Confederacy of Independent Systems (CIS) (32 BBY – 19 BBY)
Repulsor Tank
The Armored Assault Tank (AAT), also known as the AAT-1, was a medium repulsor tank designed by Baktoid Armor Workshop. The AAT was deployed by the Trade Federation and, after 24 BBY, also deployed by the Confederacy of Independent Systems (CIS). It was used by the droid armies from the invasion of Naboo (32 BBY) until the end of the Clone Wars in 19 BBY. It was the main crewed tank of the droid armies, with dozens of thousands of examples built in many droid factories around the Galaxy.
After the proclamation of the Galactic Empire in 19 BBY, all droids were deactivated and, together with the majority of the equipment of the Confederacy of Independent Systems, scrapped. A few Armored Assault Tanks survived the destruction and were deployed by many warlords of the Outer Rim planets, where old droid tanks could be extremely useful when defending from small units of Stormtroopers or in order to oppress the inhabitants of an area.
An early production Armored Assault Tank of the Trade Federation. The difference between the early and late versions of the AAT are their armament positions and camouflage. Photo: Lucasfilm/Disney
A Long Time Ago in a Galaxy far far Away…
The Second Trilogy of Star Wars starts with The Phantom Menace, set 32 years Before the Battle of Yavin (BBY), which took place during the A New Hope movie of the Galactic Republic era. This was followed by the Attack of the Clones, set 22 years Before Battle of Yavin, and Revenge of the Sith, set 19 years Before Battle of Yavin. This timeline, created for the First Star Wars Trilogy, had as year 0 the Battle of Yavin during the bloody Galactic Civil War. This was the first decisive victory of the Rebel Alliance, during which the first Death Star of the Galactic Empire was destroyed.
The Star Wars canon timeline explaining the Star Wars Saga for each canon film and TV series. Source: cultureslate.com
Trade Federation
The Trade Federation was the most powerful commerce guild of the Galaxy, controlling all the major commercial routes, with an enormous number of merchant spaceships in its fleets and even owning some planets.
The Dark Lord of the Sith, Darth Sidious, contacted the Viceroy Nute Gunray, leader of the Trade Federation, in the mid-30s BBY and manipulated him and his guild for his plans to found the Galactic Empire.
The spark which started the fire of the Clone Wars that led to the fall of the Galactic Republic started 10 years before the actual start of the War, with the blockade of Naboo in 32 BBY. The blockade, which began as a showdown, would turn into military occupation of the planet by the Droid Army under Gunray himself.
Viceroy Nute Gunray (right) and his right hand man Rune Haako (left) on the Droid Control Spaceship during the blockade of Naboo in 32 BBY. Source: starwars.com
The brief occupation ended a few days after, when the Gungan Army engaged the Droid Army on the flat landscapes near the human capital city Theed, known as the Battle of the Great Grass Plains or simply the Battle of the Grassy Plain. A group of Naboo soldiers, who had escaped from capture, commanded by Princess Padmé Amidala and Jedi Master Qui-Gon Jinn, took control of the Royal Palace in which Viceroy Nute Gunray was sheltered.
During the attack, pilots from a nearby hangar were liberated by the Naboo rebels and launched an attack on the blockade’s spaceships. During the furious spaceship battle, a young boy called Anakin Skywalker, who would become famous in the years to come, destroyed the droid control spaceship by a stroke of luck, disabling all the droids that had landed on Naboo.
Confederacy of Independent Systems
After the Battle of Naboo, the new Republic Supreme Chancellor, Sheev Palpatine (alias Darth Sidious), approved a decree that increased the taxes for the Outer Rims space routes.
This political maneuver led to the discontent of some hundreds of planets and commerce guilds. In 24 BBY, these planets and guilds joined to form the Confederacy of Independent Systems, led by Count Dooku, (a renegade Jedi and Darth Sidious’ new apprentice) alongside the headstrong Nute Gunray.
Some of the most important commerce guilds that were part of the Confederacy were the Techno Union, Corporate Alliance, InterGalactic Banking Clan, SoroSuub Corporation and, of course, the Trade Federation.
From left to right: Poggle, the Lesser Archduke of Geonosis, Count Dooku, the new Lord of the Sith’s pupil and leader of the Confederacy of Independent Systems, and Viceroy Nute Gunray, leader of the Trade Federation. Here on Geonosis in 22 BBY, a few minutes before the Clone Wars would start. Source: Lucasfilm/Disney
Development
The Armored Assault Tank was developed by the Baktoid Armor Workshop. This company was owned by the Trade Federation, with Wat Tambor (future Techno Union leader) as Chief Executive Officer. The Baktoid company specialized in developing and producing sturdy all-terrain ground vehicles for the civilian market before the blockade of Naboo. Even if these vehicles were officially civilian and were not equipped with armament, they could be easily equipped with support for heavy blaster guns by the owners after acquisition.
The Baktoid Armor Workshop logo, which was never painted on the armored fighting vehicles in manufactured. Source: Wookieepedia
With the deterioration of the diplomatic relationship between the Separatists and the Republic, the Baktoid Armor Workshop received funds from the Trade Federation and was converted to the production of military equipment. Rumors denied by the Baktoid itself stated that the Trade Federation organized a collaboration between the Baktoid Armor Workshop and Haor Chall Engineering, a high-precision manufacturing company specializing in small arms production. The development of new tanks was helped by Baktoid’s brilliant Chief Designer, Raith Sienar, described as “obsessed with tanks”.
Some of the equipment produced by Baktoid Armor Workshop during the Battle of the Grassy Plain. There are three AATs, two Multi-Troop Transports (MTTs) armored droid carriers, two Platoon Attack Craft unarmored droid carriers, and various Single Trooper Aerial Platforms (STAPs) supporting them. Source: Wookieepedia
After the blockade and the Battle of Naboo, the Trade Federation was forced to distance itself from Baktoid. This forced Nute Gunray and his subordinates to finance the creation of the Baktoid Combat Automata, an illicit company, composed of various subsidiaries located on many planets under the Confederacy of Independent Systems’ control. The most important known Baktoid subsidiary plants were located on the planets of Balmorra, Foundry, Geonosis, Cato Neimoidia, Ord Cestus, Ord Lithone, Skako, and Telti. For the duration of the war, the Baktoid subsidiary plants produced an uncountable number of battle droids, tanks, and weapons with which the Confederacy of Independent Systems defeated the Clone Armies of the Galactic Republic on many occasions.
Design
Armor and Hull
The tank was built over anti-gravity repulsion discs that allowed the vehicle to levitate some centimeters off the ground. The frontal repulsor disc was under a thick half-round shaped armored structure that could be dismounted from the superstructure. The rear repulsor disc was placed under the fighting compartment. On the sides sat the autoloaders for the 6 grenade launchers, placed 3 per side in the rounded structure.
A Trade Federation Armored Assault Tank cross section. Source: Dorling Kindersley Publishing
Despite it being an expensive solution, the adoption of repulsor discs made the vehicle invulnerable to pressure-operated landmines, while the height above the ground also provided it with some protection against RC-IED (Radio Controlled – Improvised Explosive Devices).
An early production AAT. This design took part in the Battle of Naboo in 32 BBY. Source: swse.fandom.com
Despite the cost of the repulsor discs, it is possible to assume that an AAT was cheaper compared to other armored vehicles of its era commonly spotted on the Clone Wars battlefields. These included the NR-N99 Persuader-class Droid Enforcer Tracked Sentient Tank, which cost 120,000 Galactic Credit, or the Clone Army’s All Terrain Tactical Enforcer (AT-TE), which cost 300,000 Galactic Credits.
Left, The NR-N99 Persuader-class Droid Enforcer Tracked Sentient Tank, another less famous tank of the droid armies. The All Terrain Tactical Enforcer (AT-TE) tank, the main Clone Army’s armored fighting vehicle and main opponent of the AAT. Photos: Wookiepedia
As with all the Baktoid Armor Workshop armored vehicles, the Armored Assault Tank was composed of thick armored plates capable of easily withstanding light laser guns. This made it a virtually unstoppable behemoth against clone trooper patrols without portable anti-tank weapons and, in general, against any enemy without medium blaster guns. The repulsor generator, power generator, and power converter were kept in the rear of the vehicle, increasing the protection.
Rear view of an Armored Assault Tank. The rear access door is opened to permit Separatist General Whorm Loathsom to start peace negotiations with Jedi Master Obi-Wan Kenobi during the Battle of Christophsis (22 BBY). Note the heavy armored plates with which the lower half-round superstructure was made. Source: starwars.com
Even the communication system was placed at the vehicle’s rear. It both connected all the vehicles of a unit to ease coordination and also permitted a constant connection link with the Separatist Command Spaceship in orbit above the planet on which the AATs operated.
The Armored Assault Tank’s rear. The rear access ramp (closed) and turret base are clearly visible. Source: miaurnbull.pw
On the superstructure were three handles on each side. These were used by B1 Battle Droid ‘tank-riders’ when traveling long distance to avoid draining their batteries. On the rear of the superstructure, near the main armament, two horizontal trunnions were placed for the secondary armament.
Two B1 Battle Droids taking a ride on an early production AAT. The droid in the background is holding one of the handles on the vehicle’s superstructure. Source: static.wikia.nocookie.net
Propulsion
The Armored Assault tank was propelled not by a conventional combustion engine, but by a power generator that, thanks to the tank’s levitation, was small and compact and probably not very powerful given the lack of friction with the ground.
The maximum speed of the AAT was 55 km/h (34 mph), which was decent for such an armed and armored vehicle.
The propulsion and repulsion systems were placed on the vehicle rear, increasing their protection and decreasing the IR signature against missiles with infrared homing guidance systems.
The energy supply guaranteed an autonomy of one week before necessitating a battery recharge or change at a Separatist field workshop, base, or C-9979 landing craft.
However, the lack of friction with the ground meant that the vehicle was slower to brake and steer, being more difficult to control and presenting further difficulties for fire control.
An Armored Assault Tank of the Desix Droid Battalion during the defense of Desix city following the end of the Clone Wars (19 – 18 BBY). Source: Wookieepedia
Turret
The one-droid (or humanoid) turret was placed over the AAT superstructure and was characterized by its low profile. Another interesting feature of the turret was what seems to be a separated section containing the gun, gun elevation, and autoloader separated from the droid commander. This feature surely increased survivability for a humanoid crew member.
During the Battle of Christophsis, General Whorm Loathsom checking out the advance of his troops from the commander’s hatch of an Armored Assault Tank. Even if developed for droid crews, the AATs could be manned by alien crews. Source: imperialtalker.com
The turret was equipped with a plethora of fire control systems, observation systems, and other devices, such as the turret rotation mechanism and battlefield sensors that were placed on the left side of the turret. Both the driver and commander had periscope scanners and stereoscopic cams at their disposal. A major shortcoming of the AAT was the lack of a commander’s independent periscope, which forced the vehicle commander to expose himself from the turret’s hatch to check the battlefield, becoming an easy target for enemy snipers or ambushes.
Armament
The Armored Assault Tank was one of the best armed vehicles of the Clone Wars era. The main gun was placed in the turret and was manned by the droid commander from the turret’s interior. It was equipped with a muzzle brake and was capable of dealing with the majority of Republican armored fighting vehicles. It also had an elevated firing rate, permitting it to quickly engage clone trooper walkers during assaults. The main gun could be raised at high angles to engage slow-flying incoming targets, such as the ubiquitous Low Altitude Assault Transport/infantry (LAAT/i) clone gunships.
Main armament sight reticle showing Jedi Grand Master Yoda during a clash on Rugosa (22 BBY). Source: starwars.fandom.comalias Wookieepedia
On the horizontal trunnions on the superstructure’s sides were two secondary laser guns coupled with rangefinders. Two other guns were located on the lower side of the superstructure, on the sides of the driver. These were short range laser blasters that were rarely used and were of limited utility, similar to the bow machine guns of early WW2 American tanks.
Four AATs fighting against the Gungan Army, shortly followed by Multi-Troop Transports during the Battle of the Grassy Plains. The short range laser blasters are visible on the superstructure’s lower side. Source: starwars.com
In the round-shaped structure were a total of 6 grenade launchers with their autoloaders and 57 grenades each. When an Armored Assault Tank exhausted its grenade launcher’s ammunition, it turned back to its carrier. There, an automated workshop replaced the lower structure with a fully loaded one.
The grenade types fired from the lower grenade launchers of the Armored Assault Tank. Source: Star Wars: Complete Cross-Sections
The grenade launchers fired three types of ammunition: Bunker-busters against static fortified positions, armor-piercing against enemy armored vehicles, and high-energy against infantry, artillery positions, and unarmored vehicles. After leaving the barrel, the grenades were covered by high-energy plasma that decreased friction with the air, increasing speed and penetration in the case of the armor piercing rounds.
An early AAT opens fire with four grenade launchers simultaneously. In the foreground, a high-energy shell. Source: fantasyflightgames.com
With all this firepower, the AAT proved to be among the most multi-purpose vehicles in the Clone Wars, able to not only face similar vehicles in protection and armament, but also to serve as a fire support vehicle during Separatist assaults, being able to destroy any kind of threat it faced, from Republican gunboats, to fortifications, to the Heavy Assault Vehicle/wheels (HAV/w) A6 Juggernaut that were among the best armored and armed vehicles in the Republican Army. It maintained a cost-effectiveness that was drastically better than that of its opponents thus becoming extremely advantageous to produce for the Separatist armies, which were notorious for skimping on raw materials and quality of their equipment, preferring quantity over quality.
Crew
The crew of an Armored Assault Tank was composed of four battle droids, on some occasions substituted by four humanoid sentient aliens. A B1 Battle Droid of the OOM command battle droids series was usually the vehicle’s commander even if it was also common to see OOM AAT Driver Battle Droids as tank commanders.
An OOM pilot battle droid was the driver, positioned in the front of the fighting compartment, with a big round escape hatch on the front.
Driving position of an AAT. Source: starwars.com
On the driver’s sides, there were two more gunner positions for OOM AAT Driver Battle Droids that operated the secondary armaments of the tank. It is likely probable that, in case of breakdowns, the gunners in the hull could take the controls of the turret gun or vice versa. The commander could fire the secondary armaments from its position.
An OOM command battle droid, named OOM-9, over an AAT commanding a company of armored vehicles during the Battle of Naboo. Source: Wookieepedia
To distinguish an OOM command battle droid, an OOM AAT Driver Battle Droid and an OOM pilot battle droid, paint schemes were applied over the usual B1 Battle Droid kaki camouflage. The command droid received yellow circles on the torso and head, the AAT driver droid received blue markings on the torso while the pilot droid received two different shapes of dark green markings on the head and torso.
Three droid tank commanders over their AATs’ turrets during a briefing in the clashes of Rugosa. The side ones are OOM AAT Driver Battle Droids with their complex tow-tone green markings while the middle one is a OOM command battle droid. Source: youtube.com “Star Wars: B1-Series AAT Pilot Battle Droids” @Mando and Scoundrel Gaming
The crew had a total of three access points, the main one was the rear entrance, which made it easy to evacuate the vehicle in a hurry. The others were the commander’s cupola and the front escape hatch that was rarely used due to exposure to enemy fire and the presence of the more useful rear entrance.
For self-defense, the droid crew could rely on the common E-5 light blaster rifle produced by the Baktoid Armor Workshop. It was a cheap and light gun, characterized by its compactness and thus really useful in the narrow spaces of the AAT. The crew was probably also equipped with other weapons, such as thermal detonators or E-60R missile launchers, but these are only assumptions, since no image shows such equipment inside an AAT.
An AAT B1 Driver Battle Droid with its usual blue paint addition and a standard E-5 light blaster rifle. Source: reddit.com
According to various sources, the AATs which were not scrapped after the end of the Clone Wars fell in the hands of the Alliance to Restore the Republic where they were modified in order to better accommodate organic crews. Anyway their service with Alliance to Restore the Republic is completely unknown.
Differences Between Models
The Armored Assault Tank was produced for 13 years in the droid factories. During its production history, it saw some modifications to speed up production, save on raw materials, and decrease the overall costs. To cool the hardware inside the vehicle or simply to let a humanoid crew survive, the AATs of the Trade Federation were equipped with an air intake on the lower side of the superstructure.
Early production Armored Assault Tanks with new Confederacy of Independent Systems camouflage. Old batches of Armored Assault Tanks were deployed until their total destruction or wear and tear. Source: deviantart.com @SirChewy
A modification between the AATs deployed by the Trade Federation and the most modern versions adopted by the Confederacy of Independent Systems was the commander’s hatch on the turret roof. In the early models, it was composed of two doors opening to the sides, while on the later models, the hatch was composed of a single rear-openable door.
OOM-9 command droid refers to the successful landing on Naboo to Viceroy Nute Gunray in 32 BBY. Note the early-type two doors cupola. Source: Wookieepedia
During production, there was a modification on the original secondary armament. The laser guns coupled with rangefinders installed on horizontal trunnions were replaced with twin heavier laser guns, increasing the already heavy firepower of the tank. This however came with the removal of the short range laser blasters from the superstructure, which were probably judged to be superfluous because they fired solely in the direction of travel and were of too limited power to be effective against anything other than clone troopers.
An Armored Assault Tank of late production in its usual Confederacy of Independent Systems camouflage. The twin heavier laser guns and the absence of the short range laser blasters are clearly noticeable. Source: battle-droids.fandom.com
Operational Use
The production of the Armored Assault Tank started before the Battle of Naboo, which took place in 32 BBY, even if the exact year of their first tests is not known. During the tests, two AATs fought against each other to assess their resistance, protection, and armament.
It is known that, before using them in the occupation of the peaceful planet, the Trade Federation used the AATs against the pirate armies of several Outer Rim planets with great results. One such example was on the planet of Lok in the Karthakk System, where battles against pirates were fierce. When the tanks were moved to Naboo, some were already battle-scarred.
When the invasion of Naboo was ordered, the Armored Assault Tanks were the most common armored vehicle of the Droid Army and were deployed in the droid units in proportion of two AATs for each Multi-Troop Transport (MTT). The only criticism encountered in the first part of the operation were the dimensions of the vehicles that, during urban operations in Naboo’s capital city, Theed, damaged some buildings.
AATs and B1 Battle Droids advancing through the Royal Palace’s Square in Theed, Naboo’s capital city. Source: starwars.fandom.comalias Wookieepedia
With the start of the Clone Wars in 22 BBY, the Armored Assault Tank saw an increased production rate. Due to its low cost and speed of production, it quickly became the most common Separatist vehicle encountered by clone troopers and the Jedis. After the first battles of the war, the AAT showed its vulnerabilities against the Republican force’s PLX-1 anti-tank missile launcher and TX-130 tank of the Saber-class. With the continuation of the war, clone troopers learned by experience how to disable an AAT at short range using hand grenades and EMC (ElectroMagnetic Compatibility) grenades dropped in the tank hatches after separating it from droid infantry. Another solution was to ambush isolated AAT with fast All Terrain Recon Transport (AT-RT) attacking the tanks at short distances on the sides.
An AAT ambushed by AT-RTs during Battle of Ryloth (22 to 21 BBY). Despite heavy armor, the AAT was vulnerable to short-range side ambushes. However, clone walkers had to score many hits before destroying it. Source: Wookieepedia
Despite its vulnerability and its career of over 10 years, the Armored Assault Tank was still produced when the war ended and widely deployed in the droid armies of General Grievous, the Separatist Army’s commander. One possible reason, in addition to low cost and ease of production, is to be found in the ease of operating a manned tank compared to the cost of a sentient droid-tank. In the event of battlefield damage, the crew of an AAT could partially fix the damage and return to the carrier’s automated workshop for repair. A sentient droid-tank, such as the NR-N99 of the Persuader-class, could not self-repair due to the absence of a crew. The AATs took part in the majority of the Clone Wars’ battles as main battle tanks of the droid armies. They were present during some of the great successes of the Separatists during the three years of the Clone Wars.
A late model Armored Assault Tank during the Siege of Muunilinst (22 BBY). It was painted with the InterGalactic Banking Clan camouflage, identical to that of the Trade Federation. Source: star-wars-clone-wars-original.fandom.com
In order to transport the droid assault forces from the spaceships to the planet surface, 4-wing C-9979 landing craft were deployed. Each C-9979 landing craft could transport a total of 114 AATs: 24 on each front wing and 33 on each rear wing. The C-9979 also worked as a workshop for damaged battle droids or vehicles. When an AAT finished its ammunition, it returned to its C-9979 landing craft that automatically replaced the empty racks with fully loaded ones. This totally automated process sensibly decreased the loading time, allowing the crew to remain on board the tank and return to the battlefield in a few minutes. At the same time, the automatic workshops substituted damaged parts of the AATs to put them back on the battlefield as soon as possible. The vehicle could also be deployed on moons and asteroids without an atmosphere if operated by a droid crew.
A C-9979 landing craft unloading an AAT and some droids units on Rugosa. Source: starwars.fandom.comalias Wookieepedia
In 21 BBY, the Techno Union attacked Ryloth populated by the peaceful Twi’lek. The armies of Wat Tambor quickly repulsed the clone forces on the planet and started a hard dictatorship which was disturbed only by the ruthless warrior Cham Syndulla.
Later on, the Galactic Senate sent a clone force to free the planet. The force was commanded by Master Jedi Mace Windu supported by Jedi Master Obi-Wan Kenobi and Jedi General Anakin Skywalker. After a hard fight to create a bridgehead on the planet, the clone forces started to push back the droid forces which spared no droids and AATs to stop the Republican advance.
In one of these clashes, the droids successfully employed ambush tactics to slow down the clones, inflicting the maximum number of losses. Probably, without Jedis and Cham Syndulla’s rebels, the campaign would have failed.
Techno Union’s AATs ambush a column of clone’s All Terrain Tactical Enforcer tanks during the Battle of Ryloth on 22 BBY. Source: youtube.com
During the Battle of Christophsis on 22 BBY, the AATs were between the main droid armies’ vehicles. During the Battle of Chaleydonia, capital city of the planet, the clone forces were trapped and Jedis were called to intervene.
The heavy firepower of clone’s AV-7 Antivehicle Cannon repelled numerous waves of droid army tanks, and to destroy the clone’s artillery Separatist General Whorm Loathsom adopted an innovative solution. Droid armies would advance below an energy shield to prevent clone artillery from hitting them. The plan worked well and Gen. Loathsom was one step away from destroying the clone armies. Jedi General Anakin Skywalker, however, managed to infiltrate behind enemy lines and disable the shield. The Separatist general should have concentrated on destroying the opposing guns but he entertained himself discussing the terms of surrender of the clone armies with Jedi Master Obi Wan-Kenobi and was caught unprepared by the loss of the shield. In a very short time, the clones responded and annihilated the Separatist forces, including dozens of AATs.
Separatist General Whorm Loathsom’s droid army advanced, covered by the energy shield. On the first line, five AATs and four platoons of B1 Battle Droids shortly followed by three platoons of B2 Battle Droids and NR-N99 Persuader-class Droid Enforcer Tracked Sentient Tanks. Source: starwars.fandom.comalias Wookieepedia
The AATs also saw extensive service in the various battles on the jungle planet of Felucia. A repulsor tank was considered better in the harsh terrain of the planet, legged and wheeled clone vehicles easily got stuck in mud and dense forests. Nevertheless, battles on the planet were often fought along the few roads on the planet. Most of the clashes took place head-on, and the AAT proved adequate in absorbing opposing lasers. Even in ambushes the vehicle could prove very useful, although its low speed did not help.
An AAT with a droid battle group being repelled by a clone’s HAVw A6 Juggernaut. Source: YouTube.com
There was only one instance where the AAT was not used, during the Battle of Kashyyyk in 19 BBY, by then the end of the Clone Wars. The Trade Federation invaded the peaceful forest planet, home of the Wookies, and the Republic rushed to the aid of its allies. There were no AATs in the ranks of the droid armies, although the reasons are unclear. Probably the NR-N99 Persuader-class Droid Enforcer Tracked Sentient Tanks were preferred for their off-road capabilities.
After the Clone Wars, some AATs that survived the scrap, were repurposed by renegade Separatist warlords and the nascent Alliance to Restore the Republic.
Versions
Heavier Armored Assault Tank
During the Battle of Naboo, the Trade Federation also deployed a heavier version of the AAT, called the Heavier Armored Assault Tank (HAAT), of which nothing is known. It was probably hindered by bad performances and judged negatively. When the Baktoid Combat Automata resumed the production of droids for the Trade Federation, the HAAT production was not resumed.
An image of the Heavy Armored Assault Tank. This vehicle only appeared in the game Star Wars: Galactic Battlegrounds. Source: starwars.fandom.com alias Wookieepedia
Heavy Artillery Gun
The Heavy Artillery Gun – Mortar (HAG-M) or Mortar Tank was a self-propelled gun version of the AAT. It was a sentient self-propelled artillery vehicle equipped with a longer superstructure and a bigger gun used for indirect fire during sieges.
The Heavy Artillery Gun – Mortar (HAG-M) in its Confederacy of Independent Systems camouflage. Source: reddit.com u/KunaiOats
The Heavy Artillery Gun’s armor was increased compared to that of the Armored Assault Tank to better protect it from clone armaments. The increased weight decreased the maximum speed. It was capable of becoming a dangerous opponent on the battlefield, but its low speed and maneuverability made it an easy target for more mobile Republican units, such as the small All-Terrain Recon-Transport (AT-RT) walker.
Defoliator Deployment Tank
The Defoliator Deployment Tank (DDT) was a Self-Repulsor Artillery system, developed by droid armies general and gun developer Lok Durd of the Confederacy of Independent Systems. It was a heavily modified Armored Assault Tank armed with a defoliator gun instead of the turret.
This new gun was capable of destroying all organic life forms, such as plants and aliens, leaving the droids intact. The prototype of the DDT was tested for the first time in 21 BBY on the semi-desert planet of Maridun, where only a small colony of Lurmen was located. Thanks to the intervention of some Galactic Republican forces arriving on the planet during a crash landing, the Lurmen village was not destroyed during the defoliator gun tests and Master Jedi Anakin Skywalker sliced the prototype of the DDT with his lightsaber.
The Defoliator Deployment Tank prototype. As visible, the front part of the original chassis of the AAT was left intact, modifying only the rear and turret. Source: star-wars-and-mlpfim.fandom.com
Imperial Armored Assault Tank
The Imperial Armored Assault Tank (IAAT) was a heavier armored version of the AAT adopted by Galactic Empire allies, such as the Trandoshan slave merchants.
The main armament was substituted with a heavy flamethrower. It is unclear if this was an especially produced variant or a simple conversion to operate in the full forest planet Kashyyyk.
An Imperial Armored Assault Tank on Kashyyyk, manned by the Trandoshan. Source: Lucasfilm/Disney
The hull and turret were left unmodified while there are few more external features. The turret was now equipped with a second external position for another gunner. while the half-round shaped structure was elongated at the back probably to increase the flamethrower fuel reserve.
This vehicle appeared for the first time in 18 BBY. Some Trandoshan slave merchants on the forest planet Kashyyyk, homeland of the Wookies, were attacked and stopped by the Clone Force 99 (also known as the “Bad Batch”) and Padawan Gungi.
The new Imperial Armored Assault Tank seen in 18 BBY in Kashyyyk in the hands of Trandoshan slave merchants. Apart from some differences in the rear hull and turret, the vehicle remained an unmodified Separatist AAT. Source: starwars.com
Camouflages
During its operational life, which continued without interruption from 32 BBY to 19 BBY, the Armored Assault Tank saw different camouflage schemes.
The early camouflage was the standard reddish-orange one used by the Trade Federation before the creation of the Confederacy of Independent Systems. It was a generic camouflage also applied to B1 Battle Droids and with darker shades even to Multi-Transport Troops, Single Trooper Aerial Platform (STAP), and landing crafts.
With the creation of the Confederacy of Independent Systems, the various guilds customized many of the camouflages, usually using their usual guild coat of arms colors.
For the AAT, unfortunately, only the standard Confederacy of Independent Systems camouflage was used.
Example of camouflages adopted by the various Separatist guilds on the Droid Tri-Fighter. Source: deviantart.com @SheldonOswaldLee
The Armored Assault Tank deployed from 24 BBY onward were repainted with two-tone camouflage composed of silver-gray and blue, with the Confederacy of Independent Systems’ coat of arms on the lower rounded structure for aerial identification.
An early AAT version with the Confederacy of Independent Systems’ camouflage. Source: 3dexport.com
Conclusion
The Armored Assault Tank was the most iconic vehicle of the Droid Army during the whole duration of the Clone Wars. It had a production history that lasted for 13 years, from 32 BBY until the final fall of the Galactic Republic in 19 BBY.
While well designed and with only minor flaws, its crew composed of cheap droids usually failed in operating these tanks competently, causing high losses that could have been avoided with humanoid crews or more developed droid crews.
Although some new Republican vehicles were more powerful than the Armored Assault Tank, it remained the most produced and used Confederacy of Independent Systems vehicle and, most importantly, one of the best armed vehicles for the whole duration of the war.
An early production Armored Assault Tank of the Trade Federation during the Battle of Naboo on 32 BBY.Late production Armored Assault Tank with standard Confederacy of Independent Systems’ camouflage during the Clone Wars. Illustrations by Oussama Mohamed ‘Godzilla’.
Specifications
Dimensions L-W-H
9.75 x ? x ? m
Crew
4 droids (driver, commander, 2 gunners)
Speed
55 km/h (34 mph)
Armament
1 Heavy Laser Gun, 2 Repeating Blaster Guns, 2 Light Blaster Guns, 2 Chain-fed Energized Shell and 6 Grenade Launchers
Armor
Thick
Sources
Lucasfilm Ltd, The Walt Disney Company, Walt Disney Studios
Star Wars Vehicles Collector Magazine – Number 49 – Lucas Book
Star Wars: Complete Cross-Sections, David West Reynolds and Curtis Saxton – Dorling Kindersley Publishing, 18th March 2007
Starwars.com
starwars.fandom.com alias Wookieepedia
Star Wars, The New Essential Guide to Vehicles and Vessels, W. Haden Blackman, Ballantine Books, New York, 2003
Autocarro FIAT 626N. Illustration done by Oussama Mohamed 'Godzilla', funded by our Patreon campaign.
Kingdom of Italy (1939-1948)
Medium Truck – 7941 Built
The Autocarro FIAT 626N (English: FIAT 626N Truck) was a medium truck produced by Fabbrica Italiana Automobili di Torino or FIAT (English: Italian Automobiles Factory of Turin) for the European civilian market and the Italian Regio Esercito (English: Italian Army). The majority of the trucks produced between 1939 to 1943 were delivered or requisitioned by the Regio Esercito for the needs of the war.
The FIAT 626N became the most widely used medium truck of the Regio Esercito during the Second World War. After the Armistice of 8th September 1943, thousands of Autocarri FIAT 626N were produced for the Germans with modifications made to speed up production. Some were also deployed by the Repubblica Sociale Italiana (English: Italian Social Republic) and by the Italian Partisans during the Italian Civil War.
After the war, the Autocarro FIAT 626N was one of the most common medium trucks deployed in Italy, remaining in production until 1948. The Esercito Italiano (English: Italian Army), born after the Second World War, employed it until 1954.
An Autocarro FIAT 626NL loaded with paint barrels and towing a fully-loaded trailer. Source: italie1935-45.com.
History of the Project
After the Great World War, in the 1920s, the Italian industry grew with the production of petrol trucks. When, in the 1930s, the Germans presented the first medium and heavy trucks powered by diesel engines, many Italian companies sent requests to German ones to produce their diesel engines under license. The only Italian company that did not search for a new diesel engine was FIAT Veicoli Industriali (English: FIAT Industrial Vehicles), the FIAT branch that produced trucks. In fact, FIAT had already developed diesel engines for other roles with German Engineer Rudolf Diesel in 1906. In the 1930s, FIAT only adapted its diesel engine for use on trucks.
As for the other Italian companies:
Lancia Veicoli Industriali copied the German Junkers diesel engines for its Lancia Ro and Lancia Ro-Ro trucks.
ALFA Romeo copied the Deutz diesel engines and Büssing-NAG chassis.
Isotta Fraschini copied MAN diesel engines.
Fabbrica Automobili e Velocipedi Edoardo Bianchi (English: Edoardo Bianchi Automobile and Bicycle Factory) copied the German MDU diesel engines.
Officine Meccaniche or OM (Mechanical Workshops) copied BUD diesel engines and Saurer chassis.
All the vehicles produced by these companies were powered by petrol or diesel engines, had different payloads and weights and, in some cases, the characteristics and standards differed drastically even between trucks produced by the same company. In 1937, the Italian government introduced a law on truck production through the Regio Decreto (English: Royal Decree) N° 1809 of 14th July 1937, creating the so-called Autocarri Unificati (English: Unified Trucks). The law was passed for three main reasons:
Firstly, Italy was a rapidly growing nation with numerous companies producing dozens of different models of trucks. Standardization would lead companies to produce vehicles more similar to each other and with common parts, increasing the production capacity and reducing maintenance and repair costs.
Secondly, there was also the problem of embargoes placed on the Kingdom of Italy and the policy of autarky, which was the aspiration of Italian Fascist leaders to be economically independent from foreign countries. Unified truck standards would certainly help to avoid wasting resources. An example was wheel rim size. After 1935, due the embargoes placed because of the invasion of Ethiopia, Italy had little rubber with which to produce tires. If all the trucks had the same rim diameters and sizes, the companies produced one-size tires adaptable on all medium and heavy trucks.
Thirdly, and probably most importantly, the unification of civilian and military truck standards meant that in case of war, all civilian trucks could be requisitioned for war needs.
Autocarri Unificati Laws
Truck Types
Medium
Heavy
Maximum Weight (tonnes)
6.5
12
of which payload (tonnes)
3
6
Engine Type
Diesel ¹
Diesel
Maximum Speed (km/h)
60
45
Maximum Turning Radius (m)
7
7
Length (m)
2.35
2.35
Ground Clearance (cm)
20
20
Driving System
4×2
4×2
Note
¹ In some cases petrol engines were also accepted for medium trucks
For heavy trucks, the maximum weight did not exceed 12,000 kg, of which at least 6,000 kg had to be payload, with a diesel engine and a minimum road speed of 45 km/h. The ALFA Romeo 800 and FIAT 666N were the first heavy trucks designed under the Regio Decreto N° 1809 rules.
For the medium trucks, petrol engines were permitted in some cases, but the majority had to use diesel engines. The maximum fully loaded weight had to be 6,500 kg, of which 3,000 kg of cargo. The maximum speed had to be 60 km/h, while the turning radius was to be 7 m. The first medium trucks to be designed under the Regio Decreto N° 1809 rules were the Autocarro FIAT 626N, the ALFA Romeo 430, and the Bianchi Miles medium trucks.
A Bianchi Miles medium truck produced under the Autocarri Unificati laws. Source: italie1935-45.com
This, however, led Italian truckers to be reluctant to purchase this new type of truck, as it was clear that, within a few years, the Kingdom of Italy would enter the war and, therefore, those new trucks would surely be requisitioned first. So, despite their better features, Italian truckers preferred to continue buying older or less performing vehicles that theoretically would not be requisitioned in case of war.
History of the Prototype
FIAT started the development of a new medium truck to substitute the old Autocarro FIAT 621, a light lorry with a payload capacity of 2.5 tonnes produced after 1929.
A FIAT 621N in its last version, produced between 1934 and 1939. Source: favcars.com
Designed under the new rules of 1937, FIAT developed its first cab-over medium truck with the same characteristics as its new cab-over heavy truck, the FIAT 666N.
Autocarro FIAT 626N, one of the first produced by FIAT. Sources: facebook.com @Curzio Cobetti
The prototypes of the Autocarro FIAT 626 were presented on 15th May 1939 at the FIAT Mirafiori plant, on the day of the plant’s inauguration, in the presence of Mussolini himself.
The FIAT 626 was immediately presented with two different variants: Autocarro FIAT 626N (N for Nafta – Diesel) and FIAT 626NM (NM for Nafta Militare – Diesel Military). The latter one was presented to the Regio Esercito in 1939.
Autocarro FIAT 626NM during testing at the Centro Studi ed Esperienze della Motorizzazione. Sources: Archivio Ufficio Stroico dello Stato Maggiore dell’Esercito
The military version differed from the civilian version through the addition of acetylene headlights, a bulb horn, support for rifles on the cab’s roof, manually operated turn signals on the sides of the windscreen, and only the rear side of the cargo bay was openable.
Design
Chassis
The chassis consisted of two stringers connected by side cross members. In the front, the bumper connected to the stringers. The engine and radiator were in the center, between the driver and passenger’s seats. The compressed air tank for the brakes and the battery box were fixed on the left side of the chassis, while the fuel tank and the muffler were placed on the right side.
A FIAT 626N’s ‘naked’ chassis. On the right side were the 75-liter fuel tank and compressed air tank, while on the opposite side was the battery box. Source: italie1935-45.com
Engine and Suspension
Propulsion was provided by a FIAT Tipo 326 6-cylinder in-line diesel engine. It had overhead valves, with a displacement of 5,750 cm³ and FIAT-produced injectors. The maximum output power was 65 hp at 2,200 rpm on the FIAT 626N and NM. It was equipped with injectors FIAT Tipo 6-65-2S11 that suffered from injection fail in the cold Russian steppes and Balkans.
The ignition problems forced the crews to mix the diesel fuel with gasoline in order to allow the engine to start. In some cases, crews had to light fires near the vehicle’s cabs to heat the engine before starting it.
To solve these problems, the petrol variant of the FIAT 626 entered service and was mainly assigned to units operating in the Soviet Union and the Balkans.
A FIAT Tipo 326 engine on a bus on the FIAT 626N’s chassis. Source: escuderia.com
The maximum fully loaded speed on-road was 64 km/h. The fuel was kept in a 75-liter tank located on the right side of the chassis, which offered a 400 km on-road range (fuel consumption of 18 liters each 100 km). A diaphragm pump then pumped the fuel into a 5.5-liter tank located behind the cab’s dashboard. This ensured trouble-free feeding thanks to a gravity injection pump. This system ensured, in case of pump failure or puncture of the main tank, a limited range until reaching a workshop that could repair the damage.
Image showing how to remove the FIAT Tipo 326 engine from a FIAT 626 cab. Source: italie1935-45.com
The water-cooling tank had a capacity of 34 liters. Air was drawn through two filters mounted at the back of the engine. As on the FIAT 666 heavy truck, the engine could be extracted through the cab’s front after the removal of the grille thanks to rollers mounted on the two supports of the engine, rolling on guides fixed to the frame. The lubricant oil for the engine was 15 liters (about 14 kg), 1.5 liters (1.2 kg) for the oil bath filters, and about 11 liters of oil (9.7 kg) in the gearbox and transmission. The brake fluid volume was 1.5 liters (1.2 kg).
Brakes and Electric Systems
The single dry plate clutch was connected to the gearbox via a drive shaft. This could be removed independently of the gearbox and engine simply by removing the rear casing. This meant that maintenance and disassembly were easier.
The transmission had five forward gears and one reverse gear and was equipped with a reducer. The drum brakes were hydraulic and had a pedal-operated air-brake booster. In case of breakage of the hydraulic brake system, the brakes automatically stopped the vehicle. The compressed air tank was located on the right of the frame. It had a pressure of 5.5 bar (550 kPa).
