol B1000-1. This novelty was more of a psychological role: "ossi", as the East Germans called German residents of Germany, did not look so backward in their eyes. And yet, the fate of Barkas and the factory in Heinhagen was sealed. The assembly was carried out by primitive methods, "on the knee," and the disc brakes did not show up. On April 10, 1991, the last Barkas was off the pipeline. He was escorted by a nice typewriter in the long years to look at several generations of Germans. The company has released a total of 175740 Barkas B1000 vehicles. The plant's equipment was dismantled, its traces were lost in St. Petersburg, not in Kazan. Barkas B1000 is one of the bright models of the GDR design, it was win-win in the background of the same Volkswagen Transporter. Barkas B1000 has a forward independent suspension-in the longitudinal and forward diagonal (!) levers. The uneconomical of the engine was compensated for by the carrion muff in the transmission. On X-ray the car is shown in the basic performance of the van. The car was marked with a flat and low floor cargo bay. Its size is 256х1676х1430mm, capacity-6.4 cubic meters. In 1965, a car with a 1050kg payload was added to the production program. Remembers of the experience of the FFrameworks, the rear longitudinal-bearing frame was attached to the front cab. Barkas was supplied to the NVA, the National People's Army of the GDR. A variety of special vehicles, such as the B1000 FR-DL staircase, were created on the basis of semi-wise modification. A B1000 microbus with a sliding side door and passive safety complying with EU standards. The wire of the last Barkas was decorated with a noisy funeral ceremony. "Leipzig" department store on Leninsky Prospekt, where Anker's toys were sold, at the scale 1:25Automobile of Schnelle Medizinische Hilfe on the postmark DDR-German Democratic Republic. A pretty good attempt to refresh the car design was made in 1988. Alas, even cars with 58-strong Volkswagen engines have preserved the design of the 1960's. In 1982, in the district of Torgau, the land of Saxony, a national park called Dahlehen Heide ("Dalensky King") was established, for which the party of such unusual Barkas B1000 was built. In 1983, following the example of the Soviet RAF plant, which built the reanimobile together with the Finns, the Germans built something similar to the Barkas chassis. The entire back of the car, which was referred to as B1000 KK/SMH-3, was from a thermoplastic engine, which was supplied by the BBastei factory, which produced trailer houses. The machine with a mass of more than 2.2 tonnes has pulled the engine with a power of ... 45 l.