The battery box of the FIAT 666NM. The box and batteries were identical for both vehicles. Source: Archivio FIAT
The electrical system worked on both 12 and 24 V, with a starter model FIAT 6 cv/24 V and a FIAT 300 watt/24 V dynamo. The headlights, stop lights, license plate lights, and other electrical systems were charged by two Magneti Marelli 6MFZ21 12 V batteries connected in series with a tension of 160 Ah.
Structure and Bodyworks
The cargo bay was 4 m long by 2.05 m wide. The height of the cargo bay was 600 mm on the civilian version and 650 mm on the military version, for a total cargo volume of 4.92 m3 and 5.33 m3 respectively.
It was homologated to carry up to 3.32 tonnes of cargo. The cab had the steering wheel and the driver on the right, while the vehicle’s commander was placed on the left. The cab’s doors opened backwards.
Interior of the FIAT 626NM’s cab in 1939. Source: myntransportblog.wordpress.com
FIAT was one of the only Italian truck companies that produced bodywork for its vehicles instead of having them coach-built. This allowed FIAT to increase the speed of its production, as well as reducing the overall cost of the truck. Despite this, some FIAT 666N were provided with custom coach-built bodies by various private companies upon special request from the customer.
Autocarri FIAT 626 ready to be delivered at the FIAT Mirafiori plant. Modifications by specialized bodyworkers were made only at the customer’s request. Source: facebook.com @Curzio Cobetti
Due to the slow production rates, some early FIAT 626NMs were equipped with civilian FIAT 626N cabs. These differed from the military ones by the presence of a road sign on the cab’s roof. The black square with a yellow or white triangle painted inside meant the truck could tow a trailer and warned drivers in its vicinity to be careful. If the rectangle was upright, the truck was towing a trailer. If it was horizontal, the trailer was not present. The triangle was only required by law on civilian vehicles. Another detail not present on the military cabs were the electric arrow keys that were manual on the military version.
In spite of its respectable dimensions and its large load capacity, the FIAT 626 heavy-duty truck chassis weighed less than 1 tonne. The bodywork and cargo bay increased the weight by about 3 tonnes, for a total empty weight of 3.73 tonnes in the FIAT 626NM variant. The FIAT 626NM had a weight, fully loaded, of 7.05 tonnes, while the FIAT 626NM for the Italian Regia Aeronautica (English: Royal Air Force) had a total weight of 7.125 tonnes due to the presence of a second spare wheel added at the request of the Air Force.
Fully loaded, it could climb a 25° slope and drive at 64 km/h. Thanks to its short wheelbase and cab layout, it was comfortable traveling on mountain roads.
The FIAT 626NM had a wheel rim size of 20 x 6” (50.8 x 15.24 cm). Like the other vehicles, it could use a wide variety of tires developed and produced by the Pirelli company in Milan.
Various types of customizations could be requested by the clients from private coachwork companies.
Special bodywork made by Officine Viberti for the Barilla pasta company. The model 626N suggest that it was a pre-war modification. The image was taken in Parco del Valentino in Turin. Source: Officine VibertiA FIAT 626N dump truck bodyworked by Officine Viberti in October 1939. Source: Officine Viberti via facebook.com @Camion D’epoca
Most Common Variants
FIAT 626N Coloniale
In 1940, the FIAT design office developed a version intended for use in the Italian African colonies. The Autocarro FIAT 626N Coloniale (English: FIAT 626N Colonial Truck) had some improvements to adapt it to the climate of the colonies. The two original cartridge air filters were replaced by oil-bath filters placed in a box attached to the left, in front of the battery. To increase cooling efficiency, a 6-blade fan replaced the previous 3-blade fan. To increase the vehicle’s range, an additional 135-liter cylinder-shaped fuel tank was mounted transversely at the rear of the frame. The new 8.25×20” rims mounted low-pressure tires for sandy soils and finally, hydraulic shock absorbers were added on the rear axle. The Colonial version was produced until 1940. The loaded (truck + cargo) total weight was 7.05 tonnes, of which 3.14 tonnes were cargo. The FIAT 626N Coloniale weighed 3.91 tonnes and had a maximum speed of 70 km/h.
The Autocarro FIAT 626N Coloniale’s second fuel tank in an original FIAT drawing. Source: Autocarro modello 626 NL e derivati, Uso e manutenzione
Autocarro FIAT 626NL and Autocarro FIAT 626NLM
In 1940, a new FIAT 626 variant with an extended frame was designed. It was presented during the same year in two variants: the Autocarro FIAT 626NL (NL for Nafta Lungo – Diesel Long) for the civilian market and the Autocarro FIAT 626NLM (NLM for Nafta Lungo Militare – Diesel Long Military) for military use. The FIAT 626NLM was produced from the second half of 1940 until 1945, while the FIAT 626NL did not come off the assembly lines until 1945.
Probably the Autocarro FIAT 626NL prototype presented in 1940. After this example, more would not be produced until 1945. Source: Fondazione Negri
The power of the FIAT Tipo 326 engine was increased to 70 hp at 2,000 rpm and the air filters replaced by an oil bath filter, as on the 626N Coloniale. The rear axle was equipped with a manual differential locking system. The electrical circuit operated on two voltages: 12 V for powering the headlights and accessories and 24 V for the engine starter. The Lungo variant had an increased wheelbase from 3,000 mm to 3,320 mm, allowing the cargo bay to be lengthened from 3,650 mm to 4,400 mm. On the civilian version, with cargo sides 600 mm high, the cargo bay’s volume was 5.41 m3, while on the FIAT 626NLM, the volume was 5.86 m3.
The spare tire, positioned immediately behind the cab in previous versions, was moved behind the rear axle on the Lungo variant to make room for the oil-bath filter box.
The Autocarro FIAT 626NLM at the Centro Studi ed Esperienze della Motorizzazione. Source: wikipedia.com
The FIAT 626NLM’s empty weight was 3.96 tonnes plus 3.14 tonnes of cargo, for a total fully-loaded weight of 7.1 tonnes.
The Regia Aeronautica ordered an unknown number of Autocarri FIAT 626NLM with two spare wheels for an increased weight of about 75 kg.
The Autocarro FIAT 626NL produced after 1945 was upgraded. In fact, it was no longer subject to the Unified Truck Act of 1937. The truck weighed 4.08 tonnes and had a maximum payload capacity of 3.52 tonnes for a total fully loaded weight of 7.6 tonnes.
Autocarro FIAT 626BM and Autocarro FIAT 626BLM
Following the first winter experiences in the Balkans, which highlighted the difficulties of starting the diesel engine, FIAT decided in 1941 to develop a new FIAT 626 variant powered by a petrol engine. The two new versions presented on the same year were the Autocarro FIAT 626BM (BM for Benzina Militare – Petol Military) and Autocarro FIAT 626BLM (BML for Benzina Lungo Militare – Petrol Long Military). These models kept the same structure as the NM and NLM and were powered by a FIAT Tipo 226 petrol engine, keeping the FIAT Tipo 326 block, with added spark plugs and a carburetor. Despite the changes, the engine gave out the same 70 hp at 2,200 rpm as the diesel engine. The tank capacity was increased to 110 liters to compensate for the higher consumption of the gasoline engine. As a consequence, the compressed air tank was moved forward on the frame and was partly under the cab, as on the 626N and NM.
The FIAT 626BM and FIAT 626BLM weighed 3.96 tonnes and 4.1 tonnes respectively and were homologated to carry 3 tonnes and 3.32 tonnes of cargo. The two versions were produced until 1945. It is not clear if, after the war, FIAT Veicoli Industriali continued producing a civilian version of the FIAT 626 with a petrol engine.
An Autocarro FIAT 626BLM during testing at the Centro Studi ed Esperienze della Motorizzazione in Rome. Source: wikipedia.com
Buses
From 1939 to 1949, FIAT produced a 29+2 passenger bus version on a low-profile FIAT 626NL frame, the Autocarro FIAT 626RNL (RNL for Ribassato Nafta Lungo – Lowered Diesel Long). Compared to the FIAT 626NL, it had a wheelbase increased to 4,050 mm and a ground clearance of 220 mm. Despite the increased length, it maintained the 7 m turning radius. The extended chassis was stiffened at the rear by two horizontal cross bars, in the middle of which the spare tire was placed. The two rear towing hooks were removed due to the increased overhang.
The FIAT 626RNL chassis with increased overhang and wheelbase. Source: pinterest.com
The rear suspension no longer had compensating springs, which were replaced by hydraulic shock absorbers identical to those fitted to the front. The bodywork, designed by FIAT and built by Aeronautica d’Italia and Officine Viberti, had particularly aerodynamic lines. Access was through two single doors. The last buses on FIAT 626RNL chassis were not withdrawn from service until the early 1970s. The modifications permitted the FIAT 626RNL to reach a maximum speed of 74 km/h.
An Officine Viberti poster of its bus on the FIAT 626RNL chassis. Source: Officine Viberti
The FIAT 626RNL could tow a passenger trailer with seats for 32 passengers for a total of 61 people transported plus a hostess and driver. The loaded FIAT 626RNL weighed 7.6 tonnes.
In 1948, FIAT Veicoli Industriali produced a 5 m wheelbase version of the Autocarro FIAT 626RNL that was bought by private bodyworkers, such as Carrozzeria Casaro, which produced a deluxe bus version with 26 passenger seats, one driver seat, and two hostess seats.
The Autocarro FIAT 626RNL coachworked by Carrozzeria Casaro. Source: mestreantica.it
Autocarri FIAT 626RN and FIAT 626RB
In 1941, FIAT offered two FIAT 626 variants with lowered frames, powered by a diesel or petrol engine, called Autocarro FIAT 626RN (RN for Ribassato Nafta – Lowered Diesel) and Autocarro FIAT 626RB (RN for Ribassato Benzina – Lowered Petrol), respectively. In addition to a lowered frame, these models had a wheelbase increased to 3,700 mm.
Although they were intended to be used as a basis for special versions (bus, ambulance, radio trucks mainly), some of them were offered with an enlarged cargo bay. Their production ended in 1942. These were also used by the Vigili del Fuoco (English: Firefighters). The maximum speed of the truck was increased to 70 km/h, while its overall weight increased to 3,960 kg. The payload remained unchanged.
An Autocarro FIAT 626RB of the Vigili del Fuoco in standard cargo truck variant with a bell in front to prevent citizens from confusing the firefighters’ sirens with air raid warning sirens. Source: Officine Viberti
Military Variants
Autocarro FIAT 625
While the Autocarro FIAT 626 could be used off-road to a certain extent, the experience gained in North Africa demonstrated the need for an all-wheel drive truck to the Regio Esercito. The FIAT design office decided to modify the FIAT 626BLM frame and create a 4-wheel drive version, called Autocarro FIAT 625. The transmission to the front wheels was obtained by replacing the existing axle with another one of tubular section containing half-axles driven by a differential. The reducers placed near the wheels resulted in a significant increase in the width of the axle and the mudguards. For off-road use, the wheel diameter was increased from 22 to 24 in. However, the solution adopted for the front axle limited the possibility of driving in rough terrain due to the low ground clearance.
The Autocarro FIAT 625 prototype at the Centro Studi ed Esperienze della Motorizzazione in Rome for evaluation. Source: italie1935-45.com
A single prototype of the Autocarro FIAT 625 was produced. At the time of the Armistice, it was still being tested at the Centro Studi ed Esperienze della Motorizzazione in Rome. After the war, its design was used to build the first military version of the FIAT 639N in 1950, the CM50.
The prototype of the Autocarro FIAT 625 four-wheel drive medium truck at the Centro Studi ed Esperienze della Motorizzazione in Rome. Source: italie1935-45.com
Ambulances on the Autocarri FIAT 626 Chassis
A total of two ambulance models on the FIAT 626 chassis were produced for the Regio Esercito during the Second World War. The first one was intended for the Polizia dell’Africa Italiana (English: Italian African Police) and had an entirely metallic body. Only a few were built, of which a handful were delivered to the German forces in North Africa.
An Autocarro FIAT 626NM in Polizia dell’Africa Italiana ambulance configuration in service with German units in North Africa. Source: pinterest.com
The second one was built by Carrozzeria Borsani in Milan and by Boneschi in Brianza, on a FIAT 626NM chassis. It was characterized by a sanitary compartment entirely covered with wood. It could accommodate six stretchers or ten seated wounded and a medic.
An Autocarro FIAT 626NM in ambulance configuration coachworked by Carrozzeria Borsani. This particular example was in service with the Italian Army after the war. Note the presence of a single wheel on the rear axle. Source: flickr.com
Autocisterne and Autobotti on the FIAT 626 Chassis
The Autocarro FIAT 626 served as a basis for many fuel and water carrier versions.
The most common was the Autocisterna FIAT 626N Tipo Regia Aeronautica 2 (English: FIAT 626N Fuel Carrier Type 2 for the Air Force) with a capacity of 3,000 liters. The modifications were made by Officine Viberti, which mounted the tank produced by its subsidiary, Società Anonima Industriale di Verona (SAIV) (English: Verona Industrial Limited Company) on a civilian N and NL chassis and a military NM or NLM chassis.
Autocisterna FIAT 626NLM fuel carrier with military cab. Source: italie1935-45.com
A hand-pump was mounted on the right side of the chassis, behind the rear fender. It could be driven by two cranks at the same time. Operated at 200 rpm, it delivered a flow of 120 liters/min. On the Autocarro FIAT 626NL chassis, the hand-pump was replaced. The new one was operated by the truck’s engine thanks to a Power Take-Off (PTO) system. When necessary, the driver stopped the vehicle, would shift out of gear on the gearbox, engage the handbrake and, via a manual override, connected the engine’s flywheel to a second driveshaft that operated the pump. The water tank was identical to the fuel tank with some modifications at the upper cap. The water carrier was called Autobotte FIAT 626 (English: FIAT 626 Water Carrier).
The FIAT 626 fuel carrier was used by both the Regio Esercito and the Regia Aeronautica. To increase the capacity, it was possible to tow a Viberti-SAIV fuel trailer. A spare wheel was transported behind the cab.
After the war, some civilian FIAT 626s were equipped by private bodyworkers as fuel carriers with new fuel tanks that often had a similar capacity to the Autocisterna Tipo Regia Aeronautica 2.
A post-war FIAT 626N in Autocisterna configuration. Source: pinterest.com
Autotreno Radio RT 1000
The Autotreno Radio RT 1000 (English: Radio Truck RT 1000) was designed in 1940 by the company Società Anonima Fabbricazione Apparecchi Radiofonici (SAFAR) (English: Radio Apparatus Manufacturing Limited Company) for the needs of the Regia Aeronautica.
It consisted of a radio-receiver truck on Autocarro FIAT 626NLM chassis and a transmitter trailer. The truck was bodyworked by Carrozzeria Macchi (English: Macchi Workshop) of Varese. The bodywork was divided into three parts. Behind the driver’s compartment was the telephone and radio apparatus that housed the SAFAR 850/A and SAFAR 741/A receiver apparatus. The back compartment had beds for the radio crews and, underneath the floor, four batteries to power the radio apparatus.
Autocarro FIAT 626NLM bodyworked by Carrozzeria Macchi. Source: facebook.com
The Rimorchio Viberti Tipo Corto Modello 1940 (English: Trailer Viberti Model 1940 Short Type) trailer was designed and bodyworked by Officine Viberti. It housed the SAFAR RT 1000 transmitter, a radio direction finder E393N, a generator set composed of a Lancia Aprilia car’s engine putting out 20 hp and an alternator, two batteries and other beds for the personnel.
The Rimorchio Viberti Tipo Corto Modello 1940, ready to operate. Source: facebook.com @Bruno Fochesato
The Autotreno Radio RT 1000 was developed for the Regia Aeronautica, and its role was to guide the fighters from the airfields to intercept the Allied bomber formations with its powerful radio apparatus. Its total production numbers and effectiveness are unknown.
Autofficina Mobile FIAT 626NL
The Autofficina Mobile FIAT 626NL (English: FIAT 626NL Mobile Workshop) was an Autocarro FIAT 626NL bodyworked by Officine Viberti with a rear compartment equipped with tools and radio apparatus spare parts. It was developed for the Regia Aeronautica but, apart from the prototype presented at the Officine Viberti plant, it seems that it was not adopted.
The Autofficina Mobile FIAT 626NL at the Officine Viberti plant. Source: Officine Viberti
Tipografia Mobile Campale su FIAT 626
For the Italian corps which fought in the Soviet Union, the Tipografia Mobile Campale su FIAT 626 (English: Field Mobile Typography on FIAT 626) was produced.
It was composed of four different Autocarri FIAT 626BLM in van variants that served as a mobile field printing office. Identical in appearance from the outside, the 4 vans that made up the field mobile typography each had a specific function: writing, printing, radio, and spare parts. All the rear working sections were heated by a stove with a small smoke extractor on the rear side of the van.
A small number of vehicles was converted as Tipografia Mobile Campale, probably no more than a dozen trucks.
Autocarro FIAT 626GL
The shortage of fuel during the last years of the war forced the development of vehicles using alternative fuels. Many Italian companies designed modifications for their trucks to speed up production and save on raw materials. Many equipped their trucks with gasifiers used to power the truck’s engine.
In March 1945, the Autocarro FIAT 626GL (GL for Gassificatore Lungo – Gasifier Long) was born. The engine efficiency dropped from 25% to 50% depending on the diesel or petrol engine. The vehicle’s short range limited its distribution to the civilian market and only a handful were produced for the Germans.
Autocarro FIAT 628N
During the German occupation, FIAT developed the Autocarro FIAT 628 for the Germans. It had the same chassis and engine as the FIAT 626BLM but had nothing in common with it externally. It was equipped with a cubic Einheits (English: Unity) cab made of Fibertherm Isorel (wood fiber panels). The Einheits cabs were made to speed up production of the German and Italian trucks in the last months of war. Some were also fitted on the Lancia 3Ro heavy trucks or the FIAT-SPA TM40 prime mover.
A new German-designed cargo bay with higher sides was placed behind the cab. The wheels were fitted with sheet metal rims with holes. An unknown but limited number of Autocarri FIAT 628 were deployed by the Germans i until the end of the war.
The Autocarro FIAT 628 outside the FIAT Mirafiori plant. The image clearly shows the differences of the new Italo-German designed vehicle based on the FIAT 626 chassis. Source: wikipedia.com
Civilian Variants
Autocarri FIAT 626 for the Firefighters
Numerous derivatives of the Autocarro FIAT 626 were employed, especially by the Vigili del Fuoco, whether as a large ladder, pump truck, tanker or foam truck.
A standard Autocarro FIAT 626BL deployed by the Vigili del Fuoco after the war. Source: wikipedia.com
The large ladder on the Autocarro FIAT 626RB chassis was produced by Società Anonima Bergomi of Milan from 1940 onwards. It was equipped with a 26-meter long hand-operated Magirus K26 ladder produced under license.
A FIAT 626RB firefighter truck with a 26 m ladder deployed to transport the coffins of four firefighters that died in 1961 at Rivarolo Canavese. Source: italie1935-45.com
The pump truck produced by Società Anonima Bergomi on the Autocarro FIAT 626RB frame after 1939. It was equipped with a centrifugal pump SAB with a rate of flow of 2,000 l/min at 8 bar. Its crew consisted of 9 firemen in addition to the driver.
The Autopompa FIAT 626RB (English: Pump Truck FIAT 626RB) was produced in unknown numbers in two variants until 1942, but many remained in service until the early 1960s.
An Autopompa FIAT 626RB. The front axle had a reinforced rim, so, in case of tire piercing at high speed, the driver would not lose control of the vehicle. Source: facebook.com @Curzio Cobetti
A foam truck variant was produced after 1940 on the Autocarro FIAT 626NL chassis. It carried 2,500 liters of water and 500 liters of foam. Its ASPI centrifugal pump delivered a flow of 1,000 l/min at 10 bar. It was produced in an unknown number and deployed at airfields and airports to quickly extinguish fuel depot fires or crash fires.
The FIAT 626NL foam truck. Photo taken in 1941 in a Regia Aeronautica airfieldt. Source: wikipedia.com
Autocarro FIAT 626EL
During the Second World War, in 1943, FIAT Veicoli Industriali developed an electric variant of the FIAT 626, the Autocarro FIAT 626EL (EL for Elettrico – Electric).
The Autocarro FIAT 626EL was powered by an Ansaldo-FIAT electric motor powered by batteries housed on the sides of the chassis, but its power is unknown. This version remained at the stage of a testing prototype. Despite the ‘L’ in the name, it was not a Lungo. In fact, the truck maintained a wheelbase of 3,000 mm, like the FIAT 626N. It had a weight of 3,960 kg and 3,000 kg of payload.
Prototype of the Autocarro FIAT 626EL in 1943. Source: italie1935-45.com
Autocarro FIAT 626 with Wooden Cab
In April 1943, in order to save on raw materials, FIAT Veicoli Industriali proposed a new variant of the FIAT 626BLM. The sheet metal cab was replaced by a plywood cab with a canvas roof on a wooden structure. Despite the new materials, the original shape was not altered. This model was produced during the German occupation until 1945.
An Autocarro FIAT 626BLM with a wooden cab in civilian post-war service. Source: Pasquale Caccavale
Trattore FIAT 626TNL
After the war, a tractor variant of the Autocarro FIAT 626 was produced to tow semi-trailers with a maximum weight of 14 tonnes. This variant was produced in small numbers. It was named Trattore FIAT 626TNL (TNL for Trattore Nafta Lungo – Tractor Unit Diesel Long).
A post-war Trattore FIAT 626TNL with a 14-tonne semi-trailer. Source: wikipedia.com
Carro Soccorso FIAT 626NLM
Officine Viberti also built a tow truck on the Autocarro FIAT 626NLM chassis. It was equipped with a crane mounted on the rear platform and carried a mobile trolley to be positioned under the front or rear axle of the broken vehicle in order to be able to tow it.
Thanks to its power, the FIAT 626 was able to tow even heavy trucks. The Regio Esercito was not interested in the project because the Italian units usually towed broken down trucks with other trucks by means of iron chains. The only known vehicle produced on the Autocarro FIAT 626NLM chassis with a military cab was employed by FIAT. It may have been produced in small numbers, but probably there was only a prototype.
The Carro Soccorso FIAT 626NLM with military cab bodyworked by Officine Viberti and deployed by the customer service of FIAT in Brescia. Source: Officine Viberti
Trailers
The Autocarro FIAT 626 could tow a total of 6.5 tonnes, meaning that it could tow the Rimorchi Unificati (English: Unified Trailers). These were produced under the same rules as the Autocarri Unificati. The Rimorchio Unificato Medio (English: Medium Unified Trailer) had a length of 4.585 m, a width of 2.15 m, a height of 1.75 m, an unloaded weight of 2.1 tonnes and a payload capacity of 5.4 tonnes, for a total weight permitted by law of 7.5 tonnes. According to these rules, the Autocarro FIAT 626 was not permitted by law to tow fully loaded medium trailers. However, at times during the war, some were used to tow overloaded trailers.
An early Autocarro FIAT 626N towing a medium trailer. Source: italie1935-45.com
The Rimorchi Unificati were produced by Officine Viberti, Società Italiana Ernesto Breda per Costruzioni Meccaniche (English: Italian Company Ernesto Breda for Mechanical Constructions), Officine Meccaniche Umberto Piacenza (English: Umberto Piacenza Mechanical Workshops) of Cremona, Carrozzeria Orlandi of Modena, Carrozzeria Strafurtini, Carrozzeria Bartoletti of Forlì, and Sauro.
Production
In total, the FIAT Mirafiori plant produced 7,941 Autocarri FIAT 626N from 1940 to 1948. Some non-confirmed sources include 35,600 Autocarri FIAT 626NM produced between 1940 to 1948. Unfortunately, FIAT never released the exact number of military variants of the FIAT 626 truck.
Unfortunately, the number of FIAT 626 with petrol engine and other variants that were built is unknown, even if it probably exceeded a couple thousand of vehicles produced.
It was the most common medium truck in Italian civilian and military service in the 1940s. The first known Regio Esercito order requested 1,650 FIAT 626NLM on 19th December 1940. It seems that others were ordered before December 1940, in the FIAT 626NM variant, but the number of vehicles ordered and date of ordering is unknown. Another 1,000 FIAT 626NLM were ordered on 8th April 1941, while on 23rd October 1941, the Regia Aeronautica ordered 490 FIAT 626 in an unknown variant. In 1942, the Regio Esercito ordered 1,000 FIAT 626BLM, 700 FIAT 626NLM and 14 FIAT 626NRL on 5th March and 3,466 FIAT 626BLM, 247 FIAT 626NLM and 3 FIAT 626NLM chassis (probably for prototypes or special variants) on 10th October. The last two Regio Esercito orders were in 1943 when, on 29th February, 19,000 FIAT 626BLM were ordered, and on 6th June, when another 600 vehicles were ordered with the same petrol engine.
A FIAT 626 captured by the Royal Air Force and redeployed in Tunisia with a new particular camouflage and coat of arms. Source: facebook.com @Les Linda Freathy
After the Armistice of 8th September 1943, when the Italians signed a peace treaty with the Allied forces, the Germans captured thousands of FIAT 626s, took control of the Italian industry and produced another 3,323 FIAT 626 and FIAT 628 until 23rd January 1945. The Bulgarian Army received a small number of Autocarri FIAT 626 during the war, probably about a hundred, but their service is unknown.
The production of civilian FIAT 626s was restarted after the war and was stopped only in 1948, when the Autocarro FIAT 639N replaced it on the production lines.
A FIAT 639N deployed after the war by the Italian Army as an ambulance and now preserved in a Bologna Museum. Source: flickr.com @samestorici
Brief Operational Use
The Autocarro FIAT 626 was deployed on all the fronts of the war by the Regio Esercito from June 1940 until September 1943 and by various armies and resistance forces in Europe until May 1945.
Two Autocarri FIAT 626 advancing to Athens in 1941. Source: Archivio Centrale dello Stato
In the Balkans, during the invasion of Greece and the war against the Yugoslavian Partisans, the Autocarri FIAT 626NM and FIAT 626NLM were not appreciated due to their diesel engine ignition problems at cold temperatures. When the Autocarri FIAT 626BM and FIAT 626BLM were introduced, the problems of ignition were solved and the trucks were deployed without significant problems by the Corpo di Spedizione Italiano in Russia (CSIR) (English: Italian Expeditionary Corps in Russia).
A column of FIAT 626s in Ukraine, stopped for Benito Mussolini and Adolf Hitler during their visit to the Eastern Front. Source: Archivio Centrale dello Stato
The Autocarri FIAT 626 with diesel engines also had the same problem with ignition in the Soviet Union. For this reason, most of the FIAT 626s sent to Russia had gasoline engines.
According to some veteran reports, it is known that during the Don Offensive retreat, many Autocarri FIAT 626BM and FIAT 626BML were captured and reused by the Soviet soldiers, who usually only reused the most reliable Axis trucks.
An Autocarro FIAT 626BLM at the Stalino (now Donetsk) airfield in Ukraine. Source: Archivio Centrale dello Stato
In North Africa, the Autocarri FIAT 626NM had problems with the dust due to their cartridge air filters. With the introduction of bath oil filters, the problem was solved and the trucks were deployed until the end of the North African campaign in May 1943.
An Autocarro FIAT 626NLM deployed near Tobruk during Autumn 1941. Source: Archivio Centrale dello Stato
In the two theaters, the Autocarri FIAT 626 were deployed to cover many roles, form prime movers to mechanized divisions trucks, supply and ammunition transporters, and even as anti-aircraft vehicles mounting Cannoni-Mitragliere Breda da 20/65 Modello 1935 (English: 20 mm L.65 Breda Automatic Cannons model 1935) or machine guns in the cargo bay to defend the supply convoys from air attacks.
An Autocannone da 20/65 su FIAT 626NM in North Africa. It was a standard Autocarro FIAT 626NM cargo truck loaded with a Cannone-Mitragliera Breda da 20/65 Modello 1935. Source: Benvenuti
Other Users
French Service
The French Armée de Terre (English: Ground Army) ordered 1,650 Autocarri FIAT 626NM before the Second World War. FIAT and the French Army signed a contract for the delivery of 150 trucks per month starting from February 1940. A total of 700 were delivered before the Italian declaration of war on 10th June 1940.
German Service
Almost all the French FIAT 626s were deployed against the German forces during the invasion of France and Belgium in 1940 and the captured ones were redeployed by the Germans and renamed Lastkraftwagen 3 tonnen FIAT (Italienisch) Typ 626 (English: Truck 3 tonnes FIAT [Italian] Type 626).
The trucks were redeployed by the Germans during Operation Barbarossa and in occupied France.
An Autocarro FIAT 626NM deployed by the French Armée de Terre (English: Ground Force) during the French campaign. Source: eshop
An unknown number of specialized versions (ambulances and fuel trucks mainly) were delivered by the Italians to the Germans in North Africa due to the lack of German specialized trucks.
Two FIAT 626 in ambulance configuration in service with the Wehrmacht after the Armistice whilst receiving a new coat of paint. Source: kfzderwehrmacht.de via Collection Holger Erdmann
After the Armistice of 8th September 1943, the Wehrmacht captured 16,631 Italian trucks, including many thousands of Autocarri FIAT 626. Another 3,346 were built for the Germans between 1944 and 1945, some as FIAT 628N.
The majority of the captured FIATs were deployed in Italy, but a small percentage were deployed by some German divisions in the Balkans, France, Hungary, and Germany. In all the campaigns, the Italian trucks were appreciated for their sturdiness and lack of significant problems. This was partly due to the deployment of many Italian drivers that had already driven the trucks before the Armistice.
FIAT 626NLM with civilian cab deployed by a German Luftwaffe unit. Source: eshop
Repubblica Sociale Italiana
The Repubblica Sociale Italiana (RSI) (English: Italian Social Republic) was the puppet government created by the Germans in the territories of Italian peninsula not yet occupied by the Allied forces.
An Autocarro FIAT 626NM of the Compagnia Ordine Pubblico of the Guardia Nazionale Repubblicana of Turin. Source: facebook.com @Curzio Cobetti
The Esercito Nazionale Repubblicano (ENR) (English: National Republican Army), the Guardia Nazionale Repubblicana (English: National Republican Army), its military police and Brigate Nere (English: Black Brigades) militia units were equipped with any former Regio Esercito Autocarri FIAT 626 that could be obtained. The majority of them were recovered from military depots or barracks in which the Regio Esercito soldiers abandoned their equipment after the surrender to the Germans.
A FIAT 626 loaded with Arditi of the Gruppo Corazzato M ‘Leonessa’ in Milan on 25th July 1944. Source: Paolo Crippa via Elvezio Borgatti, Gruppo Corazzato M ‘Leonessa”s veteran
A small number of Autocarri FIAT 626 were also deployed by the Italian Partisans after the Armistice. These were captured trucks deployed to transport supplies or to quickly deploy small units of Partisans from their bases to isolated Axis garrisons.
On 25th April 1945, when the Great Partisan Insurrection broke out, the vehicles were deployed to transport the Partisans to the main Italian cities where they took part in the liberation of Northern Italy.
A Lancia 3Ro heavy truck (with Wehrmacht Luftwaffe license plate) and a FIAT 626 deployed by Italian Partisans in a city near Milan. Source: museopartigiano.com
Armored Variants
During the years, many armored personnel carriers were developed on the FIAT 626 chassis by Italian and German forces. The first ones were produced in North Africa by Italian soldiers to protect themselves during the fighting against the Commonwealth forces.
During 1941, the Centro Studi ed Esperienze della Motorizzazione developed an armored personnel carrier based on the Autocarro FIAT 626N or FIAT 626NLM. In the end, only a wooden mock-up was built on a truck chassis and became the Carro Protetto Trasporto Truppa su Autotelaio FIAT 626N. The project was abandoned in favor of other armored personnel carriers.
The Carro Protetto Trasporto Truppa su Autotelaio FIAT 626N mock-up at the Centro Studi ed Esperienze della Motorizzazione. Source: Gli Autoveicoli da Combattimento dell’Esercito Italiano
During the last two years of war, in order to counter the Italian and Yugoslavian partisans, the German and Repubblica Sociale Italiana units independently created some improvised armored personnel carriers on various Axis trucks. Some were also built on FIAT 626 chassis, creating the so-called Autocarri FIAT 626 Blindati (English: FIAT 626 Armored Truck).
A FIAT 626 Blindato with FIAT 665NM Protetto cab of the Compagnia ‘Mazza di Ferro’ in Capodistria, November 1943. Source: Italia 43-45. I Blindati di Circostanza della Guerra Civile
Some received only partial armor, to protect the soldiers in the cargo bay with armored shields, such as trench shields. Some Italian ones were fitted with FIAT 665NM Protetto armored cabs recovered from damaged armored personnel carriers. Some other German vehicles received completely new armor on original bodywork.
A German FIAT 626 Blindato with an armored cab and trench shields on the cargo bay. Source: beutepanzer.ru
Esercito Cobelligerante Italiano
After the Italian Armistice in 1943, some Italian soldiers decided to continue the war fighting for their King with the Allied forces. These soldiers became members of the Esercito Cobelligerante Italiano (English: Italian Co-belligerent Army) and fought the German forces in the Italian campaign. The Allied forces re-equipped the Italian soldiers with British uniforms, Allied handguns, artillery pieces and trucks.
A FIAT 626 of the Esercito Cobelligerante Italiano during a funeral in Cremona. The rear tires were of US origin, while the coat of arms on the side door is the coat of arms of the Savoy royal family. Source: italie1935-45.com
A small number of guns and vehicles of Italian origin were redeployed by the Italian soldiers loyal to king Vittorio Emanuele III. Some FIAT 626 were redeployed by the Esercito Cobelligerante Italiano until the end of the war in Italy.
A former Regia Aeronautica FIAT 626 with a civilian cab deployed to transport the coffin of an Italian pilot during a funeral in December 1945. The truck has an Italian Co-belligerent Air Force coat of arms on the front for identification. Source: pinterest.com
After the War
After the end of the hostilities in Europe, many former Axis FIAT 626 trucks were taken from Azienda Recupero Alienazione Residuati (ARAR) (English: Company of Recovery and Alienation Survey). ARAR was entrusted with the task of reconditioning and selling military vehicles confiscated from the enemy or abandoned by the Allied armies on Italian territory by the Italian Government of National Unity after the Second World War.
Many were sold to private owners of companies as transport trucks or delivered to the Esercito Italiano (English: Italian Army) and to the police corps.
A post-war FIAT 626N equipped with a telescopic aerial work platform, jacks, and metal cargo bay. Source: facebook.com Sergio Zuddas
After the war, FIAT also restarted the production of civilian versions of the FIAT 626, ending in 1948. The Autocarri FIAT 626N remained in use until the early 1960s, mainly as buses and in the army. The army officially retired them in 1954, but some were still used until 1960.
A FIAT 626N in service with the Esercito Italiano during a parade for the Day of the Republic in Rome on 2nd June 1960. It carries an army marching band. Source: eshop
Conclusion
The Autocarro FIAT 626N, in all its variants, was one of the most produced and most common medium trucks in service with the Regio Esercito in the first years of war. It was deployed on all the fronts with modest results. It was also appreciated by other armies that captured and redeployed it for various tasks.
Even the civilian versions were appreciated, being used in the thousands, mainly after the war, by Italian truckers that appreciated its simplicity, ease of drive and maintenance and its customization characteristics.
Autocarro FIAT 626N. Illustration done by Oussama Mohamed ‘Godzilla’.Autocarro FIAT 626NL. Illustration done by Oussama Mohamed ‘Godzilla’.Autocarro FIAT 626NM of the Guardia Nazionale Repubblicana. Illustration done by Oussama Mohamed ‘Godzilla’,.Autocarro FIAT 628. Illustration done by Oussama Mohamed ‘Godzilla’.Postwar Autocarro FIAT 626NM in ambulance configuration coachworked by Carrozzeria Borsani. Illustration done by Oussama Mohamed ‘Godzilla’.
Autocarro FIAT 626NM Specification
Size (L-W-H)
5.790 x 2.157 x 2.675 m
Empty weight
3.73 tonnes
Payload capacity
3.32 tonnes
Crew
2 (driver and commander)
Engine
FIAT Tipo 326 6-cylinder diesel, 5,750 cm3, 65 hp at 2,200 rpm
Pignato N., Cappellano F., Gli Autoveicoli Tattici e Logistici del Regio Esercito Italiano fino al 1943, Tomo 1, Ufficio Storico Stato Maggiore dell’Esercito, Roma 2005
Pignato N., Cappellano F., Gli Autoveicoli Tattici e Logistici del Regio Esercito Italiano fino al 1943, Tomo 2 – Nicola Pignato e Filippo Cappellano – Ufficio Storico Stato Maggiore dell’Esercito, Roma 2005
Autoblinda Lancia Lince. Illustration done by Oussama Mohamed 'Godzilla', funded by our Patreon campaign.
Kingdom of Italy/German Reich (1944-1945)
Scout Car – 128~250 Built
When the Second World War broke out, the Italian Regio Esercito (English: Royal Army) was not equipped with a fast and lightly armored scout car. After the experience gained in the North African Campaign, in which the Italian Army captured some Daimler Scout Cars, a vehicle with similar characteristics was developed by Italian industry to fulfill the Regio Esercito’s needs.
The Autoblinda Lancia Lince was developed between late 1940 to early 1941, but its production started only in mid-1943. After the Armistice of 1943, the vehicle was produced only for the Wehrmacht.
The Lancia Lince scout cars that survived the war were deployed during the next few years by the Italian Polizia di Stato (English: State Police), Arma dei Carabinieri (English: Arm of the Carabineers), and the new Esercito Italiano (English: Italian Army).
A freshly produced Autoblinda Lancia Lince outside the Ansaldo-Fossati plant in Sestri Ponente. Source: fondazioneansaldo.com.
History of the Project
When, on 13th September 1940, the Regio Esercito officially started the North African Campaign by crossing the Egyptian borders, it was not equipped with a light and fast scout car.
In the first phases of the campaign, the Italian soldiers managed to capture various kinds of British equipment, such as trucks, artillery pieces, Universal Carriers, and Daimler Scout Cars (commonly known as Dingos). These last two vehicles impressed the Italians, who had nothing similar in their ranks. In the first months of war, some captured examples of Universal Carriers and Daimler Dingos were shipped to the Italian mainland, where they were evaluated.
A Daimler Dingo equipped with a Bren light machine gun of the 10th Company of the Royal New Zealand Army Service Corps during the Korean War in April 1952. Source: reddit.com u/Aethelredditor
The Universal Carrier was studied by FIAT, which would develop the CVP-4, also called FIAT 2800. The Daimler Scout Car, after a series of tests, was judged positively. The Italian High Command then asked Lancia & Company, an Italian automobile company which produced both cars and trucks, to develop the chassis of a vehicle with similar characteristics.
A Daimler Dingo Mark I scout car captured by the Italian forces in North Africa. Source: Veicoli Militari da Trasporto, Ricognizione e Combattimento, n.12
Lancia was not specialized in armored vehicles production, but had already cooperated with Ansaldo during the Great War in the development and production of the Lancia 1ZM armored car. In the 1910s, the companies divided their tasks. Lancia developed and produced chassis and powerpacks, while Ansaldo would develop and produce the armored superstructures.
A captured Daimler Dingo scout car in service with the Regio Esercito in North Africa. Source: pinterest.com
The Italian High Command requested a new sturdy 4×4 chassis on which to install an armored superstructure from Lancia. Other requests concerned the independent suspension system and a maximum speed of 80 km/h.
History of the Prototype
Lancia copied the Daimler Dingo chassis with some minor differences, mainly due to different machinery tools and production capabilities compared to the Daimler company. For the engine, Lancia took the engine of one of its passenger cars, the Lancia Astura, and modified it.
The Autoblinda Lancia Lince prototype at the Centro Studi ed Esperienze della Motorizzazione for trials. The absence of the main armament is clearly visible. Source: Gli Autoveicoli del Regio Esercito Italiano
Ansaldo also essentially copied the Daimler’s armored superstructure with some changes that concerned the engine compartment and the upper armored plate.
Rear view of the Autoblinda Lancia Lince prototype at the Centro Studi ed Esperienze della Motorizzazione. The two mufflers placed on the sides of the engine bay were left unmodified on the serial vehicles. The license plate had a triangular shape to identify it as an experimental vehicle. Source: Gli Autoveicoli del Regio Esercito Italiano
The final paper drawings of the Lancia Lince were ready on 27th January 1941, but the prototype was not tested until late 1942. Between January 1941 and November 1942, the prototype was assembled and some minor changes were made on it, all reported as done on 19th February 1942.
This delay in unveiling the prototype is certainly due to the fact that both Lancia and Ansaldo were busy producing vehicles for the Regio Esercito. In order to meet military order deadlines, they could not employ scarce and valuable workers and finances on the production of the prototype.
Another view of the prototype of the Autoblinda Lancia Lince during trials. Source: Gli Autoveicoli del Regio Esercito Italiano
Finally, the prototype of the Lancia Lince scout car was presented at the Centro Studi ed Esperienze della Motorizzazione (English: Vehicle Study and Experience Center), the Italian department which examined new vehicles, in Rome on 10th November 1942.
At that time, the Italian High Command was evaluating the unsatisfactory Vespa-Caproni scout car, compared to which the Lancia Lince was judged favorably.
After another series of modifications concerning the adoption of a radio apparatus, an armament and specific bulletproof tires, the vehicle was finally officially adopted by the Regio Esercito on 29th March 1943. This was just 26 months after the end of the development and two months before the end of the North African Campaign.
The Autoblinda Lancia Lince prototype (top) and a serial production vehicle (bottom). Sources: Gli Autoveicoli del Regio Esercito Italiano
The prototype was not intensively tested during the trials due to a lack of time and lack of spare parts. The prototype was made to travel only 2,000 km to prevent mechanical parts from breaking down or wearing out too much. Despite the short tests, the vehicle still proved to be an adequate one during operational service.
Rear view of the Autoblinda Lancia Lince prototype (top) and a serial production vehicle (bottom). The engine compartment differences are clearly visible. Sources: Gli Autoveicoli del Regio Esercito Italiano
The Name
There are various designations for the Lancia Lince. The Regio Esercito called it Autoblinda Lince (from the Italian name of the Eurasian Lynx or wild cat). Ansaldo called it Autoprotetta Lince (English: Protected Car) while its Lancia factory designation was ‘269’.
The German designation was Beute Panzerspähwagen Lince 202(italienisch) (English: Captured Armored Car Lince [code] 202 [Italian]) abbreviated to Pz.Sp.Wg. Lince 202(i).
The name had nothing in common with the Ford Mark I scout car, nicknamed Lynx, produced by Ford Canada from 1942 to 1945. In fact, the Lince was in development months before the introduction of the Ford scout car.
The German forces deployed captured Daimler scout cars in their divisions, lacking a similar vehicle in their ranks, renaming them to Beute Panzerspähwagen Mk I 202(e). This particular vehicle had the ID plate ‘WM’, meaning it was in service with a Kriegsmarine unit during Operation Barbarossa. Source: svppbellum.blogspot.com
Nowadays, it is most commonly called Lancia Lince to avoid confusion both with the Ford Lynx, which served in the Esercito Italiano in small numbers after the war, and with the IVECO Lince light tactical vehicle, also known as IVECO Light Multirole Vehicle (LMV), developed in the 1990s and currently in service with many nations around the world.
Autoblinda (English: Armored Car) in Italian is both a female and male name Autoblindo male). While it is most common to use Autoblinda (Autoblinde plural) in the article, Autoblindo will also be used because some Italian units used the male name.
Design
Superstructure and Armor
The Lancia Lince’s superstructure was similar to the original Daimler scout car’s one.
Frontally, the armor was angled, covering the front axle and mechanical parts. Over it was a vertical armored plate in which a view slot and a circular slot were cut. The first one for the driver, while the latter was for the installation of the spherical support for the armament. All the front plates were 18 mm thick except the vertical one, which was 30 mm thick, like on the Daimler, a considerable thickness for a scout car.
On the front, it had two towing hooks, two headlights between the mudguards, usually covered, and a rectangular tool box for sapper tools and spare parts. On the right mudguard was the horn.
A restored Lancia Lince in running order. The headlights, towing hooks, tool box, and right mudguard’s horn are visible. The vehicle has a post-war license plate and lacks armament. Source: pinterest.com
The Lancia Lince’s fighting compartment was octagonal-shaped with 12 mm thick armored plates. It had a total of three slits (apart from the driver’s view port): two for the driver, on the right side and on rear, and one for the commander, above the access hatch. On the right side was the spare tire support.
The folding roof was made of 5 mm thick armored plates and had a bulge near the armament. This because the main armament was fed by top magazines and the roof would have interfered with the gun depression. The bulge was identical to the Autoblinde AB’s one.
An upper view of a serial production Autoblinda Lancia Lince at the Ansaldo-Fossati plant. Over the machine gun barrel is the bulge for the top-mounted magazine. Source: armedconflicts.com
When the roof was folded back, as on the Daimler scout car, it had a bracket on the rear on which it rested, permitting the driver to check the rear of the vehicle from his hatch. In fact, as on the Dingo, the driver’s seat was left slightly angled to permit the driver, in case of fast retreat during patrol, to easily drive in reverse to disengage from enemy forces.
Interior of a serial production Autoblinda Lancia Lince. On the right are the steering wheel and the fuel tank, which was also the backrest for the driver. Over the fuel tank was the radio box with Magneti Marelli’s logo over the metal sheet cover. The cable that connected the radio to the antenna is also clearly noticeable. On the floor were the radio batteries and, behind the commander’s seat, the 36-magazines wooden rack. Source: Gli Autoveicoli del Regio Esercito Italiano
The engine compartment was made of 12 mm thick plates, while the engine deck was 5 mm thick. There were two inspection hatches with the same thickness. The rear radiator grille was angled and had a different shape compared to the Daimler vehicle. The Autoblinda Lancia Lince was equipped with two mufflers fixed on the engine compartment’s sides, over the rear mudguards. This detail was not inherited from the Daimler Dingo. To lift the vehicle, four hooks were fixed, one on each mudguard.
Rear view of a Autoblinda Lancia Lince. Source: pinterest.com
Engine and Suspension
The Lancia Lince’s engine was a Lancia Tipo 91 variant called Modello 269, a 8-cylinder inline petrol, with a volume of 2,617 cm3 and a maximum output of 60 hp at 3,750 rpm.
The engine was derived from the Lancia Tipo 91, a car engine which equipped the Lancia Artena IIIa Serie and IVa Serie (English: 3rd and 4th Series) passenger cars produced between 1931 and 1942.
A Lancia Artena IVa Serie in limousine configuration produced in 1939. Source: Archivio Storico FIAT
The maximum on-road speed of the Lancia Lince prototype during tests was 86 km/h and its off-road speed was 46 km/h. It is probable that the serial production vehicles had the same speeds. Thanks to a 110 liters fuel tank, placed behind the driver, the maximum range of the scout car was 350 km.
The 12 volt electrical system was composed of 60 Ah batteries which powered the engine starter and the headlights.
The Autoblinda Lancia Lince’s engine compartment seen from above. On the left, the radiator fan. Source: masterminiatures.it
The transmission was composed of a semi-automatic gearbox with preselector and reducer with four gears plus reverse gear. The single dry plate clutch was connected to hydraulic brakes. The Lancia Lince was a four wheel drive, all-steering vehicle.
The all-wheel drive Daimler Dingo gave some problems to inexperienced drivers and, from the Daimler Dingo Mark II, the all wheel steering system was removed. The Italian designer instead, maintained it while adding a unique feature, the rear axle wheels started to steer only when the front axle’s wheels were completely steered to the left or right side, sensibly reducing the turning circle to 3.9 m (compared to 7 m of the Daimler Dingo) and not causing problems to inexperienced drivers.
Top perspective of a Autoblinda Lancia Lince drawing showing off the all-wheel steering system. Source: Gli Autoveicoli del Regio Esercito Italiano
The suspension consisted of independent cross-arms connected to coil springs coupled with hydraulic shock absorbers on each wheel. This offered a certain degree of comfort even driving at high speed on rough terrain.
The tires were developed by Pirelli, an Italian tire manufacturer, with three types of 7.00-18” tires being available. The most common ones were the Pirelli Tipo Superflex Artiglio for continental soils and the synthetic rubber tires. These last ones were accepted by the Regio Esercito only four days before the Armistice with the Allied forces and tested on a captured Daimler Dingo.
Armament
The armament consisted of a 8 mm Mitragliatrice Media Breda Modello 1938 (English: Breda Model 1938 Medium Machine Gun) mounted on a spherical support on the left of the vehicle. This gun was developed from the Breda Modello 1937 medium machine gun after specifications issued by the Ispettorato d’Artiglieria (English: Artillery Inspectorate) in May 1933.
Different Italian gun companies started working on the new machine gun. The requirements were a maximum weight of 20 kg, a theoretical rate of fire of 450 rounds per minute, and a barrel life of 1,000 rounds.
Breda had been working on a 7.92 mm machine gun derived from the Breda Modello 1931 heavy machine gun which had been adopted by the Italian Regia Marina (English: Royal Navy) in 1932, but with a horizontal magazine-feed.
The right side of a Mitragliatrice Media Breda Modello 1938. Source: mjlmilitaria.com
Between 1934 and 1935, the model was tested together with other prototypes. The Comitato Superiore Tecnico Armi e Munizioni (English: Superior Technical Committee for Weapons and Ammunition) in Turin issued its verdict in November 1935. The Breda project (now rechambered for the 8 mm cartridge) won.
A first order for 2,500 units of the Breda medium machine gun was placed in 1936. After operational evaluation with the units, the weapon was adopted in 1937 as the Mitragliatrice Breda Modello 1937 (English: Breda Model 1937 Machine gun).
During the same year, Breda developed a vehicle version of the machine gun. This was a lightweight one, equipped with a shortened and heavier barrel, pistol grip, and a new 24-round top-curved magazine instead of 20-round strip clips.
An example of Mitragliatrice Breda Modello 1938 in a spherical support on an Autoblinda AB43. Even if not identical to the Autoblinda Lancia Lince, some parts were in common. Over the machine gun is the metal bulge for the magazine. Source: Author
The theoretical rate of fire was 600 rounds per minute, while the practical rate of fire was about 350 rounds per minute. It was equipped with a cloth bag for the spent casings.
The machine gun’s 8 x 59 mm RB cartridges were developed by Breda exclusively for machine guns. The 8 mm Breda had a muzzle velocity between 790 m/s and 800 m/s, depending on the round. The armor piercing ones penetrated 11 mm of non-ballistic steel angled at 90° at 100 m.
The Autoblinda Lancia Lince’s spherical support with the six-magazine rack under it. On the right is the steering wheel, driving port and part of the dashboard. Source: masterminiatures.it
The ammunition reserve consisted of 42 magazines for a total of 1,008 rounds stored in a wooden rack behind the gunner in three rows of 12 magazines and a wooden rack with six magazines under the spherical support.
Radio Equipment
The Lancia Lince scout car was equipped with an Apparato Ricetrasmittente Radio Fonica 2 per Carro Armato or Apparato Ricevente RF2CA (English: Tank Phonic Radio Transceiver Apparatus 2) transceiver.
The radio was produced by Magneti Marelli and was mounted over the fuel tank, behind the driver, on the right side of the fighting compartment. The Apparato Ricetrasmittente RF2CA operated both in Morse and voice mode. Its production began in 1940 and had a maximum communication range of 28-30 km that diminished to 7-8 km when driving. It operated in the 3750 – 5300 Kc band on prefixed frequencies. To listen there were soundproof headphones. Telegraph transmissions were made by means of a retractable key or laryngophone. It had a total weight of 29 kg for the transceiver in a wooden box, with an openable metal shield to protect valves and buttons from shocks.
The Apparato Ricevente RF2CA produced by Magneti Marelli in 1941. Source: storiascienzatecnica.it
It was commonly used on command armored vehicles for communication among tank company commanders and with the regimental or divisional command, and in some cases, also with the Army’s commanders. Thanks to this, the commander of the scout car could send the radio messages of individual tank commanders to more senior command units.
Some scout cars, called Lancia Lince Centro Radio (English: Radio Center), were also equipped with a Stazione Ricetrasmittente RF3M (English: Transceiver Station RF3M) also produced by Magneti Marelli. This radio, with a total weight of 14.2 kg, worked on the frequencies from 1,690 to 2,790 kHz, with an antenna power of 35 watt in telegraph mode. It had a maximum communication range of 30 km in voice mode and 40 km in telegraph mode.
The receiver of the Stazione Ricetrasmittente RF3M produced by Magneti Marelli. Source: radiomuseum.org
The Apparato Ricevente RF2CA radio antenna was 1.8 m long, and was placed on the right side of the superstructure, behind the driver. The Stazione Ricetrasmittente RF3M radio antenna had the same length but was placed on the left side of the superstructure, in front of the commander.
The radio apparatus had their power supplies and accumulators on the vehicle’s floor, between the fuel tank and the ammunition rack.
Crew
The crew of the small Italian armored car was consisted of two: the driver placed on the right and the commander/machine gunner on the left. The commander had various tasks, including using the radio apparatus mounted on the vehicle. Due to the small space in the armored car, for self-defense, the crew could only rely on pistols.
Production
When speaking of production, it is needed to be very careful because, between books and web sources, there are several very conflicting numbers.
At an unknown date in 1943, the Regio Esercito ordered 300 Autoblinde Lince, of which none were delivered to the troops before the Armistice of 8th September 1943.
After the Armistice, the Germans started an analysis of the vehicles produced in the various Italian factories, made by the Generalinspekteur der Panzertruppen (English: General Inspectorate of the Armored Forces) of the Wehrmacht. In this analysis, the Inspectorate quickly evaluated the Italian armored vehicles.
Five Lancia Lince scout cars lined up outside Ansaldo-Fossati plant in Sestri Ponente, ready for their delivery. All the vehicles were equipped with a single radio antenna. On the superstructure are holes (near the front welding) to install the second radio antenna. Source: Gli Autoveicoli del Regio Esercito Italiano
On 1st October 1943, after the analysis of the Oberkommando der Wehrmacht or OKW (English: Upper Command of the Armed Forces) and Heereswaffenamt Italien (English: Army Weapons Agency [of] Italy), the Generalinspekteur der Panzertruppen took over previous Regio Esercito contracts, since components were available. The German authorities confirmed the Regio Esercito’s order of 300 armored cars.
Ansaldo, in its documents, claims the production of 100 Lancia Lince in 1944 plus 28 in 1945. Lancia claims 122 chassis produced between May and October 1944, with a total production of 250. A document of 27th February 1945 written by the German Oberkommando des Heeres (OKH) (English: High Command of the Army) instead claims a total delivery of 104 vehicles.
The Autoblinda Lancia Lince three tone camouflage adopted by Ansaldo-Fossati in late 1943 to paint the vehicles delivered to German forces. Source: fondazioneansaldo.com colorization made by Johannes Dorn
Unfortunately, which of these claims is correct is unknown. Probably, during the war, only a total of 128 vehicles were completed, of which 104 were delivered to the German forces. The remaining 146 vehicles were maybe produced and delivered after the war to the Esercito Italiano, Carabinieri, and Polizia di Stato.
The Repubblica Sociale Italiana (English: Italian Social Republic), the German puppet state created by Benito Mussolini after the fall of the Kingdom of Italy, received a small number of Lancia Linces. It is unknown if the vehicles were counted in the 104 delivered to the Germans.
Operational Use
German Service
Because deliveries did not take place before the Armistice, the first users of the Lancia Lince were the Germans, who deployed them for many tasks. The German commands planned to assign some of these vehicles to some Aufklärungs-Abteilungen (English: Reconnaissance Battalions) and as reconnaissance vehicles for some Panzerjäger-Abteilungen (English: Tank Destroyer Battalions) assigned to German divisions deployed in the Italian peninsula.
An Autoblinda Lancia Lince opening a column somewhere in Northern Italy. The scout car has a license plate with the Organization Todt acronym. Source: auction-factory.de
Other small batches of vehicles were assigned to Organization Todt, a civilian and military engineering organization responsible for engineering projects in all the occupied territories. The Lancia Linces were deployed by the Organization Todt to escort columns of vehicles loaded with building material or to patrol areas in which the engineering projects were under construction.
Together with Organization Todt, the Transportkorps Speer (English: Speer’s Transport Corps), a German paramilitary motor transportation corps which operated in the occupied territories, also received some. The few Lancia Linces of the Transportkorps Speer were deployed to escort convoys loaded with equipment.
Another image of the same Beute Panzerspähwagen Lince 202(i) in service with Organization Todt. Source: auction-factory.de
Various German infanterie-divisionen (English: Infantry Divisions) deployed Beute Panzerspähwagen Lince 202(i)s.
The 44. Infanterie-Division claimed to have captured six Panzerspähwagen Lince 202(i)s in September, even if this claim seems doubtful, since no scout cars were delivered before the Armistice.
The Panzerjäger-Abteilung 165. of the 65. Infanterie-Division received a total of six Panzerspähwagen Lince 202(i)s in late 1943, of which nothing is known unfortunately.
The Aufklärungs-Abteilung 171. of the 71. Infanterie-Division received eight Italian scout cars, while the 232. Infanterie-Division received, in April 1945, a total of six Panzerspähwagen Lince 202(i)s for its Panzerjäger-Kompanie 232 (English: 232nd Tank Destroyer Company).
A Beute Panzerspähwagen Lince 202(i) covered with snow somewhere in Northern Italy in winter 1944. It was equipped with iron chains on the rear axle and belonged to the 14. (Verstärkte) Polizei-Panzer-Kompanie. Source: beutepanzer.ru
The Aufklärungs-Abteilung 305. of the 305. Infanterie-Division received a Beute Panzerspähwagen Lince 202(i) which was deployed in the Anzio area against the Allied forces in 1944. The 114. Jäger-Division had five Beute Panzerspähwagen Lince 202(i)s in its Aufklärungs-Abteilung 114.
The 5. Gebirgs-Division (English: 5th Mountain Division) had a total of 18 Italian captured armored cars in its Gebirgs-Aufklärungs-Abteilung 95. (English: 95th Mountain Reconnaissance Department), of which nine were Beute Panzerspähwagen AB41 201(i)s (Autoblinde AB41s) while the other nine vehicles were presumably Beute Panzerspähwagen Lince 202(i)s (photographic evidence confirms at least one of these vehicles).
The 8. Gebirgs-Division, created in February 1945, was the older 157. Gebirgs-Division. The division, when surrendering to the Allied forces near Lake Garda, had a total of two Beute Panzerspähwagen AB43 203(i)s (Autoblinde AB43s) and six Beute Panzerspähwagen Lince 202(i)s in its Aufklärungs-Bataillon 1057.
A Beute Panzerspähwagen Lince 202(i) deployed by the Italian volunteers of the 4. Fallschirmjäger-Division in Florence during the battle for the city in August 1944. Source: beutepanzer.ru
The 4. Fallschirmjäger-Division (English: 4th Paratrooper Division) had in its ranks the Raggruppamento Paracadutisti ‘Nembo’ (English: Paratrooper Group) composed of Italian paratrooper volunteers which operated some Italian vehicles for the German forces. During the Battle of Florence, fought between 4th August to 1st September 1944, an unknown numbers of Beute Panzerspähwagen AB41 201(i), Beute Panzerspähwagen AB43 203(i) and Beute Panzerspähwagen Lince 202(i) armored cars were deployed by the division against the Allied troops.
A Beute Panzerspähwagen Lince 202(i) behind a Beute Panzerspähwagen AB41 201(i) in the streets of Florence during the battle for the city. Source: beutepanzer.ru
For the Waffen-SS units, the only known to use Lancia Lince scout cars was the SS-Polizei-Regiment 15. (English: 15th SS Police Regiment). The unit had in service various Italian vehicles, including a Beute Panzerspähwagen Lince 202(i) deployed by the regiment’s command. It was deployed in many anti-partisan operations in which it was supported by Italian armored vehicles from Italian units.
An Italian Beute Panzerspähwagen Lince 202(i) in service with the SS-Polizei-Regiment 15. in Piedmont, Northern Italy. Source: beutepanzer.ru
The 3. Kompanie (English: 3rd Company) of the Aufklärungs-Abteilung 236. assigned to the 162. (Turkistan)-Infanterie-Division, composed of former prisoners of war from Caucasus and Turkic lands, had six Beute Panzerspähwagen Lince 202(i)s and six other Italian armored cars in its ranks in January 1945.
A Beute Panzerspähwagen Lince 202(i) in service with the I. Abteilung of the Panzer-Regiment 4. deployed near Bologna. The unit’s coat of arms is visible on the right mudguard. Source: beutepanzer.ru
The I. Abteilung (English: 1st Department) of Panzer-Regiment 4. (English: 4th Tank Regiment) of the 13. Panzer-Division (English: 13th Tank Division) was the only German unit equipped with Panzer V Panther tanks in the Italian peninsula and had an unknown number of Beute Panzerspähwagen Lince 202(i)s as reconnaissance vehicles.
A Beute Panzerspähwagen Lince 202(i) of the 13. Panzer-Division in the streets of Bologna, with three captured Gurkha soldiers sat over the engine compartment. Source: beutepanzer.ru
The 13. Panzer-Division was not the only German Armored Division equipped with Italian scout cars. The 26. Panzer-Division had a pair of Beute Panzerspähwagen Lince 202(i)s in service for each of its Panzer VI Tiger I-equipped Schwere-Panzer-Abteilung, namely 504. (English: 504th Heavy Tank Department) and 508. (English: 508th Heavy Tank Department).
An Autoblinda Lancia Lince of the I. Abteilung of the Panzer-Regiment 4. of the 13. Panzer-Division deployed somewhere near Bologna. Source: beutepanzer.ru
The last known German unit that deployed the Beute Panzerspähwagen Lince 202(i)s was the Panzer-Ausbildungs-Abteilung Süd (English: Armored Training Department South) created in early October 1943 in Montorio Veronese, Italy, and part of the Ersatz Heer (English: Reserve Army). In May 1944, it moved to Lonigo, where the 13. Panzerspähwagen-Zug (English: 13th Armored Reconnaissance Platoon) was formed, equipped with scout cars.
Other Users
Repubblica Sociale Italiana
After 8th September 1943, the Germans freed Benito Mussolini and took him to Germany to discuss the continuation of the war alongside the Axis with Adolf Hitler himself. On 23rd September, he returned to Italy as ‘Duce’ and founded the Repubblica Sociale Italiana (RSI) (English: Italian Social Republic), a collaborationist state in the territories not yet freed by the Allies.
Some Italian prisoners who had remained loyal to Mussolini immediately joined the new Esercito Nazionale Repubblicano (ENR) (English: National Republican Army).
This new army was equipped with few armored vehicles, artillery pieces and any other types of military equipment because, after the Armistice, the German soldiers no longer trusted their Italian allies.
A good part of the units of the new army and of the Guardia Nazionale Repubblicana (GNR) (English: Republican National Guard), had to arm themselves as best they could. They produced several homemade vehicles, recovered abandoned vehicles in very bad condition from former Regio Esercito depots, or asked the Germans for armored vehicles.
At least one Autoblinda Lancia Lince was assigned to the Gruppo Corazzato M ‘Leonessa’ (English: Armored Group). From a list made after the war by some veterans of the unit, the scout car was a Daimler Dingo captured by the Italians in North Africa, but this seems improbable. It was quite certainly a Lancia Lince that the veterans misconfused with the British vehicle. Nothing is known about the service of the vehicle. It was probably received from the Germans or delivered by Ansaldo in 1944.
Another Italian scout car was in service with the Raggruppamento Anti Partigiani (RAP) (English: Anti-Partisan Group) created in August 1944. Its main task was to counter partisan actions and to patrol the areas where the partisans concentrated.
Unfortunately, due to an absence of documentation on the vehicles, it is also plausible that the Autoblinde Lancia Lince in service with the Gruppo Corazzato M ‘Leonessa’ and the Raggruppamento Anti Partigiani were the same vehicle.
In fact, both Fascist units were stationed in Turin in 1944 and the Gruppo Corazzato M ‘Leonessa’, the biggest armored unit of the RSI, usually temporarily assigned its armored vehicles to other Fascist units in their anti-partisan operations. The Lancia Lince of the Raggruppamento Anti Partigiani could have simply been the ‘Leonessa’ armored car loaned to them temporarily.
The Autoblinda Lancia Lince of the Raggruppamento Anti Partigiani captured by the Italian Partisans in the area of Santo Stefano Roero after the battle with Fascist forces. The Partisans wear captured equipment. Source: …Come il Diamante, I Carristi Italiani 1943-’45
Only a part of the fate of the RAP’s scout car is known. It was deployed between 6th and 9th March 1945 against partisans units in the Asti area, about 50 km south of Turin. During the anti-partisan operation, the Fascist forces, which included some Gruppo Corazzato M ‘Leonessa’ soldiers and armored vehicles, were ambushed on the road in the vicinity of Santo Stefano Roero.
In the clashes that lasted about 24 hours, the Fascist forces lost various vehicles, including a Camionetta SPA-Viberti AS43 Autoprotetta, an Autocarro FIAT 666N, and the Autoblinda Lancia Lince, which was captured intact by the Italian Partisans after the battle. After that, the vehicle disappeared from history. It was probably deployed by the Partisans until it ran out of fuel or spare parts and then sabotaged.
Italian Partisans
The last Lancia Lince scout cars of which something is known were deployed during the Great Partisan Insurrection started on 25th April 1945 in all the Northern Italy territories not yet freed by the Allies.
During the last months of the war, Allied bombers were a serious threat for the Italian production plants. Before and during the war, the Italians usually had enormous production plants in which armored vehicles were assembled. The most important ones were in Turin, such as FIAT Mirafiori and FIAT Lingotto, and Genoa, with Ansaldo-Fossati and the Cornigliano Artillery plant.
In order to diminish the risk of a total production breakdown in case of bombardment and to avoid mass strikes of the workers, who increasingly requested better wages and shorter working shifts, the Germans divided the production of the Turin and Genoa production plants all over the Northern Italian regions. Secondary operations or assembly were usually delocalized from the main production plant.
Another Ansaldo-Fossati detachment which assembled armored cars from late 1944 to early 1945 was the Manifattura Rotondi of Novara, a textile company that stopped working due to its workers being enlisted.
When the Great Partisan Insurrection broke out, the workers of the Manifattura Rotondi contacted the Partisans. According to sources, five or six Autoblinde AB43 were in production for a German unit, together with a Lancia Lince.
On 26th April 1945, the 81ª Brigata Garibaldi Volante ‘Silvio Loss’ (English: 81st Fast Garibaldi Brigade) reached Novara. The task of this mechanized unit was to reach Milan through Novara and to liberate all the small cities on this road from Nazi-Fascist presence.
The 81ª Brigata Garibaldi Volante ‘Silvio Loss’, commanded by Corrado ‘Fulvio’ Moretti, was part of the Divisione Garibaldi ‘Fratelli Varalli’ (English: Garibaldi Division) commanded by Albino ‘Bruno’ Calletti. The Communist division was subordinated to the Comando Zona Militare ‘Valsesia’ (English: Military Zone Command), commanded by Eraldo ‘Ciro’ Gastone, Vincenzo ‘Cino’ Moscatelli, and Aldo Benoni, famous Italian Partisan commanders.
The 81ª Brigata Garibaldi Volante ‘Silvio Loss’ advanced to Veveri, about 3 km north of Novara, in a column with the seven armored cars and some trucks full of Partisans. In Veveri, there was a German garrison and a blocked column of vehicles. The German soldiers in Veveri were part of the garrison and part of the Stamm Column (from the name of its German commander) that was trying to reach Bergamo.
Thanks to a local priest, Leone Ossola, the Partisans and Germans began negotiations. After a series of meetings that lasted until late afternoon between Eraldo ‘Ciro’ Gastone, one of the Partisan commanders, Leone Ossola, and Colonel Hahn, commander of the local garrison, the Germans agreed to surrender.
After having overcome Veveri, the small column of armored cars of the ‘Silvio Loss’ crossed the Ticino River (the border between Piedmont and Lombardy) and joined another motorized column composed of a few trucks and cars requisitioned by the Comando Zona Militare ‘Valsesia’.
On 27th April 1945, the armored cars participated in the small clashes with Nazi-Fascist forces in Turbigo and in Lonate Pozzolo, north-east of Milan. These were no more than small gunfights, often without casualties, after which the Germans quickly surrendered.
On the morning of 28th April 1945, the motorized column of the Comando Zona Militare ‘Valsesia’ started to move south-east to enter Milan, which they reached at about 1:00 pm. In Milan, the armored cars paraded at low speed through the already freed city, reaching Piazza Duomo, the main square of Milan, which was full of cheering civilians and Partisans.
An Autoblinda Lancia Lince Centro Radio in Piazza Sicilia in Milan, captured by the Partisan forces in the days after the liberation. Source: Paolo Crippa via Carri Armati Partigiani
Milan was freed by the Partisans before the arrival of the 81ª Brigata Garibaldi Volante ‘Silvio Loss’ and some images confirm the presence of another Autoblinda Lancia Lince, this one a Centro Radio version which was taken by the Partisans probably from the Fiera Campionaria neighborhood depot. In that depot, in the weeks before the Partisan insurrection, the German forces had accumulated many dozens of armored vehicles that were abandoned there when the Partisans started the occupation of the city.
Post-War Service
After the Second World War, the Kingdom of Italy became a republic, the Repubblica Italiana (English: Italian Republic). The Regio Esercito was disbanded and the new Esercito Italiano was formed.
The new army was equipped both with Italian and former Allied equipment, with Italian self-propelled guns, tanks, and armored cars in service together with Shermans, Stuarts, and Greyhounds.
The Autoblinde Lancia Lince, the Daimler Dingo, and the Ford Lynx scout cars were deployed by the Esercito Italiano for two main tasks, reconnaissance, allocated to infantry and armored divisions, and as command vehicles for self-propelled artillery units.
The Lancia Lince and its Allied versions service was limited and these vehicles were withdrawn from service already in the early 1950s, substituted with modern and bigger vehicles, such as the M8 Greyhound and the T17E1 Staghound.
A post-war Autoblinda Lancia Lince in service with the Esercito Italiano. For unknown reasons, the radio antennas were missing. Source: eshop
The scout cars saw broader service with Italian police forces in the post-war period.
As with the Italian Army, the police corps were also renamed into Polizia di Stato and Arma dei Carabinieri, with the first one operating as a public security corps and the latter as a public security and military police corps.
Due to the clauses of the 1947 Peace of Paris, the Esercito Italiano was greatly limited, with a maximum of 185,000 men and 200 tanks. The Allied powers, however, feared that the proximity to the Warsaw Pact nations to the east and the presence of armed Communist partisans would cause a coup that would overthrow the government, as had happened in Czechoslovakia. To prevent a situation like this, in the peace treaty of 1947, the Police and Carabinieri were not subject to war restrictions, and for all intents and purposes, the Police became a civilian police force organized and equipped as a military corps.
Some Reparti Celeri (English: Fast Departments) of the Polizia di Stato were created together with Reparti Mobili (English: Mobile Departments), which had the task of quickly intervening in cases of coup, revolts, and strikes.
Each reparto mobile and reparto celere had a compagnia autoblindo (English: armored car company) composed of one plotone motociclisti (English: motorcyclist platoon), and two or three plotoni autoblindo (English: armored car platoons) in its ranks, with a total of 8 or 12 armored cars of Italian, British, or US origin.
The rare photographic evidence of the Lancia Lince scout cars in service with the Italian police were assigned to the 2° Reparto Celere ‘Veneto’ (English: 2nd Fast Department).
A Autoblinda Lancia Lince of the 2° Reparto Celere of Padua during a parade in 1950. It was the command car of a platoon equipped with T17E1 Staghound heavy armored cars. Source: polizianellastoria.it
Usually, the command vehicles of the compagnie autoblindo and plotoni autoblindo were scout cars of Canadian, British, and Italian origin or camionette, such as was the case of the Camionetta Desertica Modello 1943, which was deployed as command car for the armored car company of the Police in Rome.
Another Autoblinda Lancia Lince of the 2° Reparto Celere during a parade in Padua, probably on the occasion of the Republic Day on 2nd June 1951. This vehicle was the command car of a platoon equipped with Humber Mark IV armored cars. Source: polizianellastoria.it
Conclusion
The Lancia Lince scout car was a light armored car developed too late and its production too delayed to be effectively deployed on the battlefield by the Kingdom of Italy due to the Armistice with Allied forces. The total production was too limited and was only used by the German forces in the Italian peninsula.
In general, as a reconnaissance vehicle and anti-partisan vehicle, the Lancia Lince was adequate, with a great range and protection. The total production of less than 300 vehicles was not enough to allow this interesting vehicle to make a broad operational impact on the theater of war.
Autoblinda Lancia Lince. Illustration done by Oussama Mohamed ‘Godzilla’.Autoblinda Lancia Lince prototype. Illustration done by Oussama Mohamed ‘Godzilla’.Beute Panzerspähwagen Lince 202(i). Illustration done by Oussama Mohamed ‘Godzilla’.Autoblinda Lancia Lince of the 2° Reparto Celere. Illustration done by Oussama Mohamed ‘Godzilla’.
Autoblinda Lancia Lince Specification
Size (L-W-H)
3.24 x 1.75 x 1.65 m
Weight, battle ready
3.14 tonnes
Crew
2 (commander/machine gunner and driver)
Engine
Lancia Tipo 91 variant for Modello 269, 8-cylinder, 2,617 cm3, 60 hp at 3,750 rpm
Speed
86 km/h
Range
350 km
Armament
One Mitragliatrice Media Breda Modello 1938 with 1,008 rounds
Armor
from 4 mm to 30 mm
Production
from 128 to 250
Sources
Pignato N., Cappellano F., Gli Autoveicoli Da Combattimento dell’Esercito Italiano, Volume II Tomo I, Ufficio Storico dello Stato Maggiore dell’Esercito, Roma, 2002
A Panzerspähwagen AB41 201(i) of a German police unit in Northern Italy, 1944. Illustrations by the illustrious Godzilla funded by our Patreon Campaign.
German Reich (1943-1945)
Medium Armored Car – ~200 Operated
After the 8th September 1943’s Armistice between the Kingdom of Italy and the Allied forces, the Wehrmacht launched Fall Achse (English: Operation Axis) to disarm their Italian former allies in Italy, France, and the Balkans. Around 200 AB41 armored cars were captured and almost immediately redeployed by Heer, Luftwaffe, SS, and Organization Todt (a civilian and military engineering organization responsible of eterogeneous engineering projects both in Nazi Germany and in occupied territories). In German service, it was known as the Panzerspähwagen AB41 201(i).
AB41 of the 278. Infanterie-Division in Italy. It was of the last production batch and had Pirelli Tipo ‘Libia’ desert soils tires. Source: beutepanzer.ruThis article originally appeared in the Tank Encyclopedia Magazine #Issue 8. You can get a free download here.
Italy in Turmoil
With the end of the North African Campaign after the fall of Tunisia in May of 1943 and the Allied landings in Sicily in July of 1943, the Fascist authorities became increasingly unpopular in the Kingdom of Italy. On 24th July 1943, the 28 members of the Gran Consiglio del Fascismo (English: Great Fascist Council) and Benito Mussolini gathered in Palazzo Venezia in Rome to discuss the war. At the end of the meeting, there was a vote to decide whether to leave Mussolini in charge of military decisions or transfer it to the generals of the Italian Regio Esercito (English: Royal Army).On 25th July 1943, the King of the Kingdom of Italy, Vittorio Emanuele III, met Mussolini in one of his houses in Rome under the pretext of discussing the continuation of the war. After the meeting, Mussolini was arrested, taken to multiple prisons, and then secretly imprisoned in a disused hotel on Mount Gran Sasso.
In the days after Mussolini’s dismissal, a new monarchical government was formed with Marshal Pietro Badoglio, an Army general who the King trusted, acting as Prime Minister. In order not to alarm the Germans, the new government announced that even without Mussolini in power, Italy would continue to fight the war alongside the rest of the Axis Powers.
However, the following month, General Castellani visited the Portuguese capital, Lisbon, neutral territory, to meet Allied Command representatives to discuss an armistice on 19th of August, 1943. Castellani returned to Rome on 27th August and three days later was summoned by Badoglio to send him to Cassibile near Syracuse in Sicily to negotiate with the Allies the following day.
Gen. Castellani returned to Rome to discuss with other generals and wait for the King’s permission to sign the Armistice. Castellani was re-sent to Cassibile on 2st September 1943 and he signed an armistice with the Allied powers on 3rd September 1943. The armistice was made public by the Allied powers at 18:30 on the 8th of September, 1943, on Radio Algeri, while the Italian troops were informed just over an hour later at 19:45 by the Ente Italiano per le Audizioni Radiofoniche or EIAR (English: Italian Body for Radio Broadcasting).
The Germans had been expecting this turn of events since May 1943. During a meeting in Berlin, Adolf Hitler himself on May 20th, 1943 expressed serious doubts about the strength of the Fascist regime. The German command took action.Large numbers of German troops were already in Italy from late May and early June of 1943 to respond to the Allied invasion of Sicily. Nevertheless, Mussolini’s arrest took Hitler and his generals by surprise. As such, they had to reorganize their plans to take control of the Italian peninsula.
On August 5th, 1943, Fall Achse (English: Operation Axis) was ready, but even earlier, on July 27th, 1943, German divisions had arrived in Rome and other parts of Italy, surprising the Italian generals who had not been kept in the dark about these movements. On September 8th, the German ambassador in Rome, Rudolf Rahn, was similarly surprised to be informed of the armistice by the German high command at 19:00. He escaped Rome without incident alongside a few other German officers and reached Frascati, north-west from Rome, where General Albert Kesselring had placed the headquarters of the German forces deployed in Italy, until that moment, only against the Allies.
The German reaction began at 19:50 on September 8th, 5 minutes after Badoglio’s proclamation to the Italian population. Rome, the Italian capital, was captured after two days of fierce fighting in which about 100 German soldiers died. Italian losses were larger, with an estimated 659 Italian soldiers and 121 civilians dead, in addition to 200 unrecognized bodies. By the 15th of September, 1943, throughout Italy, 1,006,730 Italian soldiers were disarmed and 29,000 were killed. The Germans also captured 1,285,871 rifles, 39,007 machine guns, 13,906 submachine guns, 8,736 mortars, 2,754 anti-aircraft and anti-tank guns, 5,568 artillery pieces, 16,631 motorized vehicles, and 977 armored fighting vehicles.
Two AB41 in background with a Camionetta SPA-Viberti AS42 ‘Metropolitana’ in the foreground during the Defense of Rome on 9th September 1943. Source: it.m.wikipedia.org
Of those 977 armored vehicles, around 200 vere AB41s, 87 of which were in Rome and 20 vere captured directly from the Ansaldo-Fossati plant, where they were stored ready to be delivered. The captured AB41s were renamed Beute Panzerspähwagen AB41 201(i) or Pz.Sp.Wg. 201(i) (English: Captured Armored Reconnaissance Car AB41 201 Italian).
The Wehrmacht planned to equip each Aufklärung Abteilungs (English: Reconnaissance battalions) of their divisions deployed in Operationszone Adriatisches Küstenland (OZAK) in northern Adriatic coast and Operationszone Alpenvorland (OZAV) in in the sub-Alpine area in Northern Italy with a reconnaissance platoon with 7 armored cars.
Design
The Medium Armored Car AutoBlindo Modello 1941 (English: Armored Car Model 1941), or more simply AB41, was the most produced Italian model of armored car during the war with 667 built. It was arguably one of the best armored cars produced during the Second World War.
The AB41 was armed with a 20 mm Cannone-Mitragliera Breda 20/65 Modello 1935 automatic cannon produced by Società Italiana Ernesto Breda per Costruzioni Meccaniche (English: Italian Ernesto Breda Company for Mechanical Constructions). Secondary armaments consisted of two 8 mm Breda Modello 1938 medium machine guns, one mounted coaxially and the other in a spherical support on the rear of the vehicle.
It was developed as a long range reconnaissance vehicle and had an operational range of 400 km thanks to the 195 liters of petrol tanks and had a maximum velocity on roads of 80 km/h. The AB41 had a double driving position, one at the front and one at the rear, allowing the armored car to be driven by two different drivers that could exchange control by lowering a lever. This permitted this fast armored car to quickly disengage from an enemy skirmish in narrow mountain and village roads. It was also equipped with 4-wheel drive and four-wheel steering systems, giving the vehicle excellent off-road performance.
The crew was composed of a commander/gunner, front driver, rear driver, and machine gunner/radio operator. The AB41 was also equipped with a powerful 60-km range radio and a 7-meter long antenna on the left side of the vehicle.
German Operational Use
Initial German Deployment
The first German unit that received AB41s was the Panzer-Ausbildungs-Abteilung Süd (English: Southern Tank Training Unit), a training unit deployed in Montorio Veronese from October of 1943 with the task of training new German crewmembers on how to operate Italian vehicles.
In 1944, the 2. Panzer-Spähwagen-Kompanie (English: 2nd Armored Car Company) was equipped with 6 AB41s and 5 Lancia Linces. That May, it was redeployed to Lonigo, near Vicenza, and received some new vehicles for training. In February of 1945, the 11 armored cars were still in service at the unit. In April, during the general insurrection of the Italian Partisans, the Panzer-Ausbildungs-Abteilung Süd tried to reach Austria, but was harried by Partisans and most of the unit did not make it to the border.
The 44. Infanterie-Division (English: 44th Infantry Division), deployed in Trentino Alto Adige region, captured 13 AB41 armored cars and one FIAT 665NM Scudato armored personnel carrier in September of 1943.
The 71. Infanterie-Division (English: 71st Infantry Division), deployed in the cities of Gorizia, Rijeka, Treviso and Trieste, captured one AB41. It probably originated from the Colonna Celere Confinaria ‘M’ (English: Fast Motorized Border Column), which had been delivered to the Rijeka prefecture in May of 1942 and later delivered by the Rijeka prefecture to the Colonna Celere.
The 65. Infanterie-Division (English: 65th Infantry Division), in Central Italy, had 10 AB41s in its ranks in October 1943.
An AB41 of the 71. Infanterie-Division with, probably, two German crewmembers. Note the stylized dog face painted on the right headlight armored cover. It is not known if it was painted by the Germans or by the former Italian crew. September 1943. Source: beutepanzer.ru
On November 13th, 1943, production of the AB41, under the control of the Generalinspekteur der Panzertruppen (English: General Inspector of the Armed Forces), was resumed for the Wehrmacht after a positive evaluation by the German troops. By December 1944, only 23 AB41s had been built. In late 1943, the German Army estimated to have a total of 134 AB41s captured from the Italian soldiers.
In November 1944 the AB41s in German service were reorganized.
Infanterie-Divisions
The recreated 94. Infanterie-Division (English: 94th Infantry Division) received 6 AB41s which were probably all destroyed during the Battle of Monte Cassino. After the battle, the remnants of the 95. Infanterie-Division (English: 95th Infantry Division) and the 278. Grenadier-Division (English: 278th Mechanized Infantry Division) were added to the 94. Infanterie-Division.
The 232. Infanterie-Division (English: 232th Infantry Division) received two AB armored cars in April 1945. The vehicles were probably used by the unit in its defense of Milan. The division surrendered to US troops on the road between Milan and Brescia near the end of the war in Europe.
The 278. Infanterie-Division received nine AB41s in June 1944, when the new unit finished its training. It fought in Forlì, Rimini, and Ancona.
Five AB41s were assigned to the 305. Infanterie-Division (English: 305th Infantry Division) that, after the Armistice, took part in the defense of the Gustav Line together with the 114. Jäger-Division. The 305. Infanterie-Division withdrew with very few losses after the Allied breakthrough since they had not been involved in the battle.. It is possible that it still had some ABs in service during the defense of the Gothic Line.
The 334. Infanterie-Division (English: 334th Infantry Division) had 9 AB41s throughout its existence that started at the Battle of Monte Cassino. The unit then operated as an anti-partisan unit near Florence until the battle for the city where the unit surrendered to the partisans and Allied forces and all the vehicles were probably destroyed.
The 356. Infanterie-Division (English: 356th Infantry Division) had 5 AB41s and AB43s that were used during the Battle of Anzio and then in Florence against the South African troops. In January 1945, it was assigned to the Eastern Front but, by that point, the division had probably lost all of its armored cars.
The 362. Infanterie-Division (English: 362th Infantry Division) received two AB41 armored cars during its deployment in the Battle of Anzio. After the retreat from the Anzio Battlefront in May 1944, it received 6 more armored cars of the ‘AB’ series. These were first used in Piemonte and then on the Gothic Line.
An AB41, in Italian or German service abandoned, damaged on the roadside near Anzio. Source: Italian Tanks And Combat Vehicles Of World War II
The 162. Turkistan Infanterie-Division, composed of Turkmen and Azeri volunteers, had a total of 6 AB armored cars delivered in January 1945 assigned to the 3. Kompanie of the Aufklärungs-Abteilung 236. These were used in the La Spezia and Gorizia region in anti-partisan operations and during the defense of Bologna and of Padova.
One of the Aufklärungs-Abteilung 236’s armored cars during an anti-partisan operation in Friuli-Venezia Giulia region. This AB41 was plated WH-1611215 and had the 3. Kompanie’s coat of arms. The three trucks were Lancia 3Ro NMP. Source: beutepanzer.ru
Jäger-Divisions
The 100. Jäger-Division (English: 100th Light Infantry Division) received an unknown number of armored cars assigned to the Panzerjäger Abteilung 100 (English: 100th Tank Hunter Unit) that were used in Albania and Croatia in anti-partisans operations.
The 114. Jäger-Division (English: 114th Light Infantry Division) received seven AB41s assigned to the Aufklärungs-Abteilung 114 (English: 114th Reconnaissance Unit) after the Armistice. These were used in Dalmatia in anti-partisans operations. In January 1944, it was moved to Italy and deployed on the Anzio Front but also served as an anti-partisan unit on the German rear lines. The unit’s use of armored cars is unknown. The unit was destroyed in April 1945, after it had committed multiple war crimes in Italy.
Three of the seven AB41s of the Aufklärungs-Abteilung 114 manned by Italian crews. They had Pirelli Tipo ‘Libia’ and non-standard tires. Dalmatia September 1943. Source: bundesarchives.com
Fallschirmjäger-Divisions
The 2. Fallschirmjäger-Division had some AB41s captured in Rome and used on the Eastern Front, together with six Camionette SPA-Viberti AS42‘Metropolitane’. In October 1943, the division was deployed to the Eastern Front and subordinated to the 42nd Army Corps, west of Kiev. On 15th December, the division was flown south to Kirovograd to contain a Soviet breakout. Is not known how many Italian captured vehicles were sent to the Soviet Union.
An AB41 captured in Rome during September 1943. This armored car plated RE 669B was probably one of the Raggruppamento Esplorante Corazzato ‘Lancieri di Montebello’. The armored car was of the last production batch, with 20-liters can supports and had Pirelli Tipo ‘Libia’ tires (as the Italian unit’s armored cars). The presence of a partially visible Balkenkreuz, half obstructed, is unclear. Source: beutepanzer.ru
4. Fallschirmjäger-Division
The 4. Fallschirmjäger-Division had some AB41s and AB43s and Lancia Linces. The division was formed in Venice on 5th November 1943. It included the 1. Bataillon of the Fallschirm-Jäger-Regiment 2, the 2. Bataillon of the Fallschirm-Jäger-Regiment 6, and the 1. Bataillon of the Luftlande-Sturm-Regiment 1 taken from the 2. Fallschirmjäger-Division. The Italian Raggruppamento Paracadutisti ‘Nembo’ and the Reggimento Arditi Paracadutisti ‘Folgore’ also joined the division. In December 1943 the 4. Fallschirmjäger-Division was still being formed under Army Group C.It is possible that the unit received its armored cars directly from the 2. Fallschirmjäger-Division, which captured large quantities of them in Rome, before its deployment to the Eastern Front. It could also have received its armored cars from another source, since it was also equipped with AB43s and Lancia Lince scout cars, which were not present in Rome in the first days of September 1943. The armored car crews were composed of Italian paratroopers trained to drive these types of armored cars.
The 4. Fallschirmjäger-Division fought in the Battle of Anzio and was assigned to the western sector near Albano and the Moletta river. During the retreat to Rome, the division slowed down the US 1st Armored Division outside of the city to allow the German 10. Armee and 14. Armee to escape in time. The 4. Fallschirmjäger-Division then retreated toward Viterbo, about 70 km north of Rome, and then to Siena without fighting the Allied forces.
Arriving in Florence, it took part in the defense of the ancient Italian city. The Partisans in the Florence zone started the attack on the city on the 11th August of 1944 trying to avoid the destruction of the bridges and other important places. The armored cars with Italian crews of the 4. Fallschirmjäger-Division tried to slow down the Italian Partisans, but on August 13th, the US Army crossed the Arno River and the German abandoned the city center. The Partisans had succeeded, the Germans did not destroy the city.
An AB41 and a Lancia lince of the 4. Fallschirmjäger-Division in Florence during the defense of the city. Source: beutepanzer.ru
The 4. Fallschirmjäger-Division retreated to the Passo della Futa (English: Futa Pass) that connected Florence to Bologna and part of the Gothic Line. The units fought fiercely in the region, but the British and American troops captured the German position on Mount Altuzzo on September 7th, 1944, permitting the Allies to bypass the Germans at the Futa Pass. The German forces retreated from the pass following a short skirmish on 22th September 1943.
The 4. Fallschirmjäger-Division was then maintained along the Gothic Line to support its defense. The last surviving armored cars of the unit probably fought in Rimini and then in Bologna against the British troops of the 8th Army.
Armored Units
The Aufklärungs-Abteilung (mot.) 400 had at least 2 late production AB41s used by the 1. Panzerspähwagen Kompanie of the unit. Not much is known of these armored cars. The few photos of them were taken during an anti-partisan operation in Santuario del Colle near Lenola, in the Latina area in Lazio region. They seem to originally be from the ‘Lancieri di Montebello’, from which they were captured and reused by the Germans.
An AB41 of the Aufklärungs-Abteilung (mot.) 400. It had Pirelli Tipo ‘Libia’ tires and the same camouflage of the Italian armored cars that took part in the defense of Rome. Santuarino del Colle February 1944. Source: beutepanzers.ru
The Panzergrenadier-Division Brandenburg had 6 AB41s operated by Italian crews but their service is unknown.
Panzer Abteilung zur besonderen Verwendung 12
The Panzer Abteilung zur besonderen Verwendung 12 or Pz.Abt. z.b.V.12 (English: 12th Panzer Department for Special Use) was created in 1st October 1943 in Serbia and was only equipped with captured French pre-WWII era tanks. A total of 13 Renault R35s, 20 Hotchkiss H38s, and 8 Char B1s were ready for use, with more undergoing repairs.
In January 1944, the unit was reorganized. All the Char B1s were given to another German unit, and it received captured Italian vehicles to replace the lost B1s. A total of 1 L6/40 light reconnaissance tank, 12 Semoventi L40 da 47/32s, 4 M13/40 medium tanks, and 3 AB41s were ready to be used by the unit. A month later, in February 1944, the unit had 1 L6/40, 16 L40 da 47/32s, 2 M13/40s, and 3 medium armored cars operational. In March, the unit was equipped with 42 M15/42 medium tanks, of which only 3 were operational, alongside 15 Renault R35s, 23 Hotchkiss H38s, 1 L6/40, 10 L40 da 47/32s, and 3 AB41s. A month later, on April 1st, 1944, the unit had 12 Renault R35s, 24 Hotchkiss H38s, 11 L40s, 1 M15/42, and 6 Autoblinde AB41.
In the Fall of 1944, the Pz.Abt. z.b.V.12 operated mainly in eastern Serbia, on the border with Bulgaria, where the 1. Gebirgsjäger-Division (English: 1st Mountain Light Infantry Division) held the Nis crossroads. The 7. SS-Freiwilligen-Gebirgs-Division ‘Prinz Eugen’ (English: 7th Mountain SS Volunteer Division) replaced the 1.Gebirgsjäger Division keeping the Abteilung in the front line. On October 1st, 1944, the combat-ready equipment of the unit consisted of 6 Renault R35s, 18 Hotchkiss H38s, 4 L40 47/32s, 33 M15/42s, and 3 AB41s.
Between 14th and 20th October 1944, the battle for Belgrade raged on and on the first morning of fighting part of the unit tried to forced to retreat the enemy troops that encircled the city and tried to enter from the suburbs, but parts of the Abteilung were surrounded and cut off from the rest unit.
An AB41, probably of the Pz.Abt. z.b.V.12, lay abandoned, damaged on a Serbian road in fall 1944. The soldiers inspecting it were Bulgarians. Source: beutepanzer.ru
Polizei Units
The 13. (verst.) Polizei-Panzer-Kompanie had an unknown number of armored cars in service, while the 14. (verst.) Polizei Kompanie had a total of 3 armored cars AB41s in the ranks of its 2nd Platoon.
An AB41 of the 13. (verst.) Pol.-Panzer-Kompanie in column with other Polizei vehicles. Source: beutepanzer.ru
The 13. Polizei Panzer Kompanie also received some AB41s. It was initially deployed in southern France and later transferred to Croatia.
Polizei Regiment ‘Bozen’
The 1. Battalion of the Polizei Regiment ‘Bozen’ had 1 AB41, 1 Lancia 1ZM, an L3/33, and an L3/35 in its ranks. It was created in Bozen on 1st October 1943 as Police Regiment ‘South Tyrol’, though shortly after renamed ‘Bozen’ on 29th October and used as an anti-partisan unit in the north-east Italian sector.
The AB41 of the I. Battalion/Polizei Regiment ‘Bozen’ after its capture. The original Regio Esercito plate and the Italian three-tone camouflage are visible. The vehicle had a Pirelli Tipo ‘Libia’ spare tire. Source: beutepanzer.ru
It was used in Abazzia, Pola, and Rijeka to defend the Istrian peninsula. It was then used from June, 1944 to early 1945 to patrol Trieste-Abbazia road, Santa Lucia-Isonzo road,the city of Rijeka and the Pola province. The armored car was also used in the summer of 1944 on the Croatian islands off the Istrian peninsula to deter the Yugoslavian partisans from attacking the isolated Axis garrisons in the islands. In February of 1945, the I. Battalion/Polizei Regiment ‘Bozen’ was deployed in Aidussina, east of Gorizia, while in March it was in Tolmino in the upper Isonzo valley where it remained until the end of the war.
A FIAT-SPA 38R light lorry and the AB41 of the I. Battalion/Polizei Regiment ‘Bozen’ on a Kriegsmarine’s armed barge directed to Croatian islands. Source: beutepanzer.ruThe same AB41 of the I. Battalion/Polizei Regiment ‘Bozen’ with a new two-tone stripes camouflage during a German anti-partisan action in the Istrian peninsula, near Rijeka. Summer 1944. Also the spare wheel was painted. Source: beutepanzer.ru
The AB41 armored car of the Polizei Regiment ‘Bozen’ maintained its old Regio Esercito plate, ‘Regio Esercito 310B’, uncharacteristically painted on the side of the superstructure. The armored car had Pirelli Tipo ‘Artiglio’ tires and Tipo ‘Libia’ tires on the spare tires. For an unknown reason, at some point between spring and summer 1944, the Germans removed the radio antenna, and presumably also the radio station, from the armored car and repainted it.
The 4. SS-Polizei-Panzergrenadier-Division had two armored cars that were used in Belgrade. In January, 1945, the unit moved to Slovakia and then to Gdansk (Poland), but the armored cars were probably already destroyed by then.
Waffen-SS
The only two Waffen-SS units that were known to use the AB41 medium armored cars in active service were the SS-Polizei-Regiment 15 and the SS-Panzer-Aufklärungs Bataillon 4 of the 4 SS Polizei Panzergrenadier Division that received an unknown number of armored cars.
An AB41 of the SS-Panzer-Aufklärungs Bataillon 4 with license plate SS – 214082 in the Balkans in 1944. Source: beutepanzer.ru
In late 1943, the SS-Polizei-Regiment 15 was transferred to Italy with its headquarters stationed in Vercelli, I Bataillon in Turin, II Bataillon in Milan, and III Bataillon in Trieste. It was later reinforced by an anti-tank company, a rocket-launcher battery, and some Italian-produced vehicles captured after the Armistice.
An armored car AB41 of the III Bataillon in the Trieste area. Source: beutepanzer.ru
The 24. Waffen Mountain Division of the SS Karstjäger had some AB41s and AB43s that were assigned to the unit only in July 1944, though nothing is known about their service, together with 14 P26/40 heavy tanks. These were used in the far eastern Italian region of Friuli-Venezia Giulia in anti-partisan operations between Gorizia and Trieste.
Other Units
The 5. Gebirgs-Division (English: 5th Mountain Division) was equipped with 9 AB41s and another 9 Italian armored cars and were employed during the defense of the Gustav Line and the Battle of Monte Cassino.
The MG Battalion Kesselring 2 had 4 AB41s, 16 AB43s, and an unknown other model, but their service is not documented.
Some German-backed Croatian units received some AB41s, such as the Croatian Panzer Nachrichten Regiment 2 which fought in Hungary.
The presence of an AB41 abandoned in a street in the suburbs of Berlin after the Battle of Berlin has generated some interest. It is unknown how the armored car arrived in Berlin, but from the photograph, it seems that it took part in the fighting, was damaged, and was quickly abandoned by the crew in the battle against the Soviet soldiers. It was probably used by the 11. SS-Freiwilligen-Panzergrenadier-Division ‘Nordland’ in the last desperate attempt to block the way to the center of Berlin for the Red Army soldiers. The photo was taken between 25th April and 2nd May 1945. The SS Panzer Kompanie 105 of the 5. SS-GebirgsKorps that fought in the last desperate defences of the Third Reich was equipped with a total of 10 Carri Armati M13/40. In 1st May 1945 the last three were knocked out by the Soviet forces. The unit was probably also equipped with AB41s.
An AB41 abandoned in a street in Berlin, 2nd May 1945. Notice the absence of the rear steering wheel and of the radio antenna, but the presence of the Breda Modello 1938 with the sack for the spent cartridge casings. The sapper tools and the tail lights were removed and the tyres are of the Pirelli Tipo ‘Libia’ while the spare wheel was a Tipo ‘Artiglio’. Note the curious two-tone camouflage scheme. Source: Pinterest.com Colorization by Johannes Dorn
Luftwaffen-Sicherungs-Regiment ‘Italien’
The Luftwaffen-Sicherungs-Regiment ‘Italien’ (English: Air Force Security Regiment) was created in June 1944 with the remnants of some other Luftwaffe ground units and Italian soldiers of the Guardia alla Frontiera or GaF (English: Border Guard). It was commanded by Oberstleutnent Fritz-Herbert Dietrich and used as an anti-partisan unit in Piemonte supporting major anti-partisan actions alongside other German and Italian units, such as the Bandenbekämpfung Woche. It was also used in other operations, such as Operazione Nachtigall (English: Operation Nightingale) in Piemonte, where an AB41 was used. It may have been an AB41 from the Gruppo Corazzato ‘Leonessa’ (English: Armored Group).
Two AB41 from Luftwaffen-Sicherungs-Regiment ‘Italien’ during a refueling break on the main square of Cavour, near Pinerolo, prepared to leave for an anti-partisan operation in July 1944. The tanker truck was a civilian-production OM Taurus requisitioned by the army. Source: beutepanzer.ru
After the operations in Piemonte, it was sent to Veneto, on the eastern Italian border, where it fought the Yugoslavian Partisans in the Istrian peninsula until fall 1944, when it was sent to Bologna. In Bologna, the unit fought alongside the 1. Fallschirmjäger-Division and probably helped to defend Rimini from the 3rd Greek Mountain Brigade and a battalion and a squadron of the 2nd New Zealand Division.
Organisation Todt
An unknown number of vehicles were also used by the Organization Todt (OT), an organization named after its founder, Fritz Todt, that cooperated with the Wehrmacht in the construction of roads, bridges, airports, port, and defense facilities in Germany and all German-occupied territories during the war.
To keep the work sites safe from partisan ambushes, attacks, or sabotage, armed units of the Organization Todt patrolled the surrounding area. Several AB41 armored cars were assigned to the patrol units.
A poor quality photo of one of the Organization Todt’s AB41s with TD – 20220 registration plate. Source: beutepanzer.ru
Camouflage, Markings, and Modifications
In some cases, the AB41 armored cars in German service received interesting modifications. Some German AB41s received some minor modifications, such as the addition of spaced armored plates on the front to improve protection, armored plates on the fenders to better protect the tires from small arms fire, and some headlights. These conversions were made by the units on the front line and it is impossible to catalog them precisely.
The ones of the 14 vers. Polizei Kompanie were upgraded with additional frontal armor to better protect the vehicles against the small-arm fire. The AB41s also received a right-handed handcrafted headlight mounted on the turret side. At least two of the three vehicles of the unit were modified in this manner. The vehicles had striped two-tones camouflages, the original Italian Kaki Sahariano Chiaro (English: Light Saharan Khaki) as base and dark green or reddish brown stripes.
Two of the three AB41s of the 14 vers. Polizei Kompanie in Laibach province, Balkans, 1944. Source: beutepanzer.ru
An unknown unit equipped its Italian monochrome camouflage AB41 with armored fenders to better protect the frontal tires from small-arms fire. The vehicle received the usual Balkenkreuzs on hull front and sides. It also had the number “3”, which’s meaning is unclear, painted in a white round of the front.
The AB41 involved in an anti-partisan operation in Yugoslavia. The vehicle behind it is a Sd.Kfz.7/1 self-propelled anti-aircraft gun. Note the armored protection for the wheels and the supports to fit it. Source: beutepanzer.ru
Many units maintained the Italian Kaki Sahariano Chiaro monochrome camouflage or the three-tones Continentale (English: Continental), with a Kaki Sahariano Chiaro base with reddish brown and dark green spots.
Some vehicles were also painted in the same colors but with stripes instead of spots.
A Beute Panzerspähwagen AB41 201(i) of the Aufklärungs-Abteilung (mot.) 400 in the Lazio Region during a patrol. It was of the last production batch and also had the smoke grenades casing on the engine deck. It was equipped with Pirelli Tipo ‘Libia’ tires and had a particular camouflage. It was probably captured by the Germans in Rome. Source: neutepanzer.ru Colorization by Johannes DornThe AB41 of the I. Battalion/SS-Polizei Regiment ‘Bozen’ ready to depart Abbazia for an anti-partisan patrol. As in the previous photos, the antenna was removed and the spare wheel was also painted. Source: beutepanzer.ru
Conclusion
The German Beute Panzerspähwagen AB41 201(i) performed, as in the other theaters of war, with great results even if with some flaws due to the evolution of the war that led many Allied vehicles to be replaced with better armed and armored vehicles. The AB41 proved to be still hostile adversaries against enemies with a limited anti-tank capability, such as partisan bands and in the reconnaissance role that was rarely performed by the German units.
The German units equipped with captured Italian vehicles after the Armistice often complained about the quality and mechanical reliability of Italian vehicles, which, due to lack of spare parts and lack of experienced German mechanics with adequate knowledge in Italian tanks and self-propelled guns reparation, were often forced to abandon them after light or easily repairable breakdowns. This apparently did not happen in units equipped with AB-series armored cars; in fact, it does not appear that neither SS, Luftwaffe, Wehrmacht and Polizei units ever complained about Italian armored cars.
A Panzerspähwagen AB41 201(i) of the Aufklärungs-Abteilung (mot.) 400 in the Lazio Region. A Panzerspähwagen AB41 201(i) of a German police unit in Northern Italy, 1944. Illustrations by Godzilla.
AB41 specifications
Dimensions (L-W-H)
5.20 x 1.92 x 2.48 m
Total Weight, Battle Ready
7.52 tonnes
Crew
4 (front driver, rear driver, machine gunner/loader, and vehicle commander/gunner)
Propulsion
FIAT-SPA 6-cylinder petrol, 88 hp with 195 liters tank
Speed
Road Speed: 80 km/h
Off-Road Speed: 50 km/h
Range
400 km
Armament
Cannone-Mitragliera Breda 20/65 Modello 1935 (456 rounds) and Two Breda Modello 1938 8 x 59 mm medium machine guns (1992 rounds)
Armor
8.5 mm Hull
Turret
Front: 40 mm
Sides: 30 mm
Rear: 15 mm
Total Production
667 in total, ~ 200 in German service
Sources
beutepanzer.ru
Italian Armored & Reconnaissance Cars 1911-45 – Filippo Castellano and Pier Paolo Battistelli
Le autoblinde AB 40, 41 e 43 di Nicola Pignato e Fabio d’Inzéo
… Come il Diamante, I Carristi Italiani 1943-’45 – Marco Nava and Sergio Corbatti
I Mezzi Corazzati Italiani della Guerra Civile 1943-1945 – Paolo Crippa
Democratic People’s Republic of Korea (2010-Present)
Amphibious Wheeled Infantry Fighting Vehicle – Unknown Number Built
The M2010 is an amphibious wheeled infantry fighting vehicle produced since the late 2000s and presented in public for the first time in 2010. Therefore, it received the M2010 designation from the US Department of Defense (DoD).
It is in service only with the Democratic People’s Republic of Korea (DPRK) and it is based on the more famous BTR-80A Soviet APC, with which it shares many external features.
The M2010 during the 65th Anniversary Day of the Foundation of the Republic parade on 9th September 2013. This particular vehicle is from one of the first production batches. Source: massimotessitori.altervista.orgThis article originally appeared in the Tank Encyclopedia Magazine #Issue 8. You can get a free download here.
New Generation of APCs for the Kim Dinasty’s Army
The Army of the Democratic People’s Republic of Korea, the Korean People’s Army – Ground Force (KPA-GF), began to realize the need for Armored Personnel Carriers only in the 1960s, when its production of self-propelled guns and tanks began to become more and more independent from the People’s Republic of China and the Soviet Union. Up to that point, the KPA had relied on a small batch of BTR-40s and perhaps BTR-50s and BTR-152s, of which delivery reports exist, but they have never been seen in active service.
In the early 1960s, a batch of about one hundred BTR-60PB eight-wheeled armored personnel carriers arrived in the small Communist nation. According to DPRK official sources, its licensed production began in 1969 under the designation ’69’. There are doubts about the veracity of this licensed production given the very limited numbers of BTR-60PBs and 69s seen in service with the KPA.
A BTR-60PB or a 69 APC during military training in the 1980s. Source: imgur.com
At the beginning of the 1970s, the delivery of the YW531A Tracked Amphibious APC, commonly known as Type 63, by the People’s Republic of China started. One of DPRK’s most famous indigenous vehicles originated from the Type 63, such as the well known Tracked 323 Amphibious Armored Personnel Carrier, which was produced, according to DPRK sources, from 1973 at the Sinhung Armor Plant.
After the 323, with which the KPA seems to be very satisfied since it is still the most common APC in the North Korean armed forces, some sources claim that, at the beginning of the 1970s, an order was placed for a hundred Soviet built BMP-1s, of which there is little information.
A 323 APC during training in the 1980s. It is armed with a turret that is similar to that of the M2010. Behind it is a Korean People’s Army’s Ch’ŏnma Main Battle Tank. Source: pinterest.com
A new personnel carrier in the ranks of the Korean People’s Army would only appear in 1992, during the parade for the 60th Anniversary of the KPA, when a amphibious wheeled armored personnel carrier was presented, which the US Department of Defence (DoD) named M1992.
It is common practice for Korea to keep the technical data of its vehicles secret in order to throw off Western nations. In some cases, like this one, it has not even made the official name public. The US Department of Defense assigns North Korean technology a “Western name”, often relating to the year in which it was first spotted.
This new vehicle was clearly inspired by the Soviet BRDM-1 Light Armored Car but, for an unknown reason, it did not have a large production run and was not extensively used in the KPA, appearing in only a few parades.
The M1992 Armored Personnel Carriers, armed with Bulsae-2 Anti-Tank Guided Missiles and 30 mm automatic grenade launchers. Source: pinterest.com
In the 1990s, the 323, which was arguably superior to the US M113 armored personnel carrier and the South Korean KM-900 when it entered service, was overtaken by more modern Western armored personnel carriers. It became clear that an APC with more modern amphibious capabilities had to be found.
In 2001, the DPRK signed an agreement with the Russian Federation for cooperation in the military industry. In the following years, they received a small batch of BTR-80As, with some sources claiming as few as 32 units.
It is clear that the number of supplied vehicles was small and was not sufficient to equip all the Korean People’s Army infantry mechanized divisions with more modern vehicles. The DPRK bought these vehicles to have access to their technology, which they wanted to study and adapt to their needs in order to develop a new vehicle.
Two rows of BTR-80As of the Korean People’s Army during a parade in P’yŏngyang. Source: reddit.com
During the parade celebrating the 65th Anniversary of the Workers’ Party of Korea (WPK) in 2010, an amphibious wheeled infantry fighting vehicle type first appeared. At first glance, it may have looked like a normal BTR-80 but, after a quick analysis, big differences easily become apparent.
In accordance with the US DoD’s classification, it is known as the Model 2010 8×8 APC or M2010.
Design
The M2010 is a derivative of the BTR-80A with major modifications made to suit the needs of the Korean People’s Army – Ground Force. The BTR-80 is a light and fast amphibious wheeled 8×8 armored personnel carrier produced by the Soviet Union since 1984, based on the earlier BTR-60 and BTR-70.
In total, over 5,000 BTR-80s have been produced and delivered to over 40 nations worldwide. The BTR-80A is one of the many upgraded versions of the BTR-80. It appeared in 1994 and is equipped with a remote controlled turret armed with a 30 mm 2A72 cannon with 300 rounds and a coaxial 7.62 mm PKT machine gun.
The early models of the M2010 incorporated an amalgamation of parts similar or identical to those of the BTR-60PB, BTR-80A, 323 APC, and PT-76B light amphibious tank.
Turret
The turret of the M2010 is completely different from that of the BTR-80A. It is manually controlled, with a larger diameter and height. It is very similar to the 323 APC turret, but it is equipped with a secondary coaxial armament and it is not perfectly circular. On the back, it is equipped with a box and a fan, which most probably house the CBRN (Chemical, Biological, Radiological, and Nuclear) system and the fume extractor.
An interesting photo of the M2010 which shows the roof and the turret. Source: massimotessitori.altervista.org
On the left of the roof of the turret, there is a hatch that can be opened towards the front. It is on top of a part that protrudes from the conical shape of the turret. On the turret roof, there are also a night visor in front of the hatch, a hyposcope, and a night vision device placed between the two heavy machine guns.
On all examples seen from 2013 to present, there also is a bracket welded onto the rear box for a MANPADS (MAN-Portable Air-Defense System) missile launcher that can be used only from the outside.
Hull and Armor
The hull is completely welded and its shape is almost identical to that of the BTR-80, from which it derives with rear engine compartment, central troop transport compartment, and front driving compartment. The differences that can be noted after a quick analysis are:
Lack of pistol port for the vehicle’s commander
Modification of the engine compartment
Modification of the exhaust system
Modification of the engine cooling grids
Different side access doors
Different hatches for the commander and driver
At the front, the trim vane, which is open during amphibious operations, is less visible than the one mounted on the BTR-80. On the sides of the hull, on the right, the long rear storage box and the inspection hatch of the CBRN system were removed, while the side doors are much larger. Another new feature of the doors is that these are in one piece and fixed to the upper side of the armored structure. These doors are open towards the front, giving greater protection to the crew during the exit or entering phases under enemy fire.
The steps used to enter the vehicle, between the front and rear wheel pairs, are different, with two steps instead of one, as on Soviet vehicles.
Two M2010s during a 2013 Parade. Source: Oryx Blog
The radio antenna is mounted on the right side, next to the commander’s position, instead of behind the turret, as on Soviet BTRs. The antenna is fixed on a support that can rotate about 80° backwards to allow the opening of the commander’s hatch and also not to hinder the turret rotation.
Another detail that immediately stands out is the new arrangement of the sapper tools, the front lights, and IR intensifiers.
The roof has many differences from the Soviet BTRs. Immediately behind the turret is a large rectangular box, probably containing spare missiles for the MANPADS launcher. On its right is a small mushroom-shaped cover, probably a smoke extractor for the smoke generated by the infantry small arms fire in the troop transport compartment.
Behind this box, there is a watertight hatch to allow the soldiers in the compartment to shoot from outside the vehicle. Behind this hatch, there is a radiator cooling grill with a watertight cover which must be closed during amphibious operations.
Finally, there is an armored plate hinged on the rear that can be opened to maintain or remove the engine. This plate has, on the left side, a grille for engine cooling.
The M2010 engine deck. Behind the turret is the rectangular box with the small fume extractor, the soldier hatch and the engine cooling grilles. Source: massimotessitori.altervista.org
On the first production models, which appeared for the first time in 2010, the M2010s were equipped with 3 pistol ports per side, two on the front of the crew compartment and one on the side access door. They were the same model as the pistol ports mounted on the BTR-60PB, with an armored cover that can be rotated upwards from the inside.
On the intermediate production models, these six pistol ports were replaced by more complex ones, rounded and no longer drop-shaped, similar in shape to those mounted on the BTR-80. These are more practical and placed in angled recesses towards the frontal arch and equipped with a watertight closing system, safer than the previous one when the vehicle is involved in amphibious operations.
The central passenger compartment can probably hold seven or eight fully equipped soldiers, as on the BTR-80. Six passengers can fire their personal weapons through the side slits, while the rest (one or two soldiers) can fire by exposing themselves through the hatch mounted behind the turret. The M2010’s internal arrangement is unknown, as there are no pictures of the interior of these vehicles. It can be assumed its arrangement is similar to Soviet vehicles, from which it is derived.
As far as protection is concerned, the hull and turret are made of laminated steel plates welded together and the resistance is roughly comparable to that of the original BTR-80A, with protection from 12.7 mm bullets fired at 100 meters on the front arc, while on the flanks, the armor resists to 7.62 mm bullets fired at 100 meter range.
Engine
The modification of the engine compartment and the adoption of the rear water jet, identical to that of the PT-76B, has led military analysts to suppose that the engine mounted on the M2010 is a licensed variant of the V-6B 6-cylinder 4-stroke in-line water-cooled diesel engine, developing a maximum of 240 hp at 1,800 rpm, also mounted on the Soviet amphibious light tank. This engine was a shortened version of the V-2 12-cylinder diesel engine mounted on the T-34-85 medium tanks, KV, and IS heavy tanks series.
The water jet is mounted at the bottom of the rear plate. Water is aspirated through holes on the rear sides of the fenders of the fourth wheel axle, which is covered by grilles. It offers better mobility during amphibious operations.
The maximum speed is estimated to be around 80 km/h, with an estimated range of about 600 km, as on the BTR. The maximum speed in water is probably about 8 to 10 km/h. Of the four wheel axles, the first two are fully steered, while the last two axles are more limited in their movement range, but this decreases the turning radius of the vehicle.
The KamAZ 7403 delivers a maximum power of 260 hp at 2,400 rpm, thus increasing the maximum speed, decreasing fuel consumption, increasing the vehicle’s range and increasing the amphibious performance of the vehicle.
Main Armament
The main armament of the M2010 is represented by a pair of heavy machine guns produced in DPRK based on the Soviet KPVT machine guns. The large caliber machine guns, 14.5 x 114 mm, guarantee firepower, with a rate of 600 rounds per minute each and a maximum practical range of 2,000-3,000 m.
The maximum elevation also ensures the vehicle can engage targets on hillsides, very useful in the Korean hilly environment, but also targets on the upper floors of buildings or enemy helicopters at low speed, allowing the vehicle to support infantry against most types of targets, terrestrial, or aerial. The penetration of the Soviet Armor Piercing projectiles (from which the Korean Armor Piercing rounds certainly derive) is 30 mm angled at 90° at a distance of 500 m.
Even if the North Korean projectiles are probably not at the same level as the Russian ones, they should be able to deal with any enemy armored target, apart from main battle tanks or heavy IFVs. The amount of ammunition transported by the vehicle is unknown.
An image of the M2010’s front. The KPVTs and the MANPADS are clearly visible. Source: pinterest.com
Secondary Armament
The secondary armament consists of a 7.62 mm coaxial machine gun. This is a tank version of the Type 82, a licensed variant of the PKMT, itself derived from the PKM general-purpose machine gun. Very little is known about this 7.62 x 54 R mm caliber machine gun. It was developed in 1982 from the Soviet PKM and the tank version probably has a firing rate decreased to 500 rounds per minute instead to 700 rpm of the standard Type 82 and PKM. It has a heavier barrel to avoid overheating and is mounted on the right side of the PKVTs.
Mounted on a pedestal support on the turret rear is a MANPADS, probably the indigenous HT-16PGJ, derived from the Soviet 9K310 Igla-1E (NATO code name SA-16 ‘Gimlet’). If the characteristics are identical to those of the Soviet model, the Korean HG-16 IR-guided missile fired from that MANPADS is capable of hitting aerial targets up to a maximum range of 5 km, a maximum altitude of 2.5 km at a maximum speed of 1.9 Mach (2,350 km/h).
The MANPADS does not appear to be connected to the Fire-Control System (FCS) of the vehicle. To use the HT-16PGJ, the gunner is forced to exit through the hatch on the turret roof, exposing part of their body to enemy fire, although the hatch offers some protection. Obviously, this task can also be carried out by a common infantry soldier operating with the vehicle.
Korean made HT-16PGJs captured in Aleppo, Syria, in February 2013. Source: Oryx Blog
The M2010 is also equipped with 3 loopholes on each side of the troop transport compartment, two in the front and one on the central access door. These allow the transported troops to increase the volume of defensive fire of the vehicle. The second slit type provides an arc of fire of approximately +20° to the right and -20° to the left and allows the soldiers to use all the types of weapons at their disposal, such as Type 68 and Type 88 assault rifles or Type 73 and Type 62 General-Purpose Machine Guns (GPMGs).
Another difference compared to the APC 323 is the presence of three smoke launchers per side. These are mounted on supports welded to the sides of the turret and used to mask the vehicle from the enemy.
Service History
As the Democratic People’s Republic of Korea is a very isolated nation, not even one M2010 8×8 has been exported, even if it seems to have been proposed to the foreign market. Even the number produced remains unknown.
If the numbers painted on the hulls or turrets are progressive, assuming that the first M2010 produced was ‘Number 1’, it is possible to say that more than 800 units have been produced between the M2010 8×8 and 6×6 versions. APCs have been seen with painted numbers exceeding this figure, but there is no concrete evidence supporting or disproving this possibility.
The only use of such a vehicle, outside of military exercises, of which there are not many pictures, or parades was the funeral of Marshal of the Korean People’s Army Ri Ul-sol, born in 1921, who died at age 94 on November 7th, 2015.
Ul-sol was Kim Il-sung’s comrade in arms from his militancy in the anti-Japanese armies in the 1930s, in the Red Army during Second World War and served in several roles in the KPA including commander of Kim Il-sung’s family bodyguards. He was also the godfather to the young Kim Jong-il.
The unarmed M2010 II used to transport the coffin of Marshal Ri Ul-sol around P’yŏngyang. A similar ceremony was held by the French in October 2021, when Hubert Germain, an ex-partisan and politician, died at age 101. His coffin was placed on a turretless AMX-10RC and taken around Paris. Source: pinterest.com
On 8th November, 2015, Kim Jong-un visited the General’s body at the Central Hall of Workers in P’yŏngyang, paying his respects. On November 9th the funeral took place, which is when the M2010 was used.
The unarmed M2010 II 8×8 Number 800 was equipped with a red velvet-covered platform behind the turret, on which Marshal Ri Ul-sol’s coffin was placed. The vehicle then paraded through the streets of the city, packed with citizens who had gathered to pay their last respects to a friend of Kim Il-sung and godfather of Kim Jong-il.
Camouflage
The M2010s have been seen in a variety of camouflage schemes over the more than a decade of service with the KPA. In 2010, they appeared in the standard livery on Korean People’s Army – Ground Force vehicles, green khaki. An ID number is written in white on the turret, just like on the BTR-80As that had appeared in parades up to that point.
Two M2010 8×8 in parade in Kim Il-sung Square. Note the standard one color camouflage, the white parade ring on the wheels and the Korean inscription, painted white, on the trim vane. Source: Military-Today.com
As on many other KPA vehicles, the following inscription is painted on the frontal nose: “조선인민의철천지원쑤인 미제침략자들을 소멸하라!” which translates to “Annihilate the US imperialist aggressors, who are the fiercest enemies of the Korean people!”.
Three examples of the inscription painted on an M2010 6×6 APC, an M1989 Koksan Self-Propelled Gun, and on a Songun-915 Main Battle Tank. Source: armyrecognition.com; pinterest.com and reddit.com and collage by the author
In 2013, the vehicles had a new three tone camouflage, rarely seen on Korean vehicles. They had a light green base with slight dark green shades within the light green and patches of light silver gray. The wheels and tires also received some paint, something uncommon on vehicles, especially military, which tend to get dirty very quickly.
The M2010s during the Day of the Sun parade in Kim Il-sung Square, on 16th April, 2016. Note the three tone camouflage and the identification numbers on the hull. The flags on top of the vehicles belong to the Democratic People’s Republic of Korea, the flag of the Workers’ Party of Korea, and the personal standard of the KPA Supreme Commander, all of which are always present on the first row of vehicles at KPA parades. Source: pinterest.com
This three tone camouflage seems to have become the standard camouflage of this vehicle to date, although versions on the 6×6 chassis of that vehicle with dark green and brownish green camouflage in 2018 and sand yellow and light brown in 2020 were spotted.
Versions
M2010 II
The so-called M2010 II is a version with some upgrades that has been seen in some later parades. This vehicle, with an unknown official designation, is nicknamed M2010 II 8×8. This vehicle has a modified engine bay and exhaust system and it can be assumed that it also has improvements in the firing systems and interior layout, but this is just speculation.
It seems that the more modern M2010 II 8×8 has reached a level very similar, if not identical, to that of the BTR-80A in terms of quality of raw materials for production, production finish, protection, propulsion system, and amphibious capabilities.
The M2010 II during a parade in the late 2010s. The new water jet and the side exhaust system are clearly visible. Source: pinterest.com
On the M2010 II 8×8, the engine compartment and the exhaust system have been modified, making analysts speculate that, given the progress of the Korean heavy industry, the KPA may have decided to incorporate new technologies, including a licensed copy of the KamAZ 7403 diesel engine of the BTR-80A.
M2010 6×6
The M2010 6×6 also appeared in 2010. Given that it is smaller than the 8×8 M2010 and thus lacks the internal space to carry infantry, it can be deduced that it is probably a reconnaissance version of the M2010 vehicle.
The M2010 in its 6×6 configuration during a parade in P’yŏngyang. Source: massimotessitori.altervista.org
M2018
There is an ATGM carrier version, known by the US DoD as the M2018. These are M2010 6x6s equipped with a giant turret armed with 8 ATGMs. This anti-tank system is similar to the Chinese AFT-10 or the Israeli Pereh. Analysts suspect that these are armed with eight Bulsae-4 Anti-Tank Guided Missiles (ATGMs) of the Non Line Of Sight (NLOS) type, a model new to the KPA.
An M2018 ATGM carrier during a parade in P’yŏngyang that took place in Kim Il-sung Square on 10th October 2020. Source: globalsecurity.org
Other
There are two other vehicles that may have been developed from the chassis of the M2010 8×8. These were presented at the 75th Anniversary of the foundation of the Workers’ Party of Korea on 10th November 2020. They are the M2020 ATGM carrier and the M2020 Mobile Gun System (MGS). The designs seem to be structurally inspired by the American Stryker, as the ATGM carrier resembles the Stryker ICV and the MGS resembles the Stryker-derived M1128 MGS.
The M2020 Armored Personnel Carrier converted into an ATGM carrier on parade on 10th October 2020. Source: the national news.com
Due to the fact that the KPA-GF has had no way of getting their hands on an original Stryker, it is unlikely to have been reverse engineered as the original M2010 was from the BTR-80A. It can be assumed that the starting chassis is the M2010 8×8 with a redesigned armored structure.
The main armament consists of 5 ATGM NLOSs that can be lowered into a small remote turret for the M2020 ATGM carrier and a 122 mm cannon, probably a domestic version of the Soviet D-30, in a remote turret with automatic loader for the M2020 MGS.
The M2020 Mobile Gun System in the same parade. Source: reddit.com via u/kingsaw100
Due to the lack of information and the short time since they were first presented to the public, it is difficult to give more information based on the few photos taken of them in the two parades in which they have appeared.
Conclusion
This practical 8×8 chassis lends itself to different uses and contexts, being able to be used as a simple Armored Personnel Carrier or a more complex ATGM carrier or Mobile Gun System.
Its production is not complex and does not require rare raw materials, so it is quick to produce and economical, fundamental characteristics for a hypothetical export to third world countries, where the equipment and vehicles produced by the Democratic People’s Republic of Korea are sometimes used.
The M2010 is one of the first vehicles that represents the Democratic People’s Republic of Korea’s manufacturing autarky, produced entirely in Korean factories without support from China or Russia. This is a huge step forward for the DPRK which, until the 1990s, was completely dependent on the People’s Republic of China and the Soviet Union for the production of military vehicles and aircraft.
Since 2010, the KPA has been able to become more independent in the production of armored personnel carriers, main battle tanks, such as the M2020, and TEL (Transporter Erector Launcher), such as those of the InterContinental Ballistic Missiles (ICBMs), such as Hwasŏng-15 and Hwasŏng-17, thus avoiding the need to depend on the two superpowers in the defense sector.
M2010 of the 2nd Series with the flag of the Workers’ Party of Korea. Day of the Sun parade in Kim Il-sung Square, on 16th April, 2016M2010 of the 2nd Series with the flag of the Democratic People’s Republic of Korea. Day of the Sun parade in Kim Il-sung Square, on 16th April, 2016.An M2010 with the flag of the Workers’ Party of Korea.An M2010 in monochrome camouflage. All illustrations by ‘Godzilla’.
M2010 Specification (Estimated)
Dimensions (L-W-H)
~7.65 x ~2.9 x ~2.6 m
14 tonnes
Crew
3 (commander, driver, and gunner) + 7 or 8 passengers
Propulsion
V-6B 6-cylinder diesel engine, 263 hp at 1,800 rpm
Speed
~80 km/h; ~10 km/h in water
Range
~600 km
Armament
two 14,5 mm KPVT, one 7,62 mm Type 82 and an HT-16PGJ MANPADS
Armor
~15 mm
Sources
North Korea’s Armed Forces: On the Path of Songun – Stijn Mitzer; Joost Oliemans
massimotessitori.altervista.org – North Korean M2010 8×8 APC derived from BTR-80 – Massimo Tessitori
Kingdom of Italy (1942)
Armored Car – 1 Prototype Built
The Semovente da 47/32 su Scafo AB41 was a Second World War Italian heavily armed armored car prototype based on the AB41 medium armored reconnaissance car chassis.
The design for the Semovente da 47/32 su Scafo AB41 was presented to the Italian Regio Esercito (English: Royal Army) in late 1942, which subsequently requested a prototype. It was ready at the same time the North African Campaign was ending. The vehicle did not perform well during tests and it was abandoned in favor of the better armed and armored AB43 ‘Cannone’.
The Semovente da 47/32 su Scafo AB41 prototype outside the Ansaldo-Fossati plant in Sestri Ponente, 3rd December 1942. Source: Archivio Ansaldo
History of the ‘AB’ Armored Car Series Project
The ‘AB’ armored car series is the best known and most produced Italian armored car series of the Second World War. Its development started in the late 1930s, after the experiences of the Spanish Civil War showed to the Royal Italian Army High Command that the currently-used armored cars, like the Lancia 1ZM, were unsuited to modern wars. At roughly the same time, the police force that dealt with public order in the Italian colonies, the Polizia dell’Africa Italiana (PAI) (English: Italian African Police), issued a request for a new armored car to equip its reconnaissance units, especially for anti-guerrilla roles.
The AB40 mock-up at the Ansaldo factory. Source: Gli Autoveicoli da Combattimento dell’Esercito Italiano
FIAT and Ansaldo started a joint project to develop two armored cars with the maximum communality of parts based on the SPA TM40 (TM for Trattore Medio – Medium Tractor). These were later unified and presented alongside the FIAT 626 medium and FIAT 666N heavy duty truck prototypes to Benito Mussolini, dictator of the Kingdom of Italy at the inauguration of the new FIAT Mirafiori plant in Turin on 15th May 1939.
After some modifications, production started in January of 1941. By the end of the war, a total of about 800 armored cars were produced: 24 AB40s, 667 AB41s,102 AB43s, and a dozen prototypes of various vehicles such as, command armored cars, anti-tank armored cars and lightweight armored cars.
Autoblinda AB41 during training in Sardinia. Source: pinterest.com
History of the Semovente da 47/32 su Scafo AB41 Prototype
As the North African campaign progressed, British reconnaissance vehicles were outfitted with thicker armor and more powerful guns. In 1940, British armored cars were appearing on the battlefield armed with heavy machine guns chambered for cartridges ranging from 13.5 mm to 15 mm. By 1942, the British started fielding armored cars armed with 40 mm guns and with heavier armor, from 7 mm to 12 mm of the Morris CS9 or the Rolls-Royce armoured car to 16 mm to over 20 mm of the Marmon-Herrington and Daimler armoured cars. The same year, the Ispettorato Truppe Motorizzate e Corazzate (English: Motorized and Armored Troop Inspectorate) requested Ansaldo to develop a new armored car with a more powerful armament to deal with these British reconnaissance vehicles.
Ansaldo started the development in June of 1942 and, in December of that year, finished assembling the prototype with license plate ‘Regio Esercito 665B’. Testing of the Semovente da 47/32 su Scafo AB41 (English: Self-propelled gun armed with 47/32 on AB41 chassis) started in early 1943.
Design
Hull
The armor on the hull and superstructure consisted of all bolted plates, which did not offer the same protection as welded plates, but simplified the replacement of armor plates for repairs. The front and rear of the hull was 8 mm thick, while the sides were 8.5 mm thick.
The front of the Semovente da 47/32 su Scafo AB41. Photo taken outside the Ansaldo-Fossati plant in Sestri Ponente, 3rd December 1942. Source: Archivio Ansaldo
The original turret and roof of the AB41 were removed and replaced with vertical walls to create an open-topped vehicle. A 10 mm thick armored shield was placed at the front of the open-topped section where the main gun was to be mounted to protect the gunner from enemy fire. The fenders were also armored to prevent enemy fire from damaging the tires.
The hull of the armored car had an internal structure on which the plates were bolted. At the rear of the superstructure were the two armored access doors for the crew compartment, divided into two parts, which could be opened separately. The radio antenna originally on the left of the superstructures was removed from on the Semovente da 47/32 su Scafo AB41, since no radio was mounted. Had the Semovente da 47/32 su Scafo AB41 gone into production, a radio may have been included.
A horn was mounted on the right side of the front of the hull and a pickaxe was stored on the right side of the hull. The exhaust pipe sat on the rear fender and two spare wheels were placed in fairings on the sides of the superstructure.
Above the engine compartment, there were two air intakes and two hatches for engine maintenance. The back was left unchanged from the original AB41 hull, with the cooling grilles, inspection hatches and rear lights.
Rear of the Semovente da 47/32 su Scafo AB41. Photo taken outside the Ansaldo-Fossati plant in Sestri Ponente, 3rd December 1942. Source: Archivio Ansaldo
Engine and Suspension
The Fabbrica Italiana Automobili di Torino, more commonly known as FIAT (English: Italian Automobiles Factory of Turin), and its subsidiary, Società Piemontese Automobili (SPA) (English: Piedmontese Automobile Company), designed a new engine by upgrading the original engine of the AB41, the FIAT-SPA ABM 2 6-cylinder petrol water-cooled engine, with a 4,995 cm³ displacement. This engine developed a maximum power of 88 hp at 2,700 rpm and was itself derived from the FIAT-SPA ABM 1 mounted on the AB40, which had less displacement and a maximum power of 78 hp.
The Semovente da 47/32 su Scafo AB41‘s new engine was the same as on the Autoblinda AB42 and the future AB43, the FIAT SPA ABM 3. The displacement remained unchanged, 4,995 cm³ as the previous models, but the maximum power was increased to 108 hp (sources alternatively list this figure as 100 hp, 110 hp, and 115 hp) at 2,800 rpm. This significantly increased the speed on roads to about 90 km/h, compared to 80 km/h of the AB41 and 78 km/h of the AB40.
The FIAT SPA ABM 2 6-cylinder engine mounted on the AB41. Externally, it was quite similar to the FIAT SPA ABM 3. Source: Pignato
On this armored car version, as on the AB42, the dual-drive system and rear controls were meant to be removed. The chassis was not meant to be that of the AB40 or AB41, but that of the AB42, and the same used on the SPA-Viberti AS42 ‘Sahariana’. For this reason, some sources claim that this armored car was named Semovente da 47/32 su Scafo AB42 or Autoblinda AB42 con 47/32. However, this was not the case for the prototype
The modifications were made to lighten the chassis, which maintained the 4×4 configuration, but only the frontal wheels steered. The suspension for each wheel was independent, with a coil spring for each wheel.
The photos of the interior of the vehicle show some mechanisms for reverse driving, such as the dashboard for the rear driver and the directional control lever which, when lowered, allowed the rear driver to take control of the vehicle.
This means that, in order to save time and resources, the prototype was probably built on the chassis of an AB41 that was partly modified.
A beautiful photo showing off the vehicle interior. On the right are the fuel and water tanks, dashboard on the left, and directional control lever. On the left is the gunner/commander’s seat. Photo taken outside the Ansaldo-Fossati plant in Sestri Ponente, 3rd December 1942. Source: Archivio Ansaldo
The production vehicles would have been produced on the AB42 chassis. There were three fuel tanks totaling 195 liters. The 118-liter primary fuel tank was in the double bottom of the floor which made it vulnerable to anti-tank mine explosions. The 57-liter secondary tank was mounted in front of the driver, above the steering wheel, while the 20-liter reserve tank was placed in the rear, where on the AB40 and AB41 was placed the rear machine gun. On the left of the reserve tank was a 10 liter water tank used for engine cooling.
Scheme of the fuel system on an armored car of the AB series. Source: pinterest.com
As on the AB40 and AB41, there was a serious problem with the lack of a bulkhead between the crew compartment and the engine compartment. The presence of the 20 liters reserve tank in front of the engine was also an issue as, in case of fire in the engine compartment, the lack of bulkhead would cause the propagation of the flames inside the crew compartment.
The Semovente da 47/32 su Scafo AB41 probably had an unchanged range of 400 km. The prototype was fitted with the tires developed by Pirelli specifically for desert terrain, the Pirelli Tipo ‘Libia’ 9.75 x 24″ (25 x 60 cm). Unsurprising, the rims were not modified and the vehicle could have mounted all the tires produced by Pirelli for the 24″ rims, also used on the other AB series armored cars, the Camionette SPA-Viberti AS42, AS43, and for the SPA TM40 prime mover.
Armament
The main armament on the Semovente da 47/32 su Scafo AB41 was the Cannone da 47/32 Modello 1935, nicknamed ‘Elefantino’ (English: Little Elephant) by the soldiers. This gun was designed by the Austrian Böhler company and over 3,200 units were produced under license by various Italian companies for the Regio Esercito from 1937 to 1945. The main producers were Società Italiana Ernesto Breda per Costruzioni Meccaniche of Brescia, Arsenale Regio Esercito di Torino (ARET) (English: Royal Army Arsenal of Turin), Arsenale Regio Esercito di Piacenza (AREP), and Ansaldo-Fossati in Sestri Ponente. Designed as an infantry support cannon, it proved to be reliable and precise during the Spanish Civil War and the Ethiopian War. With its armor piercing rounds, it was well able to take out the few opposing armored vehicles it could expect to find in North Africa. Its maximum range was 7,000 m, but it was effective up to 4,000 m for infantry support and about 1,000 m for anti-tank fire.
Cannone da 47/32 Modello 1935 on a vehicle mount at the Ansaldo-Fossati plant in Sestri Ponente. Source: Archivio Ansaldo
The gun was mounted on a rectangular structure running horizontally between the superstructure’s sides. It had a traverse of about 40° on the left and right, with a vertical elevation from around -4° or -5° to not more than +20°.
The gun, with its shield, placed on the Semovente da 47/32 su Scafo AB41. The commander/gunner’s seat, the rectangular structure and the two ammunition racks are clearly visible. Photo taken outside the Ansaldo-Fossati plant in Sestri Ponente, 3rd December 1942. Source: Archivio Ansaldo
Ammunition
The cannon had a rate of fire of 28 rounds per minute for the field artillery piece and of about 20 rounds per minute on the wheeled tank destroyer due to the cramped space. The ammunition total consisted of 100 rounds in two rectangular metal racks, each welded under the rectangular structure where the gun was placed.
The cannon fired 47 x 227 mm R rounds of five different types:
Cannone da 47/32ammunitions
Name
Type
Fuze
Projectile weight (kg)
Muzzle Velocity (m/s)
Cartoccio Granata Dirompente da 47 modello 1935
High-Explosive
Percussion Mod. 35 or Mod. 39
2.45
250
Cartoccio Granata Perforante da 47 modello 1935
Armor Piercing – Tracer
Percussion Mod. 09
1.42
630
Proietto Perforante Modello 1939
Armor-Piercing Composite Rigid – Tracer
Percussion Mod. 09
1.44
650
Proietto Controcarri Effetto Pronto
High-Explosive Anti-Tank
Internal Mod. 41
1.2
//
Proietto Controcarri Effetto Pronto Speciale
High-Explosive Anti-Tank
IPEM front fuze
1.5
//
Precise values on the penetration of the Mod. 35 armor-piercing ammunition are not available. However, an Italian document of the Spanish Civil War era states that it could penetrate 37 mm of armor at a distance of 700 m. The Mod. 39 armor piercing ammunition could penetrate plates with thicknesses of 55 mm at 100 m, 40 mm at 500 m, and 30 mm at 1,000 m, angled at 0°. The HEAT ammunition was rarely used due to its late production in the war and infrequent distribution to the crews. There is also no precise data on the penetration of the HEAT ammunition of the 47 mm gun, but an Italian report from some tests in October 1942 shows that the Effetto Pronto round was not able to penetrate the 52 mm thick side armor of the turret of a T-34/76 Mod. 1942 captured by the Italians on the Eastern Front. The Effetto Pronto Speciale round, produced in very few numbers between early 1943 and the end of the war, had greater anti-tank capabilities and was able to penetrate the front armor of an M4 Sherman.
Wooden crate holding 47 mm rounds. The tanker is holding two Cartoccio Granata da 47 Modello 1935. Source: cmpr.it
Crew
The vehicle had a crew of three with the driver in the front of the hull, the gunner/commander seated on a seat under the gun breech, and the loader standing by the gunner. In addition to directing the crew, the commander also operated the main gun and observed the battlefield. The driver would have had a lot of trouble getting in and out of the vehicle as he had to squeeze through the narrow gap between the ammunition stowage racks, the gun’s trunnions, and the commander’s seat to enter or exit his compartment.
The space through which the driver had to pass to get through to his driving position. Photo taken outside the Ansaldo-Fossati plant in Sestri Ponente, 3rd December 1942. Source: Archivio Ansaldo
Testing
The Semovente da 47/32 su Scafo AB41 was finished on 3rd December 1942 and was taken to the Centro Studi della Motorizzazione (CSM) (Eng: Centre for Motorisation Studies) for testing vehicles and determining whether they should be adopted or rejected by the army.
The results were not good. The height of the gun shield, superstructure walls and cannon raised the center of gravity of the vehicle, making it unstable and increasing the risk of rollovers. The height of the vehicle caused other problems. In the flat deserts of North Africa, a vehicle of this height would have been quickly detected by British anti-tank units. However, the tests demonstrated the effectiveness of the main gun. The 47 mm cannon would have offered excellent firepower to the Italian scouting units.
The same prototype seen from another angle. Photo taken outside the Ansaldo-Fossati plant in Sestri Ponente, 3rd December 1942. Source: Archivio Ansaldo
The biggest problem, as would also happen with the AB42, was that the prototype was ready for testing only after the Italian defeat against Commonwealth troops at the Battle of El Alamein that lasted from 23rd October 1942 to 5th November 1942. This battle put the Italian and German troops on the backfoot in North Africa. Above all, it showed the High Command of the Royal Italian Army that the North African Campaign was lost and that it was a poor use of resources to invest money into vehicles specially developed for desert use.
Subsequent Developments
When the project was not accepted by the Centro Studi della Motorizzazione, Ansaldo and FIAT started a new project that would become the Autoblinda Modello 1941 con Cannone da 47/40 Modello 1938, more simply known as AB43 ‘Cannone’. The prototype was presented to the High Command of the Royal Army on 21st May 1943 and satisfied the requests of the Ispettorato Truppe Motorizzate e Corazzate. The Regio Esercito ordered 380 AB43s and AB43 ‘Cannone’s in summer 1943, but the Armistice signed on 8th September 1943 stopped the production of the armored car.
The AB43 ‘Cannone’ during tests at the Centro Tecnico della Motorizzazione (English: Motor Vehicle Technical Center). Source: Gli Autoveicoli da Combattimento dell’Esercito Italiano
Conclusion
The Semovente da 47/32 su Scafo AB41 was a failed project of Ansaldo, which wanted to produce a vehicle that could meet the requests of the Royal Italian Army and, at the same time, that did not require an expensive modification of the assembly lines.
The Semovente da 47/32 su Scafo AB41 at the Ansaldo-Fossati plant in Sestri ponente. Illustration by Godzilla.
Semovente da 47/32 su Scafo AB41 Specification
Dimensions (L-W-H)
5.20 x 1.92 x ~2.5 m
Total Weight, Battle Ready
~ 7 tonnes
Crew
3 (driver, loader, and commander/gunner)
Propulsion
FIAT-SPA ABM 3, 6-cylinders 110 hp engine with 195 liters tanks
Speed
Road Speed: 80 km/h
Off-Road Speed: 50 km/h
Range
400 km
Armament
One Cannone da 47/32 Modello 1935 gun with 100 rounds
Armor
8 mm to 10 mm
Total Production
1 prototype
Sources
Gli Autoveicoli da Combattimento dell’Esercito Italiano, Volume Secondo, Tomo I – Nicola Pignato and Filippo Cappellano
Autoblinda AB43 with main armament of the 81ª Brigata Garibaldi Volante 'Silvio Loss' used during the Great Partisan Insurrection. Illustration done by Godzilla, funded by our Patreon campaign Sources.
Italian Partisans (1943-1945)
Medium Armored Cars – Dozens Captured
The Autoblinda AB41 and Autoblinda AB43 (English: AB41 and AB43 Armored Cars) were the last two AB series armored cars to enter production. After the Kingdom of Italy surrendered to the Allies on 8th September 1943, the Italian peninsula was occupied by German troops, which captured the majority of Italian soldiers and equipment. In the following months, the Germans created a puppet state with Benito Mussolini as leader.
Many Italian soldiers escaped capture and, together with anti-fascist civilians, created the first Italian Partisan units, starting a guerrilla campaign in Italy. Some Axis equipment was captured by the Partisans during their resistance, and they reused it against their former owners. Light arms, ammunition, trucks, and even tanks and armored cars were redeployed by the Partisans, even if service was limited and badly documented.
Context
On 8th September 1943, the Kingdom of Italy surrendered to the Allies. Over a million Italian Regio Esercito (English: Royal Army) soldiers found themselves without orders and command.
The Italian Royal family, alongside many politicians and generals, fled south before the official announcement of surrender, and were now in Allied hands, organizing an Italian monarchic government that would rule the part of the Italian peninsula freed from Axis rule.
Italian soldiers, pushed from the south by the Allied forces and from the north by Germans, had to choose their own fate. In some units, soldiers chose to return, if possible, to their homes. In other cases, the soldiers followed their officers, depending on their political affiliation.
Many soldiers surrendered to the Allies or tried to resist the Germans and were captured. Many others, loyal to Fascism, saw the Armistice as a betrayal against Benito Mussolini. All over the European battlefields, these men surrendered immediately to the Germans, asking to continue the war on the Axis side. Due the desperate situation in which the German Army was at that moment of the war, many Italian soldiers loyal to the Axis forces were quickly reorganized into independent units or under the dependencies of German divisions.
From the very next day after the Armistice, Italian illegal political parties opposing the fascist regime met secretly in Rome.
These created the Comitato di Liberazione Nazionale (CLN) (English: National Liberation Committee), which organized the Italian partisan units. In the following months, the first cores of resistance were formed in the parts of Italy under Nazi-Fascist control.
The partisan equipment varied greatly. At the beginning of the resistance, the only weapons that the civilians who joined the resistance possessed were their own hunting rifles or pistols and a few guns recovered from abandoned Regio Esercito depots. The former soldiers of the Regio Esercito had their personal weapons, such as the cavalrymen of the 2° Reggimento Cavalleggeri ‘Piemonte Reale’ (English: 2nd Cavalry Regiment). On 12th September, when the regiment was disbanded near Turin, all the cavalrymen were free to choose their own fate, keeping all their equipment, personal weapons, ammunition and money of the regiment.
During the almost 20 months of resistance, the Partisans captured many weapons and vehicles from their enemies by attacking convoys or isolated garrisons. The Allies also provided the Partisans with weapons and ammunition after 1944, parachuting them to pre-determined areas.
A German Steyr 1500 A staff car modified with a Cannone-Mitragliera Breda da 20/65 Modello 1939 and a truck full of Partisans ready to support the insurrection. The vehicles were captured from German troops in Boffalora, Lombardy. Source: museopartigiano.it
An uprising known as the Great Partisan Insurrection was organized by the CLN leaders on 25th April 1945, preceded by a huge workers’ strike from all the north Italian factories that were still active.
Understandably, until mid-1945, the partisan units only engaged in guerrilla actions against the Axis forces in the northern Italian peninsula. This was due to the strong presence of anti-partisan units and control of the countryside by Nazi-Fascist forces.
Reducing their already limited presence in Piedmont, Lombardy, and Liguria, they concentrated on industrial cities or small cities with train stations used to patrol, and as a means of escape in case of attack. This increased the freedom of operation of partisan brigades, which could start capturing vehicles from Axis forces in these areas.
A Carro Armato M14/41 captured by the Partisans during the Great Partisan Parade on 6th May 1945. The vehicle was quickly assembled by SPA workers for the Partisans. Indeed, as visible, the turret mantlet is still in red anti-rust primer. The Partisans had also covered the tank with writings such as SPA, SAP, and LEO. Source: Le Camionette del Regio Esercito written by Enrico Finazzer
Armored vehicles were useful during quick ambushes on Nazi-Fascist columns or assaulting isolated garrisons. However, clandestinely maintaining a tank or an armored car was rather impossible in Italy. Most of the partisan units hid in small villages or isolated houses on high mountains, difficult to reach by anti-partisan units operating on foot and impossible to reach with armored vehicles.
Until early 1945, the Nazi-Fascist forces controlled the majority of main roads and most important cities, meaning that the Partisans could not use roads to quickly move the armored vehicles in support of other partisan brigades.
Italian Partisans on a Lancia Lince scout car in Piazza Sicilia square in Milan after the Great Partisan Insurrection. Even this vehicle was only painted in anti-rust primer. Source: Carri Armati “Partigiani” written by Paolo Crippa
At the same time, spare parts, ammunition and fuel were really difficult to find for the Partisans. These consumables were usually recovered from Nazi-Fascist garrisons or illicitly received from pro-partisan workers that stole them from their factories. Usually, this equipment was delivered in limited numbers, barely adequate for repairing and operating civilian cars and military trucks.
The clandestine forces could not attack larger Axis facilities or depots in order to obtain adequate resources to maintain the armored vehicle. Furthermore, for any kind of repair, the Partisans could not reach a workshop without being noticed by Axis forces. At the same time, it was impossible to organize a partisan-led workshop in partisan-controlled territories due to a lack of trained mechanics, adequate infrastructure, and machinery.
It was deployed on many occasions by the Partisans against isolated garrisons, but at the same time, its use forced the Partisans to perform dozens of missions to steal adequate amounts of fuel, ammunition, and spare parts to keep the tank operational.
A Lancia 3Ro captured from the Germans and reused by the Partisans in April 1945 to liberate the city of Turin. A 7.7 mm Breda-SAFAT medium machine gun was placed on the cab’s roof. The car near the truck was a FIAT 1100 armed with a Breda Modello 1930 light machine gun. The Partisans used any kind of vehicle to transport troops during the insurrection. Source: Archivio della Città di Torino
During the last months of war, the Partisans stopped destroying captured armored vehicles. Instead, in early 1945, they started to reuse them to free the north Italian cities.
A Sd.Kfz.254 armed with a Soviet T-38 turret captured by the Partisans of 11a Brigata Matteotti in Milan during the Great Partisan Insurrection. Source: pinterest.com
Even if their service is badly documented, the Italian Partisans managed to deploy a plethora of armored vehicles of German, Italian, and Allied production in the last days of war on Italian soil. These included a handful of armored cars of the AB series that were reused against their former owners.
Design
The medium armored car AutoBlinda Modello 1941 (English: Armored Car Model 1941) or, more simply, AB41, was an Italian armored car developed by FIAT and Ansaldo. A total of 667 were produced during the Second World War. Some were captured and reused by a variety of forces that participated in the conflict, such as Commonwealth troops, French Partisans, and German troops, to name a few.
The Autoblinda AB43 prototype (left) and a serial production Autoblinda AB41 (right) outside the Ansaldo-Fossati production plant in Sestri Ponente near Genoa. Source: Gli Autoveicoli dell’Esercito Italiano
The AutoBlinda Modello 1943 or AB43 was produced beginning shortly before the Armistice of 1943, with 102 made until 1945. All the armored cars of this model were deployed by the Germans during the war.
Both the AB41 and AB43 were armed with a 20 mm Cannone da 20/65 Modello 1935 automatic cannon produced by Breda and two 8 mm Breda Modello 1938 medium machine guns, one coaxial and one in a spherical support at the rear of the vehicle. The armored cars were developed as long-range reconnaissance vehicles for the Regio Esercito.
The AB41 was equipped with a FIAT-SPA ABM 2 6-cylinder inline petrol engine delivering 88 hp at 2,800 rpm and had a maximum speed on-road of 78 km/h. The AB43 had a slightly more powerful FIAT-SPA ABM 3 6-cylinder inline petrol engine delivering 108 hp at 2,800 rpm, which gave a maximum speed of 81 km/h on-road.
The main difference between the two armored cars models, except for the engine, was the turret. The AB41 had the Carro Armato L6/40‘s turret, while the AB43 had a shorter and wider Modello 1942 (English: Model 1942) turret.
An Autoblinda AB41 together with a Carro Armato L6/40 parked alongside some German trucks at Venaria Reale, near Turin. About 200 AB41s and 100 AB43s were deployed by the Germans. Source: beutepanzer.ru
The AB medium armored car series had a number of particular characteristics, including a double driving position, one at the front and one at the rear, allowing the armored car to be driven by two different drivers who could take over driving by simply lowering a lever. This permitted this fast armored car to quickly disengage from a skirmish in the narrow mountain roads or African villages in which it fought.
It had all-drive and all-steering wheel systems, giving excellent off-road performance. It was also equipped with a powerful 60 km range radio with a 7 m fully-extended antenna on the left side.
Operational Use
The Piccola Banda di Ariano
The Piccola Banda di Ariano (English: Ariano’s Small Band) was a partisan unit composed of 4 men. The founder and commander was Gianluca Spinola, a nobleman and former lieutenant in the Regio Esercito. When the Armistice was signed, he escaped alone from the Civitavecchia Training School with an Autoblinda AB41 armored car that he hid in the Val di Sieve area. He then transferred his family to Florence and met up with his cousin, Franco Stucchi Prinetti, and two former Regio Esercito soldiers: Francesco Piredda and Vittorio Vargiu (the last of whom had been Spinola’s attendant).
The four men patrolled the Via Aretina (one of the longest roads in the municipality of Florence, running through some of its eastern suburbs) during the night, ambushing German columns. Their success was thanks to the darkness in which the Germans usually confused the partisan vehicle as a friendly one.
Unfortunately, none of the attacks of the Piccola Banda di Ariano have been reported in detail, often being forgotten that this partisan nucleus operated almost undisturbed until April 1944 with an armored car, right in the middle of enemy territory. Similarly, it is unknown where Lt. Gianluca Spinola and his comrades found fuel, ammunition, and spare parts for their armored car.
After a series of lightning attacks, in April 1944, Gianluca Spinola and his brave comrades were captured by a patrol of Germans while trying to mine a bridge near Arezzo. They were imprisoned until 14th June 1944, when the Germans shot them and 77 miners who had protested their poor working conditions. The fate of their armored car is unknown, as is the existence of any kind of photographic evidence of the vehicle.
Novara
During the last months of the war, Allied bombers were a serious threat for the Italian production plants. Before and during the war, the Italians usually had enormous production plants in which armored vehicles were assembled. The most important ones were in Turin such as FIAT Mirafiori and FIAT Lingotto, and Genoa, with Ansaldo-Fossati and the Cornigliano Artillery plant.
In order to diminish the risk of a total production breakdown in case of bombardments and to avoid mass strikes of the workers, who increasingly requested for better wages and shorter working shifts, the Germans divided the production of the Turin and Genoa production plants all over the northern Italian regions. Secondary operations or assembly were usually delocalized from the main production plant.
A Semovente M43 da 75/46 captured at the Fonderia Milanese di Acciaio Vanzetti Società Anonima in Milan by the Italian Partisans in late April 1945. Source: italiantanktree.files.wordpress.com
In Milan, the Fonderia Milanese di Acciaio Vanzetti Società Anonima (English: Milanese Steel Foundry Vanzetti Limited Company) assembled some armored vehicles, together with the Società Piemontese Automobili or SPA (English: Piedmontese Automobile Company) in Turin, and a SPA subsidiary plant in Caselle, near Turin for Ansaldo-Fossati.
Another Ansaldo-Fossati detachment which produced armored vehicles in the late 1944 to early 1945 was the Manifattura Rotondi of Novara, a textile company that stopped working due to its workers being enlisted.
On 25th April 1945, when the Great Partisan Insurrection broke out, the workers of the Manifattura Rotondi contacted the Partisans. According to sources, five Autoblinde AB43 (photographic evidence confirm the presence of six) were in production for a German unit.
On 26th April 1945, the 81ª Brigata Garibaldi Volante ‘Silvio Loss’ (English: 81st Fast Garibaldi Brigade) reached Novara. The task of this mechanized unit was to reach Milan through Novara and to liberate all the small cities on this road from Nazi-Fascist presence.
A total of 6 Autoblinde AB43 medium armored cars lined up in Novara, on the road to Veveri. 3 lacked their turrets. The Lancia Lince scout car is not visible in this image. Source: I Mezzi Corazzati Italiani della Guerra Civile 1943-1945 written by Paolo CrippaIn this zoomed up version of the previous image, it can be seen that one of the three turret-equipped AB43s was not equipped with main armament. The turret is pointing backward with the unarmored front protected by a wooden crate (highlighted in red). It seems that all the vehicles received spherical supports for the secondary armament but it is not clear if the machine guns were installed. Source: Carri Armati “Partigiani” written by Paolo Crippa
In total, six Autoblinde AB43 and an Autoblinda Lancia Lince scout car were received from the workers. It is not clear why there are disagreements between the sources. The factory sources are probably referring to five AB43 under assembly and the sixth one (the one equipped with armament) was awaiting delivery.
Of the AB43, three were not even equipped with turrets. Of the other three, photographic evidence permitting to confirm only one AB43 equipped with armament and another one without main armament. The third armored car was equipped with a turret, but it is not clear if it was armed or not.
The vehicles did not even have camouflage and were painted in bright red anti-rust primer. This was not the best color for a camouflage scheme, but surely the best one to avoid friendly fire from other partisan or Allied units in the area.
The 81ª Brigata Garibaldi Volante ‘Silvio Loss’, commanded by Corrado ‘Fulvio’ Moretti, was part of the Divisione Garibaldi ‘Fratelli Varalli’ (English: Garibaldi Division) commanded by Albino ‘Bruno’ Calletti. The Communist division was subordinated to the Comando Zona Militare ‘Valsesia’ (English: Military Zone Command) commanded by Eraldo ‘Ciro’ Gastone, Vincenzo ‘Cino’ Moscatelli, and Aldo Benoni, a famous Italian partisan commanders.
The 81ª Brigata Garibaldi Volante ‘Silvio Loss’ advanced to Veveri, about 3 km north of Novara in a column with the seven armored cars and some vehicles full of Partisans.
Two turret-equipped Autoblinde AB43 in the Veveri suburbs during negotiations. During this break, the Partisans painted mottos and names of fallen comrades on the vehicles. Source: pinterest.com
In Veveri, there was a German garrison and a blocked column of vehicles. The German soldiers in Veveri were part of the garrison and part of the Stamm Column (from the name of its German commander) that was trying to reach Bergamo. They sent various trucks full of prisoners on the road to Novara to confuse the Partisans. The few German soldiers who arrived in Veveri with dozens of partisan and Allied prisoners had barricaded themselves in city buildings, ready to resist partisan attacks and keep them occupied while most of the Stamm Column advanced toward Lombardy.
Thanks to a local priest, Leone Ossola, the partisans and Germans began negotiations. After six years of war, they felt it was senseless to lose more lives for nothing. After a series of meetings that lasted until late afternoon between Eraldo ‘Ciro’ Gastone, one of the partisan commanders, Leone Ossola, and Colonel Hahn, commander of the local garrison, the Germans agreed to surrender.
The Germans then deposited their guns and surrendered to the Partisans peacefully, while the Stamm Column surrendered on 28th April 1945 in Busto Arsizio, near Milan, to another partisan unit that blocked the road.
The complete Autoblinda AB43 of the 81ª Brigata Garibaldi Volante ‘Silvio Loss’ waiting in the Veveri suburbs. This image shows that, except for the radio antenna and camouflage, the vehicle was fully assembled externally. Source: veveri.itSame image, but this darker version shows what the partisan was writing on the armored car. W LA ‘LOSS’ is also visible on the front plate, under the front driver port. Source: Carri Armati “Partigiani” written by Paolo Crippa
After having overcome Veveri, the small column of armored cars of the ‘Silvio Loss’ crossed the Ticino River (the border between Piedmont and Lombardy) and joined another motorized column composed of a few trucks and cars requisitioned by the Comando Zona Militare ‘Valsesia’.
On 27th April 1945, the armored cars participated in the small clashes with Nazi-Fascist forces in Turbigo and in Lonate Pozzolo, northeast of Milan. These were no more than small gunfights, often without casualties, after which the Germans quickly surrendered.
On the morning of 28th April 1945, the motorized column of the Comando Zona Militare ‘Valsesia’ started to move southeast to enter Milan, which they reached at about 1:00 pm.
A turretless Autoblinda AB43 in a street of Milan on the morning of 28th April 1945. On the front armor are the inscriptions ‘Valsesia’ and ‘Volante Loss’. Source: Carri Armati “Partigiani” written by Paolo Crippa
In Milan, the armored cars paraded at low speed through the already freed city, reaching Piazza Duomo, the main square of Milan, which was full of cheering civilians and partisans. Three armored cars were parked in the square, surrounded by partisans and enthusiastic civilians. Of the three armored cars, one was armed, one had a turret, and one turretless. The other three armored cars were deployed in city checkpoints to keep order.
A frame from a video of the liberation of Milan. The Piazza Duomo was full of people. Three armored cars were parked in the square. On the left, the one without a turret, in the center the one without armament, and on the right, the armed one. Source: Archivio di Milano via YouTube
The main leaders of the resistance, including CNL members and partisan officers, climbed on top of the vehicle with the turret to start a speech. Teresa ‘Maruska’ Mondini, an Italo-Soviet woman who fought in the Red Army and then with the Italian partisans, also gave a speech atop an AB43. She read a letter written from the Red Army to the Italian Partisans.
Images of the 81ª Brigata Garibaldi Volante ‘Silvio Loss’ in Piazza Duomo, Milan, around 3:00 pm of 28th April 1945. In the first image, commander of the Comando Zona Militare ‘Valsesia’, Vincenzo ‘Cino’ Moscatelli (left), and one of the CNL leaders, Luigi Longo (right), giving a speech. On the armored car’s side is the inscription ‘W la Volante Loss’. In the second image, Teresa ‘Maruska’ Mondini reads a Red Army letter addressed to the Italian Partisans from the Autoblinda AB43 turret. Sources: Carri Armati “Partigiani” written by Paolo Crippa
After this public appearance, the vehicles disappeared from photographic and written sources. These AB43 armored cars were probably deployed to hunt down the last Fascist snipers hidden in buildings, for checkpoints, and to keep order in the city of Milan until the arrival of Allied soldiers.
Even if their fate is unknown, being vehicles in almost factory condition, it is possible that the armored cars were shipped to some manufacturing plant or military arsenal in northern Italy after the war. After the vehicles were completed with essential parts and new camouflages, they could have entered service with the new Italian forces. In fact, even if the war ended, some Italian plants finished assembling and continued to produce a small number of vehicles until they ran out of raw materials in the depots. Some of these documented productions included Lancia 3Ro and Lancia Esarò trucks, Camionette SPA-Viberti AS42 ‘Metropolitane’, Camionette SPA-Viberti AS43 patrol cars, and the armored cars of the AB series, that, after the war were still assembled in the AB ‘Ferroviaria’ version.
An Autoblinda AB43 which took part in the partisan parade in Como after the war. Source: Carri Armati “Partigiani” written by Paolo Crippa
Turin
It seems that Italian Partisans did not initially operate armored cars of the AB series during the liberation of Turin during the Great Partisan Insurrection. On 28th April 1945, at least one Autoblinda AB41 was captured by an unknown partisan unit at the Caserma ‘Alessandro La Marmora’ barracks on Via Asti.
Italian Partisans of an unknown unit pose over an Autoblinda AB41 of the Gruppo Corazzato ‘Leonessa’ in the Caserma ‘Alessandro La Marmora’ barrack on Via Asti in Turin on 28th April 1945. Source: Storia dei Reparti Corazzati della Repubblica Sociale Italiana 1943-1945 written by Paolo Crippa
It seems that no other armored cars were deployed or captured by the Partisans in Turin in the days of the insurrection. However, many armored cars, as well as other armored vehicles, had been deployed by the Fascists units to defend the city, and it seems improbable that only a single AB41 fell in partisan hands. Other ABs were probably knocked out, captured, or damaged and in need of time to be put again in service.
On 1st May 1945, two Carri Armati M14/41 medium tanks and an armored car (probably the one captured at Caserma ‘Alessandro La Marmora’ barrack) were deployed in Robassomero, about 25 km northeast of Turin.
In Robassomero, the armored vehicles supported the 42ª Divisione Unificata ‘Garibaldi’ (English: 42nd Unified Division) and the 2ª Divisione SAP (English: 2nd SAP Division; – SAP for Squadre di Azione Patriottica – Patriotic Action Squads) against some German soldiers of the LXXV. Armeekorps (English: 75th Army Corp).
The German soldiers, survivors of the 34. Infanterie Division (English: 34th Infantry Division) and 5. Gebirgs Division (English: 5th Mountain Division) were caught by surprise. One of the partisan tanks was positioned to fire on the German troops that tried to cross the Stura River, while the second one entered the city supported by the armored car.
The battle in the city was fierce and the Germans managed to destroy the Carro Armato M14/41 that was deployed by the Partisans in the town with a Panzerfaust.
The armored car was probably also damaged in the fighting. Even if this hypothesis cannot be confirmed, it seems that not a single armored car of the AB series participated in the 6th April 1945’s Great Partisan Parade in Turin to celebrate the end of the war.
The Autoblinda AB41 may have also suffered a breakdown, or simply the tires were pierced by German bullets and it was not ready to join the Partisans during the parade.
Other Units
The vehicles already mentioned are only some of the other armored cars captured by the Partisans during the liberation of Italy.
Other armored cars of the AB series were deployed by the Italian Partisans all over the areas not yet freed from Axis presence. Unfortunately, a lack of sources, especially photographic evidence, does not permit an estimation of the total number of armored cars deployed from which unit.
An example of this lack of documentation is the Autoblinda AB43 captured and deployed by the Partisans of an unknown unit in San Martino in Rio in the Reggio Emilia province.
The Autoblinda AB43 captured in San Martino in Rio during the Great Partisan Insurrection. This was in service with the Germans before its capture. Source: Carri Armati “Partigiani” written by Paolo Crippa
An Autoblinda AB41 was captured in Cividale del Friuli in Northeast Friuli Venezia Giulia region. This armored car belonged to the Gruppo Squadroni Corazzati ‘San Giusto’ (English: Armored Squadrons Group) and was picked up by an unknown Italian (or Yugoslavian) partisan unit that deployed it on 28th April 1945 against the German garrison of Cividale del Friuli and on 30th April against the Nazi-Fascist forces in the Udine suburbs.
Conclusion
Due to the absence of any kind of logistical lines during the whole duration of the Italian Civil War, only a few armored vehicles were deployed by the Partisans. When the Great Partisan Insurrection began on 25th April 1945, many armored cars of the AB series, mainly AB43s, were captured by Italian Partisans.
The vehicles were hardly in time to be deployed by the Partisans. Given the fortunes of war, many Nazi-Fascist garrisons surrendered without armed resistance to the Partisans when they saw the armored cars coming.
It is impossible to give a judgment on the scarce service history of the Italian partisan armored cars. However, the Autoblinda AB41 and AB43 were two vehicles that, better than others, could be useful for the Partisans thanks to their mobility and firepower.
Autoblinda AB43 with main armament of the 81ª Brigata Garibaldi Volante ‘Silvio Loss’ used during the Great Partisan Insurrection. Illustration done by Godzilla, funded by our Patreon campaign Sources.Autoblinda AB43 without turret of the 81ª Brigata Garibaldi Volante ‘Silvio Loss’ used during the Great Partisan Insurrection. Illustration done by Godzilla, funded by our Patreon campaign.Autoblinda AB43 deployed by the 79a Brigata Garibaldi in Como when it took part in the partisan parade. Illustrations by Godzilla funded by our Patreon Campaign.
A FIAT 500 ‘Topolino’ deployed by the Regio Esercito as liaison car in North Africa. Illustrations by the illustrious Godzilla funded by our Patreon Campaign.
Kingdom of Italy/Italian Republic (1936-1955)
Car – 519,847 Built
The FIAT 500 was an Italian city car produced by the Fabbrica Italiana Automobili di Torino or FIAT (English: Italian Automobiles Factory of Turin) from 1936 to 1955. It received the nickname ‘Topolino’ (English: Small Mouse) and was the smallest car produced in Europe in that period. It was the car that started the mass motorization of Italy, with half a million produced in three main variants for about 20 years.
Despite its roots as a small city car, the ‘Topolino’ would also go on to have a military career, being requisitioned by various armies and fighting forces.
The FIAT 500 ‘Topolino’ in a FIAT official image of the 1930s. Source: Centro Storico FIAT
History Behind the Project
In 1930, the Italian dictator, Benito Mussolini, felt the necessity of increasing the number of cars present in Italy. In the 1930s, cars were becoming the most iconic symbol of welfare in the Western world and Italian Fascism did not want to fall behind.
To give an example, in 1931, the Italian peninsula had a population of 41.2 millions, with only 188,000 cars and trucks of all kinds, including public and military ones. This meant there was one vehicle for every 240 inhabitants. This low ratio was also due to the Great Depression, which had limited vehicle registrations from 33,436 in 1929 to 14,760 in 1931.
In 1936 (the year in which the FIAT 500 mass production started), there were 220,000 vehicles in Italy for a population of 46 million inhabitants. This translated into one motor vehicle for every 209 Italians, a small number, 10 times lower than France and 40 times lower than the United States’ average.
Politically, Fascism was trying to promote Italian manufacturing capabilities and tended to excel in various fields at the time. The Italian Fascists invested heavily in air races, the naval industry and, finally, even the development of cars.
Trying to emulate other European countries, such Germany with the Volkswagen Beetle, Mussolini convened with Senator Giovanni Agnelli, founder of the FIAT company. The dictator asked the businessman to fulfill the need of producing a cheap car that each Italian family could afford to buy.
The maximum price of the city car was not to exceed 5,000 lira (equivalent to $216 in 1936 or $4,800 in 2023).
Giovanni Agnelli (with the bowler hat) and Benito Mussolini (with the Panama hat) on 8th April 1932, during the official presentation of the FIAT 508 ‘Balilla’ in Villa Torlonia, Rome. Source: ilfattoquotidiano.it
Agnelli, who was not at all happy with the new task assigned to him by the Duce, was forced to accept. He assigned the unappreciated task to the FIAT Design Office placed on the fifth floor of La Palazzina (English: The Building) at the FIAT Lingotto production plant of Via Nizza 250 in Turin. The FIAT engineers, after various briefings, had two different opinions:
The first opinion was that FIAT was actually capable of producing a cheap city car using the same technologies and know-how they had gained developing other cars, but saving up as much as possible on raw materials and equipment.
The second opinion was that the FIAT was not capable of producing such a vehicle in a short time and that the project should be passed to Oreste Lardone (1894-1961). Mr Lardone was an engineer that had worked for FIAT until 1924. In that year, he followed his mentor, Giulio Cesare Cappa, when he was hired at ITALA. In 1928, Mr. Lardone presented a small and cheap ITALA prototype of a city car. The FIAT technicians in favor of the ‘Lardone Option’ suggested hiring Lardone and letting him continue his studies on the prototype under the new requests of the Fascism.
Giovanni Agnelli listened to both opinions and decided to proceed as fast as possible in both directions. He ordered the FIAT Design Office to develop a project following the FIAT standards and hired Oreste Lardone and assigned him a group of technicians and workers to develop and test his prototype.
FIAT Lingotto production plant with the testing track over the roof. On the left is La Palazzina and on the right Lingotto’s freight yard. Source: atlasofplaces.com
Failed Project
After the Wall Street Crash of 1929, ITALA failed during the financial depression and Mr. Lardone accepted and willingly agreed to return to work at FIAT. He started his project, which was a small front-wheel drive city car with 4 seats and a 500 cm3 air-cooled two-cylinder engine and the development proceeded quickly. Lardone’s prototype was finished in summer 1931 and, after the driving tests on the FIAT Lingotto factory roof, the car was ready to be tested on the road.
During the driving test in the city of Turin, a FIAT test driver, Giovanni Agnelli himself and Oreste Lardone took part. Perhaps because of the excessive speed with which the project was carried out to satisfy the Fascist demands, there was an accident with the prototype.
The car exited the FIAT Lingotto production plant and drove for some kilometers around Turin. While testing the climbing capabilities of the car at the Cavoretto slope, the petrol engine caused a fire, from which the three occupants escaped quickly.
Although the accident was probably caused by a simple malfunction of the fuel pump, Giovanni Agnelli was shaken. He immediately fired Lardone and then banned front-wheel drive on FIAT cars.
Original drawings of Oreste Lardone’s FIAT car. Source: Centro Storico FIAT
Delaying the Project
After the failure of Lardone’s project at FIAT, the city car project desired by Fascism continued very slowly and without significant economic investment. Many designers at FIAT thought Lardone’s design was the best idea to keep the car as cheap as possible and did not want to contradict Giovanni Agnelli, who had banned front-wheel drive cars.
Of secondary importance, but nonetheless significant, was the anti-Fascist beliefs held by FIAT’s workers. Despite the fact that, in the late 1920s to early 1930s, the Partito Nazionale Fascista or PNF (English: National Fascist Party) had very high support among the Italian population, the working-class segment was mostly disappointed or opposed to the party of Benito Mussolini and to Giovanni Agnelli himself, who was very close to the regime.
FIAT’s workers usually joked about Benito Mussolini, calling him ‘ël Crapun’ (English: The Bald One), while Giovanni Agnelli was nicknamed ‘Giuanìn Lamera’. Giuanin is a nickname used in Piedmont (the region of Italy where Turin is located) for people called Giovanni (like Johnny for people called John in English-speaking countries), while Lamera means sheet metal in Piedmont dialect.
In general, in Turin, which was a working-segment city where most of the inhabitants were workers or working in activities related to factories and assembly plants, mainly in the automotive sector, Fascism never had the same following as in other cities of Italy. Although fascism emphasized its support for workers and the better conditions theoretically achieved, in reality, the Italian working class never had any tangible benefits during the two decades of Fascism in Italy.
Another problem was the mistreatment of the workers by the Fascist Party in Turin. For example, on 18th December 1922, in retaliation for the killing of two Fascist militants in Turin, the Squadre d’Azione (English: Action Squads) of the PNF in Turin, led by Piero Brandimarte, killed 14 workers and trade unionists and wounded 26 others.
Memorial of the Squadre d’Azione atrocities committed in Turin on 18th December 1922. Piazza XVIII Dicembre, 18th December 2023. Source: Author
With the Wall Street Crash a few years later, the working class experienced another period of suffering, with many workers laid off and wages reduced by 7-8% compared to the period before 1929.
After the economic recovery of the 1930s, the working conditions in the factories did not improve. Silent resistance to the Fascist regime took root at FIAT Lingotto, where, already in 1927, a Communist newspaper was being clandestinely printed and shared. The highest expression of anti-Fascism occurred on 15th May 1939, at the inauguration of the FIAT Mirafiori production plant, which was also attended by Mussolini. Of the approximately 50,000 FIAT workers present at the ceremony, more than 90% refused to applaud and cheer the dictator during his speech.
A frame of a propaganda film of Benito Mussolini visiting the FIAT Lingotto plant on 23rd October 1932. As visible, many workers on the right do not respond to the fascist salute as a sign of silent resistance. Mr. Giovanni Agnelli is on the podium, on the right, in the black suit, while on the left is Benito Mussolini. Source: Archivio Storico Luce
It was also for these reasons that the development of the car desired by Mussolini was delayed and hindered by the workers and managers, who wanted to avoid worker protests and demonstrations against the regime and bad publicity for the company.
Everything changed when Benito Mussolini visited the FIAT Lingotto manufacturing plant on 23rd October 1932. During a private meeting with Giovanni Agnelli, the Italian dictator reminded the businessman of the commitment he had made and the project received new emphasis.
The question returned to the desk of FIAT’s Design Office and one of the main engineers of the office, Antonio Fessia (1901-1968), suggested assigning the development of the car to a young but brilliant junior designer and his personal assistant, Dante Giacosa. The idea was also agreed to by FIAT’s other main engineer, Tranquillo Zerbi (1891-1939). In fact, both considered Giacosa the right man for this project due to his excellent work with the FIAT 508 ‘Balilla’s’ development.
The New Project
Dante Giacosa (1905-1996) is nowadays considered one of the masters of the Italian motor school. Giacosa started working in 1927, aged 22, for the Società Piemontese Automobili (SPA) (English: Piedmont Automobile Company), after graduating from the Polytechnic University of Turin. In 1929, he was transferred to the FIAT Design Office of the Lingotto plant (SPA was a FIAT subsidiary), where he started working on the development of the Pavesi P4 artillery tractor. After a brief career in the FIAT Automobiles Engines Design Office, where he was assigned to the development of the FIAT 508 ‘Balilla’, in 1933, he was promoted to Technical Car Department Office.
Dante Giacosa at the FIAT Lingotto testing track with a FIAT 500 ‘Topolino’ in 1978. Source: topclassico.com
In 1934, Antonio Fessia met with Giacosa, detailing Agnelli’s project to him. At that time, there were examples of cheap cars in Germany and France, but the Italian designers wanted to offer a new Italian designed vehicle without taking a cue from foreign vehicles. The new FIAT car had to be powerful and more comfortable than the foreign vehicles, but with comparable prices.
From the knowledge gained in the development of the FIAT 508, Giacosa studied an even simpler version of the vehicle to make it easy to produce at lower costs, keeping in mind the failure of Lardone.
The FIAT 508 ‘Balilla’ in a 1930s poster. Source: cdn.motor1.com
While Giacosa took on the development of the chassis and the engine, the bodywork was penned by Rodolfo Schaeffer (1893-1964), who was at the time the leader of FIAT’s Coachwork Technical Office.
The plans were to save up on everything superfluous. The fuel pump was not added, preferring a fuel tank that filled the engine by gravity, being placed over the engine. The water pump used to cool the engine was not added, and the radiator was also placed over the engine. With this solution, the cooling of the engine was made thanks to a thermosiphon passive heat-exchange physics system, with the cold water that fell in the cooling system by gravity and the hot water that returned to the water tank.
The position of the radiator over the engine permitted a sensible increase of the aerodynamics of the project. In that period, the front grilles were usually vertical or slightly angled due to the presence of the radiator in front of the engine.
Another solution to save on costs was the introduction of an independent suspension system. To do so, the engine was placed in front of the wheel axle, supported by the coachwork of the car instead of the chassis. This permitted the lowering of the car’s bonnet, improving the aerodynamics.
The simple chassis of the FIAT 500 ‘Topolino’ developed by Dante Giacosa. Source: modelist-konstruktor.com
The lubricant oil pump was retained but was simplified as much as possible, with a rudimentary system. The oil circulated thanks to the mechanical parts that, when the vehicle was in motion, “slammed” the oil to all the parts that needed to be lubricated.
Given the small dimensions of the vehicle, a new tire size was requested from the Pirelli factory of Milan. The tire company developed a small 4/00R15 tire, the smallest tire diameter adopted for a car until then. The vehicle had a spare wheel placed on the rear side, under the rear windshield.
A FIAT 500 ‘Topolino’ after an accident, with its wheel replaced. Source: wikipedia.com
The simple gearbox had 4 forward and reverse gears. The third and fourth gears were synchronized.
Giacosa and Fassia assumed that the vehicle would have a chassis weighing less than 250 kg, plus 180-200 kg of coachwork, arriving at a total weight of 450 kg with all the necessary parts. Their assumption was they could sell the vehicle at 12 liras per kg (5,400 liras) instead of the 17 liras per kg (10,800 liras) for the FIAT 508.
History of the Prototype
Giacosa claims that the new vehicle’s engine’s development began after the coachwork of the car was designed. Giacosa started the engine’s drawing on 1st June 1934 and the engine project was delivered to the Prototype Production Office shortly before August 1934, before the holiday month for FIAT workers.
FIAT’s Prototype Production Office delivered the engine on 15th September 1934, less than two months after the project was finished, although the engine had some noise problems.
The Zero A prototype outside the FIAT Lingotto production plant with a black coat of paint. Source: media.stellantis.com
On 7th October 1934 (other sources incorrectly claimed 17th October), the prototype, at the time called ‘Zero A’ (A for Aero, from the Aero Engine Office in which the engine was developed), was ready for its test drive.
Due to the speed at which the vehicle had been developed, Giacosa had doubts about its capabilities, especially in terms of driving uphill because of the low engine power and braking system. Having the engine at the front, it was believed that the unbalanced weight forward caused problems, overheating the brakes even during short runs.
For the test, Giacosa and Fessia took turns driving the prototype from the FIAT Lingotto plant on the route Ivrea (~ 80 km) – Andrate (~ 15 km) – Biella (~ 20 km) – Vestignè (~ 40 km) – Borgomasino (~ 5 km) – Cigliano (~ 7 km) and, taking the A4 Highway, returned to Turin (~ 60 km) with a maximum speed on the last part of the test of 82 km/h. During the driving, especially in the Andrate – Biella, the engineers took some dirt mountain roads to test the prototype’s suspension and off-road capabilities.
Dante Giacosa and the Zero A during the test drive. The image was taken by Antonio Fessia. Source: Centro Storico FIAT
The road performance was good, comfort during driving was better than other vehicles thanks to the independent suspension, and the brake system worked better than what Giacosa expected.
Three days after the first driving test, on 10th October, the prototype was tested at high speed, reaching the maximum speed of 86 km/h.
The noise problems were solved after a briefing on 11th October during which the various FIAT’s engineers and Giovanni Agnelli himself took part. In a day, the second prototype of the engine, which had 69 hours of testing, was completely dismounted and the rear bearings substituted. The noise persisted and, the very next day, the engine was tested many times, finally finding the problem in the crankshaft bearings. Engineer Giacosa quickly delivered three different crankshaft solutions to substitute the original one on the same day. The new crankshaft led to a quick redesign of the engine.
When Giacosa and Fessia started planning the car, they predicted that 20 hp of power would be needed from the engine. Due to the redesign of the engine, this goal was not achieved, but the result was still excellent. The engine was immediately considered adequate even if it delivered a total of 13 hp due to increased friction of the bearings.
The engine mounted on the Zero A. Source: Centro Storico FIAT
A second Zero A prototype was produced with the necessary modifications. On this second vehicle, the headlights were placed outside the mudguards, while on the first one, they were inside the coachwork.
After more tests during which other small details were fixed, the tooling-up of the production lines was next. Giacosa visited the workshops many times, discussing with worker foremen and continuing to slightly modify the project of the Zero A with their suggestions to make it easier and faster to produce while still maintaining a low waste of resources.
In the end, the serial production FIAT 500 ‘Topolino’ weighed 535 kg, 85 kg more than the first prototype.
The Zero A front and side views (top) and FIAT 500 ‘Topolino’ serial production (bottom). Source: Centro Storico FIAT
The vehicle was presented to Benito Mussolini on 10th June 1936 at his home in Villa Torlonia. While testing the car with Senator Agnelli as passenger, the Italian dictator was impressed by the characteristics of the vehicle, despite its rudimentary production.
Prices, Oddities, and Nickname
The FIAT Sales Division decided the name of the new car FIAT 500 and the launch of the car took place on 15th June 1936. It was publicized abroad as the ‘Smallest Car in the World’ and as ‘L’Auto del Popolo Italiano’ (English: The Italian People’s Car) within Italy.
The FIAT 500 ‘Topolino’ was sold for 8,900 liras (equivalent to $450 in 1936 or $10,000 in 2023) in the standard version and for 9,700 liras (equivalent to $496 in 1936 or $10,995 in 2023) for the convertible car configuration presented in October 1936.
FIAT 500 roof’s folding framework from the inside. Source: twitter.com @EvokeClassics
The FIAT 500’s final total cost was 78% higher than Benito Mussolini’s had demanded because of the inability of the industry to produce such an inexpensive vehicle at the time.
It should also be emphasized that FIAT’s management still wanted to offer a certain degree of comfort for the buyers of the new car. The interior was not spartan, as one might expect from a car aimed at absolute economy.
The 8,900 lira price tag for the car was too much for a worker earning between 200 liras (simple worker) and 400 liras (skilled worker) monthly. The purchase of a FIAT 500 was equivalent to almost 4 years of salary for the former’s case and almost 2 years for the latter.
FIAT poster advertising the FIAT 500 with the motto: ‘I Have an automobile too, the small big car’ emphasizing the affordability of the vehicle to the majority of the population. Source: twitter.com @Centro Storico FIAT
However, the price was not a major obstacle, especially in Turin, where FIAT workers and their relatives had discounts on the purchase of the cars they produced. The biggest problem with the FIAT 500 ‘Topolino’, which did not limit its sales however, were the only two seats available at the front, which became four with a wooden bench placed in the back, suitable only for transporting two children. When the rear passengers were two adults, the increase in weight decreased the car’s performance significantly.
A frame from the US film The More the Merrier of 1943, showing four of the protagonists on board a FIAT 500 ‘Topolino’ convertible car. In order to make room for the rear female characters the roof had to be opened. Source: imcdb.org
The nickname of the car, Topolino, literally means ‘little mouse’ in Italian, but is also the Italian name of Walt Disney’s most iconic character: Mickey Mouse.There are a whole load of theories and opinions about the adoption of this particular nickname for the FIAT 500.
Some sources claim that the car was nicknamed Topolino, after Mickey Mouse, due to the presence on the serial vehicles of the external headlights painted black that, from inside the vehicle, reminded the driver and passengers of the characteristic rounded ears of Disney’s character.
Other sources deny the idea of Mickey Mouse being the origin of the name, claiming that it was given due to the fact it was the smallest car produced at the time in Europe. The nickname ‘Little Mouse’ was possibly given for its dimensions and speed, as a mouse is a small and agile animal.
The first series-produced FIAT 500 ‘Topolino’ during an exhibition. The logo on the stand says: “The very first FIAT car in the world, a small big car”. Source: Centro Storico FIAT
It has to be noted that FIAT never officially adopted the nickname, like, for example, with the ‘Balilla’ nickname for the FIAT 508. However, this is not very important given that these cars are still known today in Italy simply as ‘Topolino’ and ‘Balilla’. The three-digit number or the manufacturer never needs to be mentioned.
Uncle Topolino in the Disney Pixar film Cars 2. The character is inspired by the FIAT 500 Topolino. Source: Disney Pixar
The use of the nickname for the ‘Topolino’ is also so common because, in 1957, FIAT presented a new car model known as the FIAT Nuova 500 (English: FIAT New 500), a completely different vehicle that had nothing in common with the ‘Topolino’. Despite the specification of ‘New’ in its name, the vehicle quickly entered the common knowledge of the Italians simply as the FIAT 500. It is still one of the most iconic vehicles of the Italian industry to this day, together with the Piaggio Vespa motorbike. This is one of the reasons why, today, the FIAT 500 ‘Topolino’ is simply known as the ‘Topolino’, in order to differentiate between the pre-war FIAT 500 and the post-war FIAT Nuova 500.
Dante Giacosa with two of his most famous cars, the FIAT Nuova 500 (left) and FIAT 500 ‘Topolino’ (right). Source: ilgiornale.it
Shortly before the war, the Kingdom of Italy had reached a total of 290,000 vehicles registered, meaning that in 3 years, 70,000 new vehicles were registered. Given these numbers, Italy had a motorized vehicle for every 158 persons.
Design
Engine and Liquids
The engine was a water cooled FIAT Tipo 500 flathead engine, 4-cylinder in line, 569 cm3, giving out 13 hp at 4,000 rpm and with a maximum torque of 32.4 Nm at 2,500 rpm. The car was equipped with a Magneti Marelli Tipo S 25 F 14 distributor, while the horizontal carburetor was a Solex 22HD.
Drawings of the FIAT Tipo 500 engine adopted on the FIAT 500 ‘Topolino’. Source: Centro Storico FIAT
The FIAT 500 ‘Topolino’ had a total weight of 535 kg, but with two passengers and 50 kg of luggage, the total weight reached 750 kg.The spare wheel (10 kg) and a toolbox (3.5 kg) are also considered.
FIAT 500 ‘Topolino’ Speed Fully Loaded
Gear
Maximum speed (km/h)
Surmountable slope (%)
1st
20
22
2nd
32
12.5
3rd
50
7
4th
85
3
The fuel tank had a capacity of 21 liters, of which 3.4 liters of reserve. The fuel consumption of the FIAT Tipo 500 engine was about 6 liters every 100 km, meaning it had a maximum range of 350 km.
The radiator had a capacity of 4.5 liters of water to cool the engine. For the lubricant oil, there were different quantities of various oils with different viscosity. A total of 2 kg of FIAT oil lubricated the engine, and 1.45 kg of FIAT oil CP were used for the gearbox, rear axle housing, and steering box. The brake system was hydraulic on all four wheels, with a brake pedal. The brake system was loaded with 0.55 kg of a special oil for brakes (FIAT suggested the Liquido Speciale Lockheed – Lockheed Special Liquid).
FIAT 500 ‘Topolino’ scheme. Source: favcars.com
Electrical System
The electric system worked at 12 V and was connected to a Magneti Marelli Tipo 6 BA 7 di 30 Ah battery on the first vehicles produced. After an unknown (but low) number of vehicles produced, the battery was substituted with a Magneti Marelli Tipo 6 VX 7, 38 Ah battery. It had a size of 17.5 x 20 x 25 cm and had a total weight of 19.7 kg with an autonomy, without dynamo, of 10 hours of traveling. The dynamo was a FIAT Tipo 75/12 that charged the battery after the engine reached 1,050 rpm.
The starting engine, until engine number 33,508, had a power of 0.7 hp. From engine number 33,509 onward, the power was increased to 0.9 hp. The ignition coil was a Magneti Marelli Tipo 662-04/20 with a power of 12 volts. The spark plugs were Magneti Marelli Tipo MW 125 T 3 P with dimensions of 12 x 1.25 cm until engine number 60,057. From engine number 60,058 onward, the spark plugs had dimensions of 14 x 1.25 cm.
The electrical system of the FIAT 500 ‘Topolino’ according to the Ministerial Decree of 1937. Source: topolinoclubsanmarco.it
The FIAT 500 ‘Topolino’ was equipped with two 20 watt headlights on the front mudguards (35 watts while in main beam mode). A light was placed between the sun visors with a toggle switch on the dashboard.
On the dashboard were the speedometer, the light for the battery charge, and oil pressure gauge. An inspection bulb socket was placed on the left, under the dashboard panel.
On the first vehicles produced, the signal arrows could be added as an extra on the ‘Topolino’. After the adoption of a new Ministerial Decree on signal arrows in 1937, these were added on all vehicles. Precisely, the signal arrows were added from chassis number 14,421. The driver had to operate them manually with a button located near the steering wheel.
A FIAT 500 ‘Topolino’ cut in half. Source: favcars.com
With the decree of 1937, the stop light on the rear also became compulsory on all models and it was placed over the license plate.
Suspension System
The first 46,000 ‘Topolino’ produced had quarter-of-ellipse leaf springs on front and rear axles, with the front ones equipped with hydraulic pistons.
This was an adequate solution for the city car version, but not for the Furgoncino (English: Little Van) version. The first examples had some problems when fully loaded, as their loading bay floor collapsed.
The problem was found to be in the small rear leaf spring suspension and the FIAT Design Office solved the problem by adopting half-of-ellipse leaf springs instead.
In order to increase the production rates and decrease FIAT’s overall costs, it was decided to modify the ‘Topolino’ with half-of-ellipse leaf springs as well, maintaining a single production line for both the models. This change was made in the second half of 1938 and, to distinguish between the two variants of FIAT 500 ‘Topolino’, the terms FIAT 500 a Balestra Corta (English: FIAT 500 with Short Leaf Spring) for the vehicles produced until 1938 and FIAT 500 a Balestra Intera (English: FIAT 500 with Entire Leaf Spring) for the vehicles produced after the modification are unofficially used.
The FIAT 500 a Balestra Intera had an increased weight of 30 kg and was otherwise indistinguishable from the earlier model.
Italian Versions
FIAT 500B
In spring 1948, a new ‘Topolino’ model was presented at the Geneva Motor Show. This was the FIAT 500B, with the pre-war model unofficially receiving the designation FIAT 500A.
A FIAT 500B ‘Topolino’. As clearly noticeable, there are no differences from the pre-war FIAT 500A. Source: zf-24.de
The vehicle externally remained essentially unchanged, but internally had many improvements. The engine was modified with a new iron cast cylinder head with overhead valves and some other modifications that brought the total power to 16.5 hp at 4,400 rpm.
The Solex carburetor was substituted with a Weber 22 DRS reverse intake carburetor. Thanks to the increased output, the maximum speed was increased to 95 km/h while the fuel consumption was reduced to 5 liters for 100 km, bringing the range to 420 km.
FIAT 500B ‘Topolino’ in convertible configuration. Source: pinterest.com
An anti-roll bar was added on the rear axle, while hydraulic pistons were added on all four wheels.
Other improvements were made inside the passenger compartment with the addition, at the request of the customer, of a heating system for the winter season.
FIAT 500C
In 1948, the last version of the FIAT 500 ‘Topolino’ was presented. The new vehicle was the 100th car model designed by FIAT and it was decided to completely change the design of the vehicle.
The chassis was left unchanged, while the engine received a new aluminum cylinder head, maintaining the same output and speed of the FIAT 500B.
A FIAT 500C ‘Topolino’, the last post-war version of the iconic city car. Source: newsauto.it
The coachwork was completely redesigned, with headlights placed inside it and with a new ‘US-style’ front. The spare wheel was also removed from the usual position on the rear and placed behind the passenger seat.
Front view of a FIAT 500C ‘Topolino’ with the new US-style front. Source: twitter.com @nhhotelsit
Like for the pre-war model, in order to accomodate two more passengers at the rear, the convertible variant was needed and the demand on the Italian market for that model was high.
In order to speed up production, the convertible car variant became the standard variant in the production lines. The rigid-roof one was still produced at the specific request of the customer.
Variants
FIAT 500 Furgoncino
The FIAT 500 Furgoncino was introduced in late 1936 and had a payload capacity of 300 kg in its 1 m3 rear space. It was mainly intended for civilian users, such as milkmen, post carriers, suppliers, etc., but was also produced for the Italian Regio Esercito (English: Royal Army). The Furgoncino had a single seat for the driver and the spare wheel was placed on the driver’s right instead of the passenger’s seat. After November 1937, the second seat could be reinstalled at the request of the customer. After the introduction of the FIAT 500 a Balestra Intera, the Furgoncino’s suspension was reinforced compared to the half-of-ellipse leaf springs of the ‘Topolino’, with 13 springs instead of 6 on the city car.
A FIAT 500 Furgoncino with its rear door opened. This particular vehicle was produced in 1940 and was photographed outside the FIAT Lingotto production plant. Source: Centro Storico FIAT
After chassis number 100,900, built in December 1946, the vehicle adopted two configurations: angled rear with a single door or vertical rear with two doors.
FIAT 500B Furgoncino used by the Campari Vermut company as an advertising vehicle. Source: twitter.com @sportgoodies
The FIAT 500 Furgoncino based on the pre-war chassis had a maximum speed of 82 km/h (90 km/h for the FIAT 500B and C chassis) and could overcome 18% slopes. The FIAT 500 Furgoncino production was continued with the FIAT 500B and FIAT 500C and its production ended in 1954.
A FIAT 500C Furgoncino with vertical rear and two doors outside the FIAT Mirafiori production plant in Turin in 1950. On the left, a FIAT 500C Giardiniera is partially visible while, on the right, some FIAT 500B ‘Topolino’ city cars and a FIAT 500B Furgoncino are visible. Source: Centro Storico FIAT
FIAT 500B and FIAT 500C Giardiniera
In 1946, a brilliant designer, Mario Revelli di Beaumont (son of Abiel, developer of the FIAT-Revelli machine gun and other weapons) presented a new station wagon model while working for the Carrozzeria Viotti (English: Viotti Coachworker). This type of car, built on the FIAT 1100 chassis, was called Giardinetta and does not have a proper translation. The term Giardinetta was used for some years in Italy to refer to station wagons.
Revelli di Beaumont’s innovative solution increased the space inside standard city cars by adding a rear door to make room for luggage or other materials. The spare wheel was stored on the floor of the rear section, under the luggage compartment.
A FIAT 500B Giardiniera, the first mass-produced station wagon in the world. Source: clubtopolinofiattorino.com
FIAT, which sensed the vehicle’s potential, introduced a similar model for the FIAT 500B that was officially presented at the Turin Motor Show in 1948. As a matter of copyright, FIAT could not call the car Giardinetta, so the FIAT Sales Division renamed it Giardiniera, which had a double meaning:
Giardiniera was a similar name to the model presented by Carrozzeria Viotti, increasing its publicity.
In Piedmont, Giardiniera is an Italian relish of pickled vegetables, a simple dish, really popular among the Italian peasants and workers during and after the war in northwestern Italy. It was simple to cook and with ingredients that almost every Italian family grew in the garden or bought at the market.
The FIAT 500B Giardiniera was characterized not only by a new rear part bodywork, but also the introduction of a second row of seats. The sides of the coachwork were made not only of iron, but also of wood and Masonite (pressure-molded wood), following the example set by Revelli and the US Woodie cars. The wooden parts were produced by the Sezione Carrozzerie Speciali (English: Special Coachwork Section).
A rear door was added to easily store luggage in the back and the space was appreciated by the customers. The space could be increased by lowering the back of the second row of seats.
The luggage compartment in a FIAT 500C Giardiniera Belvedere, with the second row of seats lowered. On the lower part, under the compartment’s floor, is the spare wheel compartment. Source: twitter.com @mi_classico
The FIAT 500B Giardiniera was the first mass-produced station wagon of the world.
With the introduction of the FIAT 500C, the Giardiniera in Legno (English: Wooden Giardiniera) was still produced until 1951. It was substituted on the production line by the Giardiniera Belvedere.
The difference from the previous model was the absence of the wooden and Masonite parts, supplanted by molded iron plates. The iron plates speeded up the production and obviously reduced the overall cost. The lower cost permitted even more Italian families to buy the car. The FIAT 500C Giardiniera Belvedere was the last variant of the FIAT 500 ‘Topolino’ produced in Italy, with the last vehicles leaving the factories in late 1955.
A FIAT 500C Giardiniera Belvedere in a poster from the 1950s. Source: lov2xlr8.no
Special Variants
FIAT 500 ‘Topolino’ Racing Models
The FIAT 500 ‘Topolino’ was not only the most popular city car in Italy, but also the base of dozens of racing cars produced in small numbers which took part in famous Italian and European racing competitions.
Unfortunately, many of these beautiful vehicles with characteristic shapes were produced in single prototypes by specialized coachworkers and companies that no longer exist. Tracking their stories or finding information is now difficult, and, in some cases, impossible.
FIAT-SIATA 500 Gran Sport from 1937, which took part in the 1937 Mille Miglia cup. Source: ruotedasogno.com
In April 1937, the FIAT 500 ‘Topolino’ made its racing debut at the Mille Miglia (English: Thousand Miles) motorsport endurance race. Not being a racing car, obviously none of the FIAT 500-equipped racing teams came close to the podium. However, the ‘Topolino’ won two different races: the Sport Class up to 750 cm3 was won by a FIAT 500 ‘Topolino’ Testa SIATA modified by the Turin’s company Società Italiana Applicazioni Tecniche Auto-Aviatorie (SIATA) (English: Italian Society for Technical Applications for Cars and Airplanes) with a powerful overhead valve head engine. The car was driven by Piero Dusio and Ciro Basadonna. Another ‘Topolino’ won the National Touring Class prize for under 750 cm3. The teams arrived at the finish line 50th and 51st respectively. A total of 27 racing teams out of 149 participated in the race with FIAT 500s, some modified by specialized coachworkers, while others were simple civilian models.
A FIAT 500 Testa SIATA, numbered 29, driven by Raffaello Guzman and Mario Jelmini during a pit stop at the Mille Miglia of 1937 in which it came 63rd. Except for the powerful SIATA engine, the car remained unchanged from the civilian one. Source: Foto Locchi
In the French 24 Heures du Le Mans (English: 24 Hours of Le Mans) endurance sports car race of June 1937, two SIMCA 5 were among the 48 racing teams. The SIMCA 5 that competed in the 24 Heures du Le Mans was equipped with the smallest engine ever entered in the French race, with a volume of 568 cm3.
The Amedeo Gordini racing team’s SIMCA 5 during one of the 24 Heures du Le Mans editions. Source: 24h-lemans.com
The new engine and coachwork of the Amedeo Gordini racing team (sometimes Frenchified into Amédée Gordini) gave the SIMCA a top speed of 110 km/h. Thanks to its performance, the Amedeo Gordini racing team won the prize for the small-engine car class for three years in a row, from 1937, when the SIMCA 5 was first entered, until 1939, before the forced break due to the war. In 1938, Amedeo Gordini’s SIMCA 5 also won the performance index prize.
The Stanguellini SN750 Spider Torricelli (on a FIAT 500 ‘Topolino’ chassis) at the finish line in 1938. This car won the Sport Class under 750 cm3 prize with the racing team Giulio Baravelli (right) and Adelmo Sola (left). Source: wikipedia.com
In the Mille Miglia race of 1938, the ‘Topolino’ cars returned with even more curious shapes. The ones that won the Sport Class under 750 cm3 prize was the Stanguellini SN750 Spider Torricelli, while the other two ‘Topolino’ coachworked by Zagato came right behind. The vehicles were the FIAT 500 Testa SIATA Spider Zagato and the FIAT 500 Testa SIATA Hardtop Zagato.
The FIAT 500 Testa SIATA Hardtop Zagato driven by Renato Donati and Alberto Garzi during the 1938 Mille Miglia. Source: twitter.com @postmanden1
During the next few years, the FIAT 500 ‘Topolino’ continued its participation in motorsport races. In the 1940 edition of the Mille Miglia, the Stanguellini SN750 Testa SIATA Spider Torricelli arrived 12th, winning the Sport Class under 750 cm3 prize. Even after the Second World War, the FIAT 500 ‘Topolino’ continued its participation in the Mille Miglia with other curious-shaped coachworks.
A FIAT 500 ‘Topolino’ in Bologna shortly before the start of the 1947 Mille Miglia edition. Source: wikipedia.com
It is also worth mentioning the victory of Maria Teresa de Filippis (1926-2016) in the Cava dei Tirreni race in 1948 aboard a FIAT 500 ‘Topolino’. De Filippis then continued her automotive career by becoming the first woman to qualify in Formula 1 races.
Maria Teresa de Filippis on board her FIAT 500 ‘Topolino’ racing car. Source: f1grandprixdriversclub.com
FIAT 500C Coupé Bizzarrini ‘Macchinetta’
Another interesting model was the FIAT 500C Bizzarini, also known as ‘Macchinetta’ (English: Little Car). It was a personal development from engineer Giotto Bizzarini (1926-2023). Bizzarini started the development while he was studying at the University of Pisa and brought the car project as a dissertation for its university graduation. After university, the young engineers started the assembly of the car, which began in 1952 and ended the following year.
The chassis was that of a FIAT 500C, while the engine was taken from a FIAT 500B but with the cylinder head of a SIATA sport car. It also equipped the engine with two Dell’Orto carburetors for a total output of 25 or 30 hp (whether one or both carburetors were working).
The engine was then moved over the front wheel axle to decrease the front imbalance of the car. A new coachwork was designed by Bizzarini and completely made of aluminum to decrease the weight of the vehicle.
Giotto Bizzarini with his FIAT 500C Bizzarini ‘Macchinetta’. Source: wikipedia.com
In the end, the new vehicle, produced as a single prototype, had a maximum speed of 155 km/h. The young engineer went to Ferrari’s plant in Maranello with his product after the assembly.
The founder of Ferrari, Enzo Ferrari, was surprised by the characteristics of the car and decided to hire Bizzarini. This was the start of the fortunate and brilliant career for the Italian designer.
The FIAT 500C Bizzarini ‘Macchinetta’ at present. Source: twitter.com @AndreaImondi
Other Customizations
SIATA Amica 49 and 50
After the Second World War, the Società Italiana Applicazioni Tecniche Auto-Aviatorie produced two GT variants of the FIAT 500B ‘Topolino’, the SIATA Amica 49 (English: SIATA [Female] Friend 49), of which 50 were produced from 1948 to 1949, and the SIATA Amica 50, with 500 produced between 1950 to 1952.
The SIATA Amica 49 had a tubular perimeter frame, while the SIATA Amica 50 had a steel box frame. Both were convertible cars with a SIATA 633 cm3 engine delivering 22 hp that, thanks to the only 580 kg of the car, guaranteed a top speed of 100 km/h. The cars had state-of-art finishes and were among the most luxurious of the era, with elaborate detailing in the upholstery and very distinctive designs.
A SIATA Amica 49, one of the 14 surviving examples. Source: finarte.it
Zagato
It is impossible to speak of racing and sport versions of the ‘Topolino’ without mentioning Zagato. This was a coachbuilder located in Milan that specialized in coachworking ALFA Romeo, Lancia, FIAT, and Aston Martin cars in small batches for racing or GT cups.
Zagato modified the FIAT 500 ‘Topolino’ chassis in many different configurations from 1936 until the 1950s.
FIAT 500 ‘Topolino’ Trasformabile, a convertible car version presented in 1936 by Zagato. Note the elegant wheel rims. Source: carstyling.ru
One of the first Zagato coachworks was the Trasformabile (English: Convertible Car) that had a short life due to the appearance, in October 1936, of a similar variant coachworked by FIAT itself.
In 1938, the production of the racing versions of the ‘Topolino’ was also started, with the already mentioned FIAT 500 Testa SIATA Spider Zagato and the FIAT 500 Testa SIATA Hardtop Zagato.
FIAT 500 Testa SIATA Spider Zagato during the 1938 Mille Miglia edition. Source: imcdb.org
During the Second World War, Ugo Zagato, the founder of the company, started the development of a new style of coachwork known as the Panoramica (English: Panoramic), characterized by windows and windshields of greater dimensions compared to standard cars.
After the war, the Panoramica coachwork was adopted on various car chassis, including the FIAT 500B ‘Topolino’ after 1948 and FIAT 500C ‘Topolino’ after 1950.
FIAT 500C Panoramica coachworked by Zagato in Watkins Glen, United Stated, in 1950. Source: carstyling.ru
In the post-war period, Zagato cooperated with Giorgio Giusti, a designer that modified the ‘Topolino’ engine with a new cylinder head in bronze alloy, the so-called Testa d’Oro or Testadoro (English: Gold Head) for the color of the alloy.
The new 600 cm³ engine, coupled with the aerodynamic shape of the Zagato coachworks, created the famous FIAT-Giusti 500 Drin Drin Zagato, which won the Monthléry race in 1947 and had other great success in other races.
In 1948, also in cooperation with Giusti and on the ‘Topolino’ chassis, the FIAT 750 ‘Daniela’ Testadoro Zagato (five to six produced) and the FIAT 750 ‘Marinella’ Testadoro Zagato (four produced) were created. The new cars were powered by new engines developed by Giorgio Giusti’s own Testadoro company. ‘Marinella’ had a 742 cm³ cast iron engine with an aluminum alloy cylinder head. It gave a maximum output of 45 hp at 6,500 rpm. While ‘Daniela’ had the same engine, it had some modifications that brought it to a maximum output of 48 hp at 7,000 rpm.
The FIAT-Giusti 500 Drin Drin Zagato with the racing team after the Monthléry race in 1947. Source: autopuzzles.com
Other Versions
Other customizations included a three-axle Furgoncino variant produced by Ollearo of Turin and produced in limited numbers. Due to its limited dimensions and payload capacity, this variant was mainly used to advertise various products with their curious shapes.
The FIAT 500 ‘Furgoncino’ in its three-axle variant specifically coachworked for the Cormaiore Mineral Water company. Source: ollearo.com
Another curious variant was the one made for the Fabbrica Italiana Velocipedi Edoardo Bianchi (English: Italian Bicycles Factory Edoardo Bianchi) or simply Bianchi. The company is one of the most famous in Italy not only for its bike production, but also for its participation at the Giro d’Italia (English: Tour of Italy) and Tour de France (English: Tour of France) bicycle races.
For its racing team, Bianchi deployed at least one FIAT 500C ‘Topolino’ in Furgoncino variant produced in 1954 and then specially coachworked as a pick-up by the Carrozzeria Grazia of Bologna in 1961.
The FIAT 500C Furgoncino coachworked in 1961 as a pick-up for Bianchi by Carrozzeria Grazia. Source: catawiki.com
The vehicle followed the cyclists during the race and substituted their damaged bikes in case of accidents or tire punctures. It was used for many years, probably with other vehicles coachworked in a similar manner. It was found in the 1990s and completely restored.
FIAT 500 ‘Topolino’ specially developed for the British market with right-hand drive and four seats. The production of this particular variant is unknown but surely limited. Source: pinterest.com
Production
Exact data on the production of the car per year is unknown. Dante Giacosa, in the book Forty Years of Design with FIAT, mentions that the FIAT 500 ‘Topolino’ reached a production of 100 vehicles daily.
Between mid-1936 and mid-1938, the production was of 46,000 examples, as can be deduced from the introduction of the half-of-ellipse leaf suspensions on the FIAT 500 with chassis number 46,001. This surely was a sensible improvement in Italian vehicle production. The production rates increased, reaching about 20,000 examples produced (compared to an average FIAT 508 production of 16,000 cars per year) until 1940, when the Kingdom of Italy entered the Second World War. The production of everything that was not military-related was drastically reduced, as can be noted by the production of only 177 ‘Topolino’ in 1944.
The production restarted when the war ended in 1945 and was stopped in 1948, with a total of 110,000 examples produced.
A beautiful view of the FIAT Mirafiori’s FIAT 500B assembly line in 1948. On the right, a Furgoncino painted white followed by a FIAT 500B ‘Topolino’ convertible car and by a third Furgoncino. Source: Centro Storico FIAT
The history of the ‘Topolino’ was not finished yet. In 1948, the production of the pre-war model was stopped while, in the same year, the FIAT 500B ‘Topolino’ was introduced. It was produced for shortly more than a year, totaling 21,000 vehicles in various variants. In 1949 came the turn of the FIAT 500C ‘Topolino’ that totalled over 388,000 vehicles until 1955. In total, 519,847 FIAT 500 ‘Topolino’ were produced in Italy between 1936 and 1955.
A FIAT garage in the Netherlands showing some FIAT models before selling them. On the left is a FIAT 600, on the right a FIAT 500C ‘Topolino’ with open bonnet. In the background are at least four other FIAT 500C: three convertible cars and a Giardiniera Belvedere. Source: wikipedia.com
Military Service
Despite being a small city car, the ‘Topolino’ also saw extensive service during the Second World War.
Italy
In North Africa, the Regio Esercito, Italian Regia Aeronautica (English: Royal Air Force), and Wehrmacht deployed small quantities of ‘Topolino’ as staff cars or liaison vehicles. Some Furgoncini were also deployed as ‘medevac’ vehicles or to transport medical equipment.
A group of Italian officers near a ‘Topolino’ used as a staff car in Ventimiglia during the Italian invasion of France in 1940. Source: Istituto Luce
There is no information about their service, but it is easy to suppose that these small city cars were deployed to be as cheap as possible and did not perform well in operational theaters with extreme weather conditions, such as the Soviet Union or the Libyan desert.
The ‘Topolino’ had problems climbing over hills in cities, so it is difficult to imagine how they could perform off-road without adequate maintenance and spare parts.
An Italian soldier undertaking maintenance on a FIAT 500 ‘Topolino’ of the Regia Aeronautica used by the Istituto Luce war correspondents. Source: Istituto Luce
Despite their inadequacy, many images testify to the wide use of ‘Topolino’, SIMCA, and NSU-FIAT in Italian and German service.
A FIAT 500 ‘Topolino’ deployed by the Deutsche Afrika Korps in Libya. As the watermark suggests, the image was taken at the Mehari hotel in Tripoli during the North African Campaign. It was probably requisitioned by the Axis forces and deployed as a staff car for German officers. Source: pinterest.com @ALESSANDRO GIUCASTRO
After the fall of North Africa in 1943 and the later Armistice of 8th September 1943, the Italian Army was disbanded. The majority of the FIAT 500 ‘Topolino’ still present in the Italian peninsula not yet liberated by the Allies falled in German hands and their Italian Fascist allies.
Italian Partisans
A FIAT 500 ‘Topolino’ captured from the Axis forces on the streets of Milan after the Great Partisan Insurrection of April 1945. Source: pinterest.com
Some FIAT 500s were deployed by Italian partisans during the Great Partisan Insurrection of April 1945 to quickly transport small groups of fighters and ammunition to the main cities in which fighting occurred. The ‘Topolinos’ as any other motor vehicle in partisan hands, were deployed as needed also as evacuation vehicles for wounded partisans and took part to the partisans paraded at the end of the conflict.
A wounded partisan is carried by other partisans inside a FIAT 500 ‘Topolino’ during the fighting against Axis forces in Milan between 25th and 27th April 1945. Source: reddit.com u/JCFalkenbergIII
France
The Armée de Terre (English: French Ground Force) adopted the SIMCA 5 (French copy of the ‘Topolino’) for its needs. The vehicles were mainly used as staff cars to transport NCOs, liaison cars to transport important messages from headquarters, as airport cars to quickly carry pilots to the planes located far from the airstrip, and as medical cars to transport lightly wounded soldiers to the nearest hospitals.
A SIMCA 5 of the 98e Régiment d’Infanterie of the Armée de Terre. Source: simca5fgb.unblog.fr
From September 1939 until the fall of France in June 1940, the French Army placed various orders, totalling 1,650 SIMCA 5s.
In early 1940, because of the shortage of light vehicles for the Army, some SIMCA 5s intended for the civilian market were taken from the SIMCA plant or even requisitioned from civilians.
Before the surrender of France on 25th June 1940, about 1,000 SIMCA had been delivered to the Armée de Terre, while an unknown number were requisitioned.
A French SIMCA 5 convertible car used by the Armée de Terre to transport lightly wounded soldiers to the hospital. Image taken in March 1940. The vehicle was of the ‘Découvreable Grand Luxe’ model. Source: wikipedia.com
Some vehicles also fell to French partisans, who deployed them in the same way as the Axis troops.
In 1944, during the fighting in the La Rochelle pocket against the Germans, French partisans built four improvised armored vehicles. Of the four vehicles, two were based on the SIMCA 5 and were nicknamed Joseph Camaret I and Joseph Camaret II.
The chassis were stripped of the coachwork and protected by armored plates recovered from some factories in La Rochelle. The vehicles did not participate in the clashes but took part in the victory parade after the defeat of the German forces. An example survived the war and is now exhibited in La Rochelle as a war memorial.
The Joseph Camaret II and Joseph Camaret I armored cars together with the other armored vehicles produced by the French resistance. The image was taken after the surrender of the German forces. Source: forgesdaunishistoire.e-monsite.com
Germany
After the capitulation of the Armée de Terre, the German Wehrmacht captured many hundreds of SIMCA 5. Many were captured from batches not yet delivered to the French Army or requisitioned from civilians.
After Operation Barbarossa in 1941, the SIMCA 5s were mainly used as staff cars. Some vehicles were used to quickly deploy medics and their equipment to the frontline or to evacuate lightly wounded soldiers from the battlefield.
A SIMCA 5 ‘Standard’ used as a medical car by the Wehrmacht, towed by a pair of horses after a breakdown somewhere in the Soviet Union. Source: pinterest.com
After the Italian Armistice of 8th September 1943 and the subsequent occupation of the Italian peninsula by German forces, the FIAT 500 became even more popular in German service.
With Italy having become an inconvenient ally, the Germans captured many Italian FIAT 500s, commandeering them from private individuals or FIAT plants.
An Italian soldier armed with MAB38 submachine gun stands guard riding a FIAT 500 ‘Topolino’ parked in front of the EIAR public service broadcaster in Rome shortly after the Italian Armistice. Source: Bundesarchiv
The cars were widely deployed by German and Italian fascist troops to patrol areas in which Italian partisans operated or to connect isolated garrisons without deploying more precious military vehicles, such as armored cars or trucks.
A group of German officers standing near a FIAT 500 ‘Topolino’ with an open roof. Date and location unknown. Source: pinterest.com
Partisans normally steered clear of German or fascist vehicles to avoid confrontation. Sometimes, these cars were at the head of columns and there was a risk of losing the skirmish when confronted with reinforcements.
At the same time, in case small groups of partisans were surprised near the road, the two occupants of the ‘Topolino’ could attack them with the favor of surprise or quickly turn back to call for reinforcements. As the war continued, however, the partisans began to arm themselves better and better and began to ambush isolated vehicles.
A Bussing-NAG 4500 super heavy truck next to a FIAT 500 ‘Topolino’, both in service with the Wehrmacht. Source: reddit.com u/vitoskito
Allied Forces
The Allied forces also deployed some FIAT 500 ‘Topolino’ and SIMCA 5 captured from the Axis forces. A SIMCA 5 that was still in German three-tone camouflage was deployed by the Brigade Major of the Royal Artillery as a staff car for the officers.
A British officer and his attendant riding a SIMCA 5 which belonged to the Wehrmacht. The acronym painted on the door stands for Brigade Major of the Royal Artillery. Source: geocities.wsA SIMCA 5 abandoned in a scrapyard after the end of the hostilities. As the white star painted on the sides and bonnet suggests, the vehicle was deployed by the US Army during the war. Source: oldclassiccar.co.uk
Foreign Versions
SIMCA 5 and SIMCA 6
The French Société Industrielle de Mécanique et de Carrosserie Automobile (SIMCA) (English: Mechanical and Automotive Body Manufacturing Company) was founded in 1934 by Enrico Teodoro Pigozzi, an Italian who lived in France.
In 1926, Pigozzi had founded in France a company to sell FIAT cars and assemble small batches of FIAT cars produced in Italy. After the 1929 crisis, France imposed high taxes on imported vehicles. In 1934, to overcome this problem, Pigozzi with the help of FIAT, founded SIMCA, which would produce license copies of FIAT cars, opening a production plant in Nanterre.
The third model of FIAT car produced was the FIAT 500 ‘Topolino’, known in France as the SIMCA 5 or SIMCA Cinq (English: Five).
A SIMCA 5 in red livery. Source: wikipedia.com
The first preseries FIAT 500 ‘Topolino’ examples arrived at SIMCA, in France, before the official presentation of the car to the Italian Duce. The first SIMCA 5 was presented on 10th March 1936, but the production was delayed due some worker strikes in France in that period.
Unlike its sister from the other side of the Alps, the SIMCA 5 was not only available in two cheap configurations, but was also in expensive ones.
The ‘Standard’ model had a price of 9,900 Francs (equivalent to $382 in 1936 or $8,475 in 2023). It had the same mechanics and characteristics as the ‘Topolino’, but was not equipped with a spare wheel and running board between the front and rear wheel axles. The ‘Standard’ model was produced only until August 1936.
The SIMCA 5 ‘Luxury’ had a price of 10,900 Francs and had the spare wheel, two windshield wipers, and frontal bumper (in Italy, this was an extra). The SIMCA 5’s bumper was divided into two parts, leaving the radiator grille uncovered, while on the few Italian examples that received the bumper, it was in a single piece.
A French SIMCA 5 before the Second World War. Source: simca5fgb.unblog.fr
Other models of the SIMCA 5 were the ‘Grand Luxe’ (11,950 Francs) and ‘Super Luxe’ (12,750 Francs), which had refined interiors. The last and most expensive model, the ‘Découvreable Grand Luxe’ (English: Grand Luxury Convertible Car) had a price of 12,950 Francs.
In October 1937, SIMCA presented a new version of the 5 in van configuration, known as the ‘Fourgonnette’ (English: Little Van). It was externally identical to the Italian one, although it had a lighter payload of 250 kg.
A SIMCA 5 Fourgonnette produced in 1947. Source: wikipedia.com
Production started in 1936 but was stopped due to the war in June 1940 and restarted in 1946, finally stopping in 1948 after reaching a total of 46,472 SIMCA 5s built.
In 1948, while the FIAT 500B was still produced in Italy, SIMCA presented the SIMCA 6, a copy of the already designed but not yet produced FIAT 500C. Only 16,508 were produced from summer 1948 until 1950. In total, in France, 62,980 SIMCA 5 and 6s were produced between 1936 and 1950.
A SIMCA 6, a French copy of the FIAT 500C. Source: wikipedia.com
Polski-FIAT 500
The FIAT 500 ‘Topolino’ was produced in Poland by Państwowe Zakłady Inżynierii or PZInż (English: National Institute of Engineering) in its production plant in Warsaw. The cooperation between PZInż and FIAT started with the license agreement signed on 21th September 1932 for the assembly and later production of the FIAT 508 ‘Balilla’.
Little is known about the production and service of the FIAT 500 ‘Topolino’ in Poland. The Polski-FIAT 500 production probably started in 1937 and was suspended in September 1939, when Germany invaded the country.
A Polski-FIAT 500 used by a Polish company as an advertising car. Source: twitter.com @kuba16241
FIAT-NSU 500
In 1928, the German company NSU Motorenwerke was forced to sell its new production plant of Heilbronn to FIAT due financial problems. In summer 1929, the NSU Automobil AG was founded in the Heilbronn plant. In 1934, it started to assemble and then produce FIAT cars for the German market.
As with SIMCA and PZInż, the first FIAT car produced was a copy of the FIAT 508 ‘Balilla’, known on the German market as the NSU-FIAT 1000. After a series of modifications and new models (such as the NSU-FIAT 1500), in 1937, the German company presented the NSU-FIAT 500.
A NSU-FIAT 500C in convertible car configuration at an old car motor show in Emmendingen, Germany. Source: wikipedia.com
The NSU-FIAT 500 was produced from 1937 to 1941 when, due to war needs, the factory stopped the production of vehicles for the civilian market. In total, until 1941, about 4,000 NSU-FIAT 500 were produced in Germany. The vehicles were also produced in the Furgoncino configuration.
Poster of the NSU-FIAT 500 Furgoncino for the Dutch market. Source: zuckerfabrik24.de
After the war, the FIAT license production was restarted and, in 1951, substituted with the NSU-FIAT 500C, of which 9,064 were produced until 1955.
Surely, the most famous German version of the ‘Topolino’ was the NSU-500 Spider, a roadster coachworked by Karosseriewerke Weinsberg (English: Weinsberg Coachworker). The total number of cars produced in this version is unknown, but it was popular due to its characteristic shape.
A German-produced NSU-FIAT 500 Spider in roadster configuration coachworked by Karosseriewerke Weinsberg. Source: coachbuild.com
Other License Production Around the World
The ‘Topolino’ production history did not end with Germany. Unfortunately there is little information about the other manufacturers and it is difficult to track their histories and total numbers.
The Austrian FIAT-Steyr company produced the FIAT 500 from Complete Knock Down (CKD) kits from 1952 to 1956, namely the FIAT 500C ‘Topolino’ city car, Furgoncino, and Giardiniera variants. No data on their precise numbers is given.
The Indian company Premier produced the FIAT 500 after the Second World War in the B version, but there is no more information about how many were produced.
Another nation which produced the FIAT 500 ‘Topolino’ was New Zealand. The Todd Motors company produced small batches of the Italian car starting from 1937.
A FIAT 500 ‘Topolino’ produced in India used to transport two tigers after a hunting session. Source: simca5fgb.unblog.fr
The ‘Topolino’ in other Parts of the World
The FIAT 500 ‘Topolino’ had a discrete export success for such a small car. It was sold in various nations around the world before and after the Second World War.
At least one example was used during the filming of the US film The More the Merrier directed by George Stevens in 1943, while other vehicles were sold in the United States in small quantities.
A FIAT 500 ‘Topolino’ in front of Marble Collegiate Church and Empire State Building in E 28th Street, New York, in the 1940s. Source: Centro Storico FIAT
Other vehicles were sold to Argentina, where the Italian community was very much present (today, 47% of Argentininans have Italian ancestors). It is unknown how many FIAT 500 ‘Topolino’ were sold in Argentina, but the majority were bought by Italians who lived there.
A child near a FIAT 500 ‘Topolino’. The car has a Buenos Aires license plate. The image was taken in 1951 in Bosque de Palermo, a big park in the Italian-Argentine neighborhood of Palermo in Buenos Aires. Source: twitter.com @BsAs_recuerdo
Returning to Europe, many FIAT 500 were also sold in the Netherlands before and after the Second World War. Other cars were also sold in the United Kingdom, where the Furgoncino variant also had a small success.
In 1939, the British Sidney Smith Garage company in Purley presented the FIAT-SIATA Smith Special, a roadster variant of the ‘Topolino’. It had a 20.8 hp at 2,500 rpm SIATA overhead engine that powered the car to a top speed of 95 km/h. It had enough space to accommodate a driver and passenger and even two other passengers in the rear. The total number of FIAT-SIATA Smith Specials produced is unknown, but at least four still exist today.
The FIAT-SIATA Smith Special roadster produced in United Kingdom in 1939. Source: zeroa.it
In the 1950s, Hamblin, a British small manufacturer of sports car bodies, presented some FIAT 500 ‘Topolino’ converted to sports cars for the 750 cm3 competition class.
A FIAT 500 ‘Topolino’ parked in a street of Amsterdam, Netherlands, in an unknown period after the Second World War. Source: wikipedia.com
Some FIAT 500s were also sold to Bulgaria, Czechoslovakia, Hungary, and Spain almost surely only after the war, but their use and total number is unknown.
Spanish actress Conchita Montenegro in a FIAT 500 ‘Topolino’ in San Sebastian, Spain. Source: wikipedia.comThree smiling Soviet soldiers posing near a FIAT 500 ‘Topolino’ in Sofia in an unknown period. The vehicle was mobilized by the army during the war. Source: vintagecars.com
Conclusion
The FIAT 500 ‘Topolino’ was one of the most famous cars produced in Italy during the Fascist regime. Thanks to its characteristics and cost, it was bought by a large portion of the Italian population and saw incredible success around the world, with thousands of licensed vehicles produced and sold in many nations.
Developed to be a cheap city car, it was forced into war to be deployed by various armies in Europe, with bad results in dusty desert or harsh steppes. In the ‘Topolino’s’ defense, this was not what it had been designed for.
After the Second World War, it was still produced and sold in Italy and Europe, becoming one of FIAT’s most successful vehicles.
A FIAT 500 ‘Topolino’ in elegant two-tone paint before the Second World War. Illustrations by Godzilla.A FIAT 500 ‘Topolino’ deployed by the Regio Esercito as liaison car in North Africa. Illustrations by Godzilla.FIAT 500 ‘Topolino’ Furgoncino deployed as MEDEVAC vehicle. Illustrations by Godzilla.SIMCA 5 of the 98e Régiment d’Infanterie of the Armée de Terre before German invasion of France. Illustrations Godzilla.SIMCA 5 of the Brigade Major of the Royal Artillery still in its Wehrmacht camouflage. Illustrations by Godzilla.
FIAT 500A ‘Topolino’ Specification
Size (L-W-H)
3.215 x 1.275 x 1.377 m
Curb Weight
535 kg
Fully Loaded Weight
750 kg
Passengers
2 (4)
Engine
FIAT petrol, in-line, 4-cylinders, 569 cm³, delivering 13 hp at 4,000 rpm.
Fuel reserve
21 liters
Speed
85 km/h
Range
350 km
Production
519,847
Sources
I miei 40 anni di Progettazione alla FIAT – Dante Giacosa
Also in English language as: Forty Years of Design with FIAT – Dante Giacosa
T-62AG prototype with 2002 camouflage. Illustration done by Ardhya ‘Vesp’ Anargha, funded by our Patreon campaign
Ukraine (2002)
Main Battle Tank – 1 Prototype Built
The T-62AG and T-62AGM were Ukrainian upgrades for the Soviet T-62 Main Battle Tank (MBT). Both upgrade kits could successfully bring any 2nd Generation T-62 MBT variant to 3rd Generation MBT standards of the early 2000s.
While the T-62AG made it to the prototype stage, the T-62AGM was just a concept, but it would have been an upgrade kit identical to the T-55AGM, just on the more modern T-62. The AGM kit was intended to fit both MBTs.
A single T-62AG prototype was produced and was tested by Egypt in 2009. Unfortunately, due to the Egyptian political situation of 2011, not a single upgraded T-62 was adopted.
The Ukrainian T-62AG outside the Kharkiv Morozov Machine Building Design Bureau. It is distinguishable from the T-62AGM by the absence of new optic devices and laser detectors. Source: armor.kiev.ua
Context
Before the fall of the Soviet Union, Ukraine produced significant amounts of Soviet hardware, such as MBTs, in plants such as the Malyshev Factory in Kharkiv. This single factory made over 800 MBTs in the last year of Soviet rule.
Abandoned T-64s and T-72s at the Kharkiv reparation plant in the early 2010s. Source: livejournal.com Paul Itkin
After the fall of the Soviet Union, between 5,000 and 7,000 tanks remained inside Ukrainian borders. According to the website globalsecurity.com, between 1995 and 2014, the number of operational tanks in the Ukrainian ranks decreased from 5,000 to 1,100 due to budget cuts.
In order to increase the number of operable vehicles, the Ukrainian Army adopted a unique solution. First of all, Ukraine had many tank building plants that had participated in the production of the Soviet T-64 main battle tanks in the eastern part of the country. They could also count on many workshops specialized in repairing Soviet MBTs and on tons of spare parts lying in Cold War era depots. Ukraine then decided to totally remove the few T-62s still in service and reduce the number of T-72 MBTs in its ranks, accelerating the reconditioning of T-64s.
The T-62AG and the T-62AGM were thus only meant for export.
Ukrainian worker scrapping a T-62 at the Kyiv Tank Repair Plant, 1995. Source: www.reddit.com u/Quietation
The necessity of maintaining a large fleet of main battle tanks in the late 1990s pushed the Ukrainians to start developing upgrades for Soviet vehicles, such as the T-62AG and the T-62AGM, which appeared around the same time as other developments in the early 2000s, such as the T-55AGM and the T-72-120. All these upgrades were intended for export, hoping to gain money to recondition the T-64 fleet. However, due to poor market results with these upgraded vehicles, Ukraine started selling main battle tanks (even in bad condition) to various parts of the world, becoming, between 2010 and 2014, the ninth weapon supplier in the world.
The production of armament, such as copies of Soviet small arms and equipment, also offered Ukraine adequate funds to finance its armored fleet.
Piles of Ukrainian tank engines in the Kharkiv repair plant in the early 2010s. Source: livejournal.com Paul Itkin
In the early 2000s, a single MBT in working condition cost the Ukrainian Army 2,000 UAH (about 400 USD) per day, too much to be sustained by a relatively poor nation (53rd largest economy in the world in 2021, behind Iraq ).
The tanks were simply stored inside depots or plant yards. One of the most prominent Ukrainian abandoned fleets was the outdoor storage area in the Kyiv Armored Vehicles Plant. Before February 2022, this held about 350 former Soviet T-62s, T-64s, and T-72s in all kinds of working order, from partially running condition to rusty hulls. The tanks present before the Ukrainian conflict in the Kyiv Armored Vehicles Plant were probably one-third of the main battle tanks present in Ukraine in 2015, as stated by the Kyiv Post newspaper.
T-62AG and T-62AGM
The AG upgrade kit was the first developed and the only one that has been mounted on a prototype, while the AGM kit was never mounted on a T-62. The AGM kit was instead mounted on a T-55. The AGM kit was developed by Ukraine after the AG kit (between 2002 and 2006) and then mounted on a T-55.
Later, the T-55AGM was modified along with the Diseños Casanave Corporation (English: Casanave Designs Corporation) of Peru, which created the Tifón-2A (Typhoon-2A), with Ukrainian designation T-55M8-A2.
The T-62AG kit was developed from a previous upgrade project by the Morozov Machine Building Design Bureau or KMBD for the T-72. The T-72AG was presented by the Morozov Bureau in 1997 at the IDEX ’97 exhibition in Abu Dhabi, in the United Arab Emirates.
A T-72 equipped with the AG kit presented for this tank by Ukraine in 1997. Source: tanknutdave.com
The particularity of the T-62AG, as the KMBD officially reported, was the ease of upgrading any T-62 variant. This meant that all nations that still had the T-62 in use in any of its variants, from the T-62 Obr. 1960 up to the T-62MV, in reserve or active service, could bring their MBT to the T-62AG level. In the early 2000s, around 30 nations still had the T-62 in service.
The kit was intended for customers with limited budgets and was meant to be installed locally, in their own country. The AG kit could be installed on a T-62 in a workshop with only six staff members with the minimum requisite skills in 20 days with iron cutting equipment, welding equipment, and a 15-tonne crane.
Typhoon-2A main battle tank. Next to the vehicle, its creator, engineer Sergio Casanave. Source: wikipedia.org
The AGM kit was intended for nations that could invest more in upgrading T-62s and incorporated more expansive devices. Due to the absence of an actual prototype, the KMBD never provided details of time, staff, and machinery needed to bring a T-62 up to the AGM standard.
At the request of a specific customer, the KMBD could provide the T-62AG with or without a soft-kill Active Protection System (APS) and different main armament, a 120 mm smoothbore gun capable of firing NATO-standard ammunition or a Soviet-derived 125 mm smoothbore gun.
For the T-62AGM, the optional features were increased. First of all, it would have incorporated an autoloader and the APS would be standard. Also, the customer could request different output engines. Another unique feature of the AGM kit was that it could be mounted on any subvariant of the T-54, T-55, T-62, and even the Chinese Type 59.
T-55AGM outside the Morozov Machine Building Design Bureau. The particularity of this kit was that it could be mounted on a variety of MBT platforms. Source: reddit.com u/MARTINELECA
Ukrainian Upgrades on the T-62
Upgrade Name
Weight (tonnes)
Engine Power
Main Gun
Autoloader
Ammunition
T-62AG
39.5
700 hp
125 mm KBM-1M
No
35 x 125 mm
T-62AG
39.5
700 hp
120 mm KBM-101
No
35 x 120 mm
T-62AG (w/ APS)
39.6
700 hp
125 mm KBM-1M
No
35 x 125 mm
T-62AG (w/ APS)
39.6
700 hp
120 mm KBM-101
No
35 x 120 mm
T-62AGM
50.0
850 hp
125 mm KBM-1
Yes
34 x 125 mm
T-62AGM
50.1
1,050 hp
125 mm KBM-1
Yes
34 x 125 mm
T-62AGM
50.0
850 hp
120 mm KBM-2
Yes
34 x 120 mm
T-62AGM
50.1
1,050 hp
120 mm KBM-2
Yes
34 x 120 mm
T-62AG Design
Engine and Transmission
For the upgrade, the old Soviet V-55V diesel engine, delivering 580 hp at 2,000 rpm, and its synchronized manual transmission with five forward and one reverse gears were removed.
Instead, the T-62AG was equipped with a 5TDF in-line 5-cylinder multi-fuel, high supercharger, liquid-cooled, direct injection diesel engine with opposed pistons and horizontal cylinders. This engine was an upgrade of the older 1950s 5TD engine produced by the Morozov Machine Building Design Bureau for the Soviet T-64. A great feature of this engine was its small dimensions within the original T-62 engine compartment. The 5TDF had a maximum output of 700 hp at 2,800 rpm. The new 5TDF engine weighed 1,040 kg compared to the 920 kg of the Soviet V-55V engine.
Due to the engine type, the fuel consumption was high compared to modern conventional fuel tank engines. The table below explains the differences between the 5TDF engine and the older V-55V, the IVECO Cursor diesel engine mounted on the Italian B2 Centauro wheeled tank destroyer and the German MTU MB 837 Ka-500 mounted on the Palmaria SPG. Note that the B2 Centauro weighs about 9 tonnes less than the T-62AG and the Palmaria SPG weighs 6 tonnes more than the T-62AG.
Comparison between 5TDF opposed pistons engine and conventional engines
Engine name
Maximum output (hp)
Engine weight (kg)
Consumption (l/km)
Volume (cm3)
V-55V
580
920
2.1
38,880
5TDF
720
1,040
1.92
13,600
IVECO Cursor
700
975
0.65
20,000
MTU MB 837 Ka-500
750
1,550
1.16
29,900
The engine could operate with diesel, gasoline, kerosene, jet fuel, or a mixture in any proportion. Nonetheless, the standard fuel intended for the vehicle was diesel.
5TDF engine tests with various fuels on a T-64B
Fuel Type
at 2,600 rpm
at 2,000 rpm
Engine Power (hp)
Exhaust gasses emitted (%)
Engine Power (hp)
Exhaust gasses emitted (%)
Diesel
429
50
372
50
Petrol A-76
248
20
245
23
Kerosene TS-1
345
25
311
24
50% Petrol and 50% Kerosene
273
12
274
16
75% Petrol and 25% Kerosene
257
26
254
22
Even if the percentage of visible exhaust gasses increased sensibly, the 5TDF gave a better performance with diesel fuel.
The power of the engine was enough to guarantee increased mobility even if the exact performance data is unknown. The 37-tonne T-62 had a maximum speed of 55 km/h with its original 580 hp engine. On the other hand, the T-62AG weighed between 39.5 tonnes to 39.6 tonnes (depending on the variant), and with the new 700 hp, had a maximum speed between 65 km/h to 70 km/h.
The driver could start the engine with an electrical starter, by means of a button. To drive the tank, the driver had a hydraulic steering system and a digital display for the speedometer, fuel reserve, etc.
The 5TDF diesel engine data sheet. The data referred to is shown in the diesel version. Source: kbmia.com
The new transmission had an automatic gearbox with 7 forward and 4 reverse gears. The planetary gears allowed the tank to turn around a track axle when a gear was engaged, or pivot when no gears were engaged. The new transmission also guaranteed a maximum reverse speed of 30 km/h.
New self-sealing flexible-bag-type fuel tanks were installed. These were contained in armored metal containers that had an explosion suppression system. The T-62AG had an increased fuel capacity of 960 liters compared to the original 675 liters. Despite this, the fuel consumption remained similar to the V-55V diesel engine. As on all Soviet-style armored vehicles, on the rear, there were supports for two external fuel drums, for a total capacity of 400 liters of fuel. In total, without the external fuel barrels, the tank had a range of about 500 km.
The air filters for the engine were also modified and mounted at 1.80 m from the ground. This guaranteed a fording capacity of 1.80 m without preparation. The new filters also reduced maintenance with 99.8% air filtering capabilities. Also, the lifetime of the filters was increased to about 1,000 km before the crew had to dismount and clean them. When properly prepared and equipped with a snorkel kit, the T-62AG could ford 5 m deep water obstacles.
Protection and Survivability
The original T-62’s armored structure remained unmodified, with 102 mm thick armored plates on the hull glacis, 80 mm on the hull sides, 242 mm on the turret’s front and 165 mm on the turret’s sides.
Thanks to the appliqué armor kit and stand-off armor panels, the protection increased on the front and sides of the turret and hull. Together with the appliqué armor, the tank was equipped with supports for Ukrainian-designed 3rd Generation Nizh (English: Knife) Explosive Reactive Armor (ERA) blocks on the turret and chassis.
The appliqué armor was the Deflek-T ceramic armor type and was also proposed for the T-55AGM. It consisted of a series of steel plates, composite materials, and polymer plates. The Deflek-T increased resistance against Armor-Piercing Discarding Sabot Fin-Stabilized (APDSFS) rounds by 89% and against shaped charges rounds by up to 170%.
The side protection of the Typhoon-2A are identical, apart from the dimensions, to the ones of the T-62AG. Source:
The Nizh ERA was designed by various Ukrainian companies and manufactured in Ukraine by the state enterprise Fundamental Center of Crucial Technologies and officially adopted by the Ukrainian Army in 2003. The Nizh ERA block has the peculiarity of eliminating or minimizing damage to adjacent blocks by 200% to 300%, increasing the tank’s resistance to multiple impacts compared to other ERA designs. The Nizh is a secure ERA, capable of withstanding small arms fire up to 30 mm automatic guns, without detonation from splinters or high temperatures, such as fire from Molotov Cocktails or napalm.
Compared to the Russian Kontakt-5, the Nizh ERA has increased efficiency, from 180% to 270%. The reason why the Nizh ERA is so effective, is that it uses cylindrical-shaped explosive charges shaped like hollow charges forming shaped charge-like jets that “cut” either the cumulative jet from a shaped charge or kinetic projectiles. This should reduce or completely mitigate their penetration performance. It also guarantees lowered explosive damage on the vehicle’s armor due to detonation, easy mounting, and lower cost.
The Nizh Explosive Reactive Armor reacting to an APDSFS round. The detonation of the first explosive charge ignites a series of other shaped charges that “slice” the dart penetrator, mitigating its effects. Source: YIN67LIV@psn via forum.warthunder.com
The Nizh increased the resistance against 120 mm APDSFS rounds up to 1,750 m/s to 160% and against HEAT rounds to about 260%.
Nizh ERA blocks were positioned on the upper and lower hull front, forward third of the hull sides, turret front, and turret sides. This was made to save weight while still protecting the most sensible areas of the tank. Some Nizh ERA bricks were also installed on the turret’s roof and the turret cupolas. This marginally increased protection against top-attack ATGMs or artillery rounds, but could be more useful against loitering munitions.
A T-64 turret equipped with Nizh ERA modules. Similar modules were also mounted on the T-62AG and were planned to be equipped on the T-62AGM. Source: btvt.info
Both the Deflek-T and ERA blocks sensibly increased the protection of the T-62AG and AGM. To give an example, the T-55AGM, with the same appliqué armor and ERA, was protected from 120 mm APDSFS and HEAT rounds up to 2,000 m. This meant that the protection increased by 250% against APDSFS rounds and by 430% against shaped charge rounds.
Plastic flaps were added as side skirts to protect the lower part of the hull, the hull’s lower frontal armor, and the turret. Plastic protection act as spaced armor by detonating hollow charges earlier, decreasing their penetrative capacity. For maintenance or regular crew checks, the plastic flaps could easily be raised upward.
V-shaped Deflek-T ceramic armor with rubber flaps. Source: fuerzamilitarperu.forosactivos.net
The paint on the additional armor and the T-62AG was meant to decrease its infrared (IR) signature and make it a difficult target for thermal weapons and cameras.
The turret was equipped with an 8-tube 81 mm 902V Tucha, or as the Ukrainians called it, “Khmara” smoke launcher, positioned in three rows on the right side to protect the vehicle.
The T-62AG was equipped with a Laser Warning Receiver (LWR). It detected and located the direction of laser emissions from laser guidance systems and laser rangefinders.
The T-62AG shows off its armament and turret. Source: armor.kiev.ua
The Ukrainian Varta soft-kill Active Protection System (APS), as designed by the Ukrainian Optical-Electronic Countermeasures Complex, was optional for the AG kit and standard for the AGM. The soft-kill APS was produced by the Ukrainian State Institute of Chemical Research in Shostka, Sumy Oblast. The Varta APS consisted of a detecting subsystem with four laser warning receivers. Of these, two were simply detectors that alerted the crew that the vehicle had been targeted by a laser beam, while two precision receivers signaled to the commander the position of the emitted laser with a success rate of 12 spotted positions out of 20 during tests.
When the first receivers detected a laser beam, the Varta automatically sprayed an aerosol screen in the direction of the laser guidance system or laser rangefinder. The aerosol created a screen at 20 m from the vehicle in 0.5 seconds to cover the vehicle. The spays would have been launched by the 81 mm 902V Tucha smoke launchers mounted on the right side of the turret and would have covered the vehicle even from thermal sights.
The Varta had a total of 20 shots available, but only protected the tank on an arc of 45° on both sides of the main gun. The crew could set the Varta soft-kill APS to be automatic, semi-automatic, or manual.
Other countermeasures of the Varta APS consisted of a pair of moving IR lights, which emitted coded pulses to deceive IR-guided missiles, and electro-optical jammers against wire-guided and radio-guided ATGMs. This subsystem was taken from the Soviet Shtora electro-optical active protection system officially adopted by the Russians for the T-90. Despite the effectiveness of these IR and electro-optical ATGMs countermeasures, their detection arc was only 20° on both sides of the main gun and only 2° on vertical.
The T-62AG prototype was not equipped with this expansive soft-kill APS in order to decrease the prototype’s production costs.
The Varta IR light was mounted on a T-84 Oplot MBT at the Ukrainian Weapons and Security exhibition of 2021. Source: wikipedia.org
If the spay failed and the jammers broke, the system could be set to automatically activate one smoke launcher to cover the vehicle from laser beams and conventional optics.
Alternatively, the original T-62 option of igniting diesel on the hot exhaust pipes to generate a smokescreen around the vehicle to cover it and nearby troops remained functional.
A new Nuclear Biological and Chemical (NBC) overpressure system was also equipped, with a radiation sensor to measure external radiation.
An external PRKhR-M monitoring device was mounted to detect poison gasses or radiation. It created an alert for the crew with acoustic and light signals indicating that the area was contaminated, even if it did not specify what type of gas or radiation was detected and in which concentration.
The right side of the T-62AG with 902V Tucha smoke launchers in three rows and a small storage rack. Source: armor.kiev.ua
The fire extinguisher system was of a modern type, with optic and thermal sensors, automatically activated with high degrees of efficiency with an extinguish time of 0.15 seconds in the fighting compartment and a maximum of 10 seconds in the engine compartment. In case of failure, it could be activated manually using three levers located in different parts of the vehicle to be quickly pushed by crew members in case of necessity. Each crew member also had at their disposal a fire extinguisher. The engine deck was equipped with screens that prevented burning liquids from Molotov Cocktails launched at the tank from pouring into the engine compartment.
To increase crew comfort, a KTR Climate Control System was installed. Not only did it warm the fighting compartment in frigid temperatures, but it also acted as an air conditioner for warmer temperatures.
For further increased crew comfort, new seats and an automatic transmission were introduced to decrease the stress on the driver during long drives.
Main Armament
To make the vehicle able to counter the most modern MBTs, the Morozov Machine Building engineers upgraded the tank’s main armament. The older 115 mm U-5TS smoothbore gun was substituted with a 120 mm KBA-101 or a 125 mm KBM-1M smoothbore gun, depending on a customer’s requirements.
These two guns are the Ukrainian designations for the 120 mm KBM-2 and 125 mm KBM-1 smoothbore guns without an automatic loader.
The 125 mm KBM-3 Ukrainian smoothbore cannon. Source: btvt.narod.ru
The KBM-1 is a copy of a Soviet 2A46M 125 mm gun, with a total length of 6.90 m and a barrel length of 6,000 mm (L.48). It was capable of firing Gun-Launched Anti-Tank Guided Missiles (GLATGMs). It had a maximum muzzle velocity of 1,700 m/s with 3BM42 ‘Mango’ Soviet-designed APDSFS rounds.
When the Soviet Union collapsed, Ukraine had tank production plants but not a single gun plant. The 2A46M smoothbore gun was then produced from 1998 in a reconditioned drilling pipe factory. Even if the factory had many of the necessary toolings for gun production, the result of producing smoothbore barrels with unskilled workers was a decrease in barrel life to 50% or even 25% compared to the Soviet ones. For these reasons, the KBM-1 production was quickly stopped. A new 125 mm smoothbore tank gun was designed by the Ukrainians. It had the same caliber but was 6,678 mm long, reducing the breech dimensions. It was designed as KBM-3 and mounted on the Ukrainian T-84 MBT.
The introduction of the KBM-3 casts doubt that the Ukrainians mounted the KBM-1 gun on the T-62 upgrade in 2002, as they had a better quality gun in production at the time. This is probably a common error, given that many sources state that even the T-55AGM was equipped with the older 125 mm KBM-1 gun.
Both Ukrainian 125 mm tank guns could fire all the Soviet and the majority of Russian ammunition for their original 125 mm smoothbore cannon.
The Ukrainian 120 mm L.50 KBM-2 smoothbore gun. In this drawing, the barrel is equipped with the BOVT-1 muzzle reference system. Source: btvt.narod.ru
The design of the Ukrainian KBM-2 gun began in 1999 by the State Scientific and Technical Center for Artillery and Rifle Arms with the help of the French company GIAT and produced at the Malyshev Factory. It did not have standard NATO 120 mm gun length, as it is 50 calibers long, with a barrel length of 6 m, and not L.44 or L.55, as on standard NATO MBTs. Despite the difference in barrel length, the Ukrainian gun is capable of firing a whole range of 120 mm NATO-standard rounds. The KBM-2 had a total weight of 2,600 kg, 100 kg more than the KBM-1.
The smoothbore guns were designed with a short-recoil system, between 260 mm and 300 mm, with a maximum recoil of 310 mm. The recoil system took up most of the recoil travel of comparable guns, permitting them to be installed in the small turret of the T-55 and T-62. The operational life of the two smoothbore guns was 1,000 rounds fired.
The increased firepower gave the T-62AG the anti-tank capabilities of many modern MBTs, such as the Leopard 2A5, M1A2 Abrams, Merkava Siman IV, and Russian T-72, T-80, and T-90. Thanks to an adequate fire-control system (FCS), protection, and new armament, the T-62AG could become a serious threat against each of these MBTs, designed decades after the official entrance into service of the T-62.
A feature shared only with a few new MBTs was the GLATGM capabilities. The Kombat ATGM, developed and produced by Ukraine, could be fired by the 125 mm gun, with a maximum range of 5,000 m. On the 120 mm version, another type of ATGM was fired, the Falarick 120 GLATGM.
The Ukrainian Kombat GLATGM brochure of the Engineering and Aviation Design Bureau Limited Liability Company. Source: kbmia.com
The Falarick 120 ATGM was developed by the Belgian company Cockerill as the Falarick 105 for 105 mm rifled guns.
A further development by the Kyiv Engineering and Aviation Design Bureau for 120 mm smoothbore guns is the Konus ATGM. It had the same range and speed as the Kombat GLATGM. The missiles were equipped with tandem HEAT warheads to defeat even targets equipped with ERA blocks or spaced armor, with a total armor penetration for the Kombat of 750 mm and 700 mm for the Konus. The ATGMs could also be deployed against helicopters.
The Belgian-Ukrainian Konus GLATGM brochure of the Engineering and Aviation Design Bureau Limited Liability Company. Source: kbmia.com
The turret rotation was enabled by an electric engine, while a hydraulic system elevated and depressed the gun. In case of breakdown, the turret could be rotated by a manual handwheel, as was the gun.
The total main gun ammunition for the T-62AG was 35 120 mm or 125 mm rounds and 5 GLATGMs. The T-62AGM had a 34 round reserve for both 120 mm or 125 mm guns and 5 GLATGMs.
Secondary Armament
The secondary armament on both the AG and AGM variants consisted of a 7.62 mm KT-7,62 medium machine gun, a Ukrainian variant of the Russian PK machine gun. Upon the customer’s request, it could be substituted with a Soviet 7.62 mm PKT medium machine gun. The machine gun was mounted coaxially to the main gun, on the right, and could be operated by the gunner and commander.
The TK-7,62 medium machine gun produced by Ukraine. Source: kbmia.com
The 12.7 mm KT-12,7 anti-aircraft heavy machine gun, a copy of the Russian NSVT machine gun, positioned on the commander cupola, was stabilized in the vertical axis. At the customer’s specific request, the Soviet 12.7 mm NSVT heavy machine gun could be mounted instead of its Ukrainian copy.
The only difference in this regard between the AG and AGM kits was that, on the AG, the anti-aircraft gun was manually operated. On the AGM, the 1ETs29E anti-aircraft machine gun control system was installed. It permitted the commander to aim and fire the KT-12,7 with the hatch closed. The remote-controlled gun had PZU-7M sights and a rangefinder incorporated into the fire-control system. The PZU-7M sight had a magnification of 1.2x, 50° field of view, and an elevation from -10° to +85°.
While remotely operated, the 12.7 mm machine gun could engage targets up to 2,000 m during the day and up to 800 m during the night. The machine gun had an elevation from -5° to +75° and a total traverse of 170°. In total, there were 450 rounds for the 12.7 mm KT-12,7 heavy machine gun in three 150-round magazines and 2,500 rounds for the KT-7,62 on both tank models.
The KT-12,7 heavy machine gun in its brochure. Note that the 250-round magazines mentioned in the table were used on the K-12.7 field version. Source: kbmia.com
T-62AG Fire-Control System and Optic Devices
The original T-62 was equipped with a TSh2B-41 optical sight with a magnification ranging between 3.5x with a field of view of 18° to 7x with a field of view of 9°. Thanks to this sight, the original T-62 could detect targets up to 3,000 m during the day. For night vision, there was the TPN-1-41-11 electro-optical active-IR monocular periscope with a maximum magnification of 3.5x and a field of view of 6°. It worked thanks to L-2G tungsten white IR searchlights and could detect targets up to 800 m during the night.
The commander had at his disposal a TKN-3 day/night binocular periscope with an active-IR night channel. For this optic, there was an OU-3GK white IR spotlight mounted on the commander’s cupola. The TKN-3 was a generation 0 image converter with only active night vision with a maximum range of 400 m. The magnification ranges from 4.75x for the day channel to 4x for the night channel.
The original T-62 engagement procedure was simple. The commander spotted targets and estimated their ranges with his optic. The gunner aimed his optical sight, coaxial to the main gun, and elevated it against the target.
The T-62AG’s front. The previous Soviet optics are all visible together with the rangefinder. Source: armor.kiev.ua
The Fire-Control System of the T-62AG is of an unknown type, even if it maintained the original Soviet optics and devices of the Volna FCS adopted on the Soviet T-62M. One of the most notable external subsystems of the Volna was the KTD-2 Soviet rangefinder mounted over the cannon barrel. This rangefinder had a minimum range of 500 m and a maximum of 4,000 m.
A drawing showing the position of new equipment inside the T-62AG turret fitted with 120 mm KBM-101. Source: morozovkmdb.com
Modularity Items Shared by Both Upgrades
The appliqué armor and stand-off armor panels were both designed to be easily removable if damaged and replaced with new panels in less than an hour. The armor modules could be even substituted by new types of armored modules if the need arose to update the add-on armor kit.
The ease of removing panels would also be useful in peaceful times. The crews could train without the armor modules, thus saving on weight, which in turn minimized fuel consumption and wear and tear.
As an alternative to the Varta soft-kill APS, the vehicle could be equipped only with Linkey-SPZ Optronic Countermeasure Systems.
When the LWR detected an enemy laser beam pointed at the MBT, it automatically launched a smoke grenade to hide the tank behind a smokescreen.
The laser beam detecting receivers of the Linkey-SPZ on the T-55AGM prototype. Source: wikipedia.org
The smoke launchers could be equipped with 81 mm smoke grenades that were a Ukrainian copy of the Soviet 81 mm 3D6 smoke grenades. This old grenade only covered the tank from optical sights. The GD-1 aerosol grenades were adopted by Ukraine against thermal sights, similar to the Russian 3D17 smoke grenades.
On both the T-62AG and T-62AGM upgrades, the engine, transmission, cooling system, and other parts were easily removable as a whole by the crew with a crane and substituted with a new one to put the tank again in combat in the shortest possible time. To do so, the crew had to remove the tracks from the sprocket wheels and remove the engine compartment.
The T-55AGM engine compartment equipped with a 5TDFMA 1,050 hp engine. Source: Tanque Principal de Combate T-55M8A2 Tifon-2
This meant that the crew could even substitute the 850 hp engine-equipped compartment with the powerful 1,050 hp 5TDF engine-equipped compartment, making the AG and AGM upgrades more versatile.
T-62AGM Design
The T-62AGM was a further development of the T-62AG. The AGM kit was intended to be installed on T-54s, T-55s, Type 59s, and T-62s, depending on a customer’s needs. The AGM kit consisted of the upgrade of firepower, mobility, and protection modules of the Soviet-style MBTs.
Engine
Due to some additions, such as the autoloader, the weight of the AGM kit would have been higher than that of the AG by about 10 tonnes. For this reason, more powerful engines would be mounted on the vehicle.
The first option was the Ukrainian 5TDFM, with the same weight and characteristics as the 5TDF, but delivering 850 hp at 2,800 rpm. When this new engine was officially presented by the Ukrainians in September 2011 at the 8th International Exhibition of Armament, Military Equipment and Ammunition in Nizhny Tagil, Russia, it was recognized by sector experts as the best in the world in its class. Even Vladimir Putin, who visited the Exhibition, admired the Ukrainian development, considering it “promising”, as many media outlets reported.
The 5TDFM multi-fuel engine data sheet. Source: kbmia.com
The overall vehicle’s increased weight did offset the advantages of the new engine, as its speed and range remained unchanged. The 5TDF, together with its upgraded variant, could operate in external temperatures of -40° to +55°, making the upgraded MBT capable of operating in basically any location in the world.
The 5TDFMA multi-fuel engine data sheet. Source: kbmia.com
Optionally, the T-62AGM could also be equipped with the even more powerful 5TDFMA engine, also developed from the 5TDF. It developed 1,050 hp at 2,850 rpm, with a total weight of 1,080 kg. With the new powerful engine, the vehicle’s performance on and off-road increased, as did fuel consumption and the MBT’s total weight, from 50 tonnes to 50.10 tonnes.
The 5TDFMA engine, mounted on the T-55AGM prototype that weighed 46 tonnes, increased the performance of the vehicle to 78 km/h with forward gears and up to 35 km/h with reverse gears.
Ukrainian Engines
Name
Weight (kg)
Dimensions (mm)
Power (hp)
Specific Fuel Consumption (g/kWh)
Fuel Consumption (diesel – l/h)
V-55V
920
Unknown
580
174
86
5TDF
1,040
1,413 × 955 × 581
700
158
96
5TDFM
850
160
118
5TDFMA
1,080
1,050
153
140
The Morozov Machine Building Design Bureau technicians underlined how modular this new upgrade was. Depending on the customer’s financial capabilities, only certain aspects could be upgraded, leaving the others unchanged. For example, only the firepower of an older T-62 could be increased by installing the autoloader and new optics, while leaving the old powertrain and protection untouched to save on costs.
Fire-Control System and Optic Device
The T-62AGM was equipped with the LIO-V Fire-Control System (FCS), the same ballistic computer produced by the Malyshev Factory in Kharkiv adopted by the Ukraninans on other upgraded MBTs, such as the upgraded T-64BV, and the T-84 Oplot.
The FCS was equipped with two rangefinders for the commander and gunner. Other subsystems are the DVE-BS anemometer and the 2E42M main gun 2-axle stabilizer.
The FCS subsystems provided the LIO-V with data on the outside temperature, air humidity, and wind speed, necessary for shooting accuracy. After receiving the inputs, the digital ballistic computer made the necessary corrections to aim the gun and provided a very high possibility of hitting the target on the first shot. The LIO ballistic computer permitted the crew to open fire with the highest chance of hitting the target while standing still or moving, against static or moving targets up to 2,000 m (over 2,000 m, it had an 80% chance to hit the target with the first shot). The tank could fire in all weather conditions, day and night.
The gunner was equipped with the 1G46M day sight. It had a two-axis stabilizer and incorporated a laser rangefinder. By changing the laser rangefinder’s frequency, the crew could use the laser beam as target designators for missile guidance capability.
The gunner’s sight was also fitted with a 2-axis stabilizer to increase precision during moving. The magnification ranged from 2.7x with a 20° field of view to 12x with a 4° field of view. The incorporated rangefinder had a minimum range of 400 m to a maximum of 5,115 m ± 10 m.
The 1G46M gunner’s day sight. This was part of the Ukrainian T-72AMT upgrade presented at DEFEXPO 2020 in India. Source: twitter.com @obiekt219
The gunner had at his disposal a night vision Buran-Catherine thermal imaging sight. The Buran-Catherine incorporated a gunner’s optronic sight and a monitor for the commander. At any moment, the commander could check on the monitor what the gunner was watching.
The Buran-Catherine sight could detect an armored vehicle at 12 km, recognize it at 5 km and identify it at 2 to 2.5 km, depending on the weather conditions during day and night.
Another FCS subsystem was the duplicate armament control for the commander. Thanks to these controls and the thermal imaging monitor for the commander, in case of necessity, the commander could override the gunner and aim and fire the main or coaxial armament. The Buran-Catherine thermal imaging sight enabled the gunner and the commander to detect and engage targets in every kind of weather condition at long range and with high accuracy. This increased the tank’s capabilities during the night or in poor visibility conditions.
The Buran-Catherine thermal imaging sight. Source: discasanave.com
The commander had at his disposal an unknown variant of the AGAT observation subsystem. It seems that the Ukrainian AGM upgrade had the AGAT PNK-5. Probably, the Ukrainian had planned to mount various kinds of commander’s periscopes, according to the customer’s requests.
The AGAT PNK-5 was an independent 3-channel panoramic periscope with a maximum magnification of 8x on the day single channel and detection range of 5,000 m and a magnification of 7.6x on the day multi-channel. In the night channel, the maximum magnification was 5.8x and the detection range was 800 m.
The AGAT PNK-5 independent panoramic periscope. Source: fuerzamilitarperu.forosactivos.net
The driver has at his disposal two TNP-165A vision hyposcopes produced by the Izyum Instrument Making Plant, with a horizontal field of view of 71° and a vertical field of view of 33°. The commander had four new TNPO-160 commander’s vision hyposcopes in his cupola, with a horizontal field of view of 78° and a vertical field of view of 28°. These substituted older Soviet models.
Autoloader
The main armament of the T-62AGM could be a 120 mm KBM-2 or a 125 mm KBM-3 smoothbore cannon. The two guns were equipped with an autoloader developed by Ukraine to be mounted in a new bustle on the T-62 turret. The number of rounds stored in the autoloader was 18, as on the T-55AGM.
The Ukrainian autoloader was displayed inside a turret bustle of a T-72. This was part of a Ukrainian upgrade presented at the DEFEXPO 2020 in India. The autoloader and other upgrades similar to the ones planned for the T-62AGM would be added to the T-72AMT. Source: twitter.com @obiekt219
The system, identical to the one of the T-55AGM, was mounted behind the gun’s breech, on a turret bustle. It had a horizontal loading carousel system and was operated by a complex digitized electrical-mechanical system with a PN-43-2SM control panel for the gunner and a PK43-2M control panel for the commander. The second panel for the commander allowed him to check the ammunition loaded in the carousel and use it in case the gunner was wounded or his systems were broken.
The 120 mm KBM-2 smoothbore gun was developed by Ukraine and presented at the DEFEXPO 2020 in India for the T-72AMT upgrade package. Source: twitter.com @obiekt219
The T-62AGM’s autoloader guaranteed a loading time between 5 to 7 seconds, depending on the ammunition position inside the carousel.
The turret bustle, composed of blow-up panels, was separated from the rest of the turret by a bulkhead with a small rounded armored door that automatically opened only when the gun needed reloading. If an enemy round hit the turret bustle, the crew would be safely protected by the bulkhead from an ammunition detonation.
Despite this, the vehicle had 21 main gun rounds and GLATGM stored in the fighting compartment.
Other Unknown Features
As they were never officially adopted by Ukraine or other nations, some systems installed on the T-62AG and T-62AGM are currently unknown.
The Varta soft-kill APS was not mounted on the prototype of the T-62AG in 2002. This would have permitted the Ukrainian technicians to save up money for further developments or to recondition abandoned T-64s.
The Ukrainian Ukroboronprom (Ukrainian Defence Industry) association of multi-product enterprises in various sectors of the defense industry of Ukraine eventually improved the vehicle. At the DEFEXPO 2020 in India, Ukroboronprom presented the T-72AMT. The new upgrade for the T-72 had new equipment, such as powerful multi-fuel engines, a new Duplet ERA, and a new Zaslin APS that substituted the Varta soft-kill APS. Despite these upgrades, it incorporated many subsystems already seen in the T-62AG, the AGM kit, and the Peruvian Typhoon-2A.
The T-72 upgrade project had the BOVT-1 Muzzle Reference System (MRS) that automatically and continuously measured the muzzle end angular position both in azimuth and elevation axes and notified the crew in case of barrel distortion. This could have been a useful upgrade, and it is standard on all of the most modern MBTs around the world.
Another unknown system is the radio apparatus that would have substituted the R-123 mounted on old Soviet versions of the T-62. Among the potential radio apparatus is the R-030U digital radio transceiver mounted on the Peruvian Typhoon-2As. It operates from 30 to 110 Mhz and has sixteen pre-programmed channels. Its maximum range is 20 to 25 km. It sends and receives coded data transmission systems compatible with all NATO standard equipment.
Similarly, the radio apparatus could also have been an R-173M, the upgraded version of the R-173 radio mounted on the T-62M, adopted on the T-62AG prototype. It operated from 30.0 to 79.9 Mhz. It had ten pre-programmed channels and a maximum range of 20 km with a 3 m long antenna. This simple and cheap radio produced by the Ternopol Radio Plant weighed just 43 kg and operated without problems at any temperature between -50°C to +50°C.
The intercom system was based on the AVSK-1 equipment, with a terminal for ShSh-1 helmets for each crew member and an external fourth terminal for infantry that cooperated with the tank.
In addition, on other Ukrainian upgrades, such as the T-72AG and Typhoon-2A, a GPS Satellite Navigation System model TIUS-NM is present. This system is located in the turret, close to the commander, and provides his position with great accuracy as well as that of other allied vehicles. There is no information if it was equipped on either the T-62AG or T-62AGM projects. This system facilitated the control of friendly forces on the battlefield, which is very important when enemy forces are nearby, at night, or in adverse weather conditions (fog, rain, etc.). The system also allowed it to transmit coded information about its location to friendly forces.
The T-72AMT could be equipped with two types of Auxiliary Power Units (APUs), depending on the necessities of the customer. The previous Ukrainian upgrades were most likely equipped with an APU, even if the exact model is not known. The Typhoon-2A was probably equipped with the 8 kW EA-8 auxiliary power unit mounted in the engine compartment.
Unfortunately, many sources confuse the T-55AGM kit and the Typhoon-2A MBT-specific items. For example, on the AGM upgrade, an AGAT PKN-5 independent panoramic periscope was planned, while, on the Typhoon-2A, the commander’s optic is an AGAT PKN-4S.
The last and most significant upgrade on the T-55AGM, Typhoon-2A, and T-72AMT was to the suspension. Thanks to the new transmission and more powerful engine, the MBTs are now able to overcome higher obstacles and steeper slopes, both forward and in reverse.
In the AGM kit for the T-55, the suspension is also equipped with modern shock absorbers and new torsion bars that provide a much smoother ride. Three return rollers, which further dampen vibration, particularly when moving over rough terrain, were added. The old Soviet RMSh or OMSh single-pin all-iron links have been replaced by new, wider Western-style two-pin rubber padded tracks. This, in addition to the modified suspension, further improves the vehicle’s performance by reducing noise and vehicle ground pressure per cm³.
Failed Export
As Ukraine’s Narodna Armiya military gazette and some Western sources confirmed, in mid-2009, an upgrade of the T-62 was proposed to the Egyptian High Command.
The War Production Ministry of the Egyptian Republic organized a tender for the upgrade of some of its older military hardware, such as T-62 MBTs, OT-62 TOPAS amphibious APCs, and OT-64 wheeled APCs. The tender was attended by several countries, including Russia and Ukraine, and finished on 14th December 2009 with the Ukrainian victory.
The Russian Federation attacked the Egyptian decision in its mass media, claiming that the copyrights on the T-62 tank upgrades allegedly belonged to the Uralvagonzavod Tank Plant and that, consequently, the Ukrainian Kharkiv Plant had no legal right to upgrade Soviet-era armaments.
A contract was agreed between the War Production Ministry of the Egyptian Republic and Ukrainian Special Export (Ukrspecexport), a Ukrainian state-owned arms trading company, part of the state conglomerate of the Ukrainian Defense Industry. The contract included the upgrade of 200 Egyptian OT-62 TOPAS and 200 Egyptian T-62 MBTs. Egypt and Ukraine probably signed a contract to upgrade the T-62s with the AGM kit. Even if the sources do not mention the exact upgrade proposed to Egypt, it is clear that the work would have taken place in Ukraine. It seems strange that a nation like Egypt, with several armored vehicle repair and production facilities and skilled workers, did not independently mount the AG. The AG kit was developed by KMDB to be mounted on the tank in 20 days by a team of six workers, anywhere in the world. Based on that, it can be assumed that Egypt opted for the T-62AGM to be mounted in Ukraine, given the difficult modifications to the turret due to the automatic loader and new optics.
The Ukrainian T-62AG after 2002. It was probably reconditioned with new camouflage to participate in the Egyptian tender in 2009. Source: reddit.com u/patriot-renegade
The first batch of Egyptian OT-62s was shipped to the Kharkiv Morozov Machine Building Design Bureau and started to be upgraded in July 2010. It was planned to deliver the first upgraded vehicles in mid-2011. Nothing is known about the T-62s, which would probably have been upgraded after the OT-62s, but it seems none ever arrived in Ukraine.
The start of the Arab Spring, a series of anti-government protests, uprisings, and armed rebellions that spread across much of the Arab world from late 2010 until 2012, affected the planned upgrade. Heavy protests started in Egypt in early 2011 and forced president Hosni Mubarak to stand down in February of the same year. After political turmoil, Abdel Fattah el-Sisi became the new president, taking power following a coup. He canceled the Ukrainian conversion of the T-62s because Egypt was no longer interested in T-62 upgrades.
The Ukrainians offered the vehicle again in early December 2018 at the Egyptian Defense Exhibition 2018 (EDEX-2018) at the International Exhibition Centre in Cairo. Ukroboronprom offered a T-62 equipped with 6TD-2 diesel engines.
The full-scale Russian invasion of Ukraine in February 2022 has put a hold on any Ukrainian T-62 upgrade exports.
Conclusion
Unfortunately for the Ukrainian industry, the T-62AGM and T-62AG did not arouse any interest in the overseas market when they appeared in the early 2000s. The success gained by the T-55AGM, adopted with some modifications by the Peruvian Army with the name Typhoon-2A, made some people consider a comeback of the project. As this never happened, not a single T-62AG or T-62AGM was ever produced, except the prototypes, and their fate is unknown today.
T-62AG prototype with 2002 camouflage. Illustration done by Ardhya ‘Vesp’ Anargha, funded by our Patreon campaignWhat-if of the T-62AGM with three-tone digit camouflage. Illustration done by Ardhya ‘Vesp’ Anargha, funded by our Patreon campaign
T-62AG and AGM Specification
T-62AG
T-62AGM with 5TDFM
T-62AGM with 5TDFMA
Size (L-W-H)
10.200 x 2.640 x 2.395 m
Weight, battle ready
39.5 tonnes in both 120 mm and 125 mm variant
50 tonnes in both 120 mm and 125 mm variant
50.1 tonnes in both 120 mm and 125 mm variant
Crew
4 (commander, gunner, loader and driver)
3 (commander, gunner, and driver)
Engine
5TDF multi-fuel engine delivering 700 hp at 2,800 rpm
5TDFM multi-fuel engine delivering 850 hp at 2,800 rpm
5TDFMA multi-fuel engine delivering 1,050 hp at 2,850 rpm
Speed
65 km/h
60 km/h
~ 75 km/h
Range
~ 500 km
~ 500 km
~ 450 km
Main Armament
120 mm KBM-2 or 125 mm KBM-1 smoothbore guns with 35 rounds
120 mm KBM-2 or 125 mm KBM-1 smoothbore guns with 34 rounds
Secondary Armament
1 KT-7.62 medium machine gun with 2,500 rounds and a KT-12.7 with 450 rounds
Armor
Rolled Homogeneous Armor with ERA blocks
Production
1 prototype
Sources
Desarrollos Industriales Casanave SA Latin America Associate
IVECO M1250.70 T WM tank transporter as it was unveiled at Eurosatory 2016. Illustration done by Godzilla, funded by our Patreon campaign.
Italian Republic (2000-Present)
Military Transport Vehicles – Unknown Number Built
The IVECO AutoCarro Tattico Logistico or ACTL (English: Tactical Logistics Truck) is a whole range of logistic and special purpose trucks specifically developed at the request of the Esercito Italiano (English: Italian Army) in the 1990s.
The ACTL family was intended to substitute all Italian logistic vehicles deployed during the Cold War and, thanks to their effectiveness and NATO standardization, thousands were bought by various other nations, mainly in Europe. They are produced in a total of three different main variants, with two, three, and four axles, with many sub-variants and sub-versions produced.
The IVECO M170.31WM or ASTRA ACTL SM 44.31 BAD, the lightest version of the ACTL family of the Italian Army in the standard cargo truck configuration. Source: coccardetricolori.it
The Italian Companies that Produced the ACTLs
The vehicles were developed by IVECO DV (Industrial VEhicles COrporation Defence Vehicles), which is part of the IVECO Group. It includes various Italian and European brands, such as the German Magirus-Deutz, the Spanish Pegaso, and the French Unic and Heuliez Bus SAS. The Italian FIAT Veicoli Industriali (English: FIAT Industrial Vehicles), Officine Meccaniche or OM (English: Mechanical Workshops), Lancia Veicoli Speciali (English: Lancia Special Vehicles), IVECO BUS, and Anonima Sarda Trasporto e Recupero Automezzi, or more commonly ASTRA (English: Anonymous Sardinian Transport and Vehicle Recovery), are all a part of this large conglomerate.
All the vehicles of the ACTL family were developed by the IVECO Group. The ones for the Italian Army were built by the ASTRA production plant in Piacenza, Italy. For this reason, they have two different nomenclatures. In Italy they are commonly known as ASTRA ACTL, partly because the company’s logo is placed over the radiator grille, while for the international market, they are presented under the IVECO brand and sold with the company’s logo. These are produced at the IVECO plant of Bolzano.
This choice is made by IVECO to take advantage of its popularity around the world, as many civilian and military customers already know the Italian brands for its qualities. Because of this they are shown at military expos and exhibitions around the world under the IVECO trucks logo instead of the less known ASTRA brand.
IVECO (top) and ASTRA (bottom) logos. The IVECO one can be seen on the front of trucks sold on the international market, while the ASTRA one appears on the trucks sold to the Italian Army. The ASTRA branding is also visible on the Italian Army trucks, in the middle of the radiator grille. Source: IVECO and ASTRA combined by author
The Spanish Army trucks are produced by Pegaso and the French Army ones by IVECO and Soframe.
History of the Project
After the Italian participation in the Gulf War and in peacekeeping missions in the Balkans in 1999s one thing was clear to the Italian Army. The standard Italian logistic truck, the IVECO ACM 80/90, was no longer enough to service new military hardware, such as self-propelled guns and MLRS, which fired high numbers of rounds in short periods. The ACM had a weight of 4,700 kg and a payload capacity of 4,000 kg.
In response, the Italian Army created a list of requirements for a new vehicle:
loading capacity doubled compared to the ACM 80/90
hauling capacity doubled compared to the ACM 80/90
transport capacity at least doubled compared to ACM 80/90
a common frame to use spare parts in common
reduced fuel consumption on road transfers and increased overall efficiency
standardized with NATO equipment.
An IVECO ACM 80 on a road near Pellizzano, in the Trento province, in 2009. This was the predecessor of the IVECO ACTLs. Source: flickr.com @MARVIN 345
IVECO proposed the ASTRA HD6 and HD9 (HD for Heavy Duty) 6×6 and 8×8 trucks. These were judged positively by the Esercito Italiano and the development of a military family starting from the ASTRA trucks was initiated by the IVECO Group.
An ASTRA HD9 in dump truck configuration for the civilian market. Source: astra-trucks.com
At the tine of publication of this article, the IVECO ACTL is available to the Italian and international market in three different series:
Standard Militare – Military Standard: the most produced series, developed from the Italian Army requests. It comprises dozens of versions. Various hundreds have been produced and sold around Europe.
ASTRA ACTL SM 44.30 BAD, basic with loading platform
ASTRA ACTL SM 44.30 CAD (sometimes referred as PLE)
ASTRA ACTL SM 44.31 BAD, with loading platform
ASTRA ACTL SM 44.31 CAD
ASTRA ACTL SM 44.31 CAT aeronautical fuel carrier and filler (7,500 liters)
ASTRA ACTL SM 44.31 AAT water carrier (8,000 liters)
ASTRA ACTL SM 44.31 telescopic aerial work platform
ASTRA ACTL SM 44.31 AAT fuel carrier (8,000 liters)
ASTRA ACTL SM 44.31 mobile work platform
ASTRA ACTL SM 44.31 AAT dump truck
ASTRA ACTL SM 66.40 BAD fuel carrier (8,000 liters)
ASTRA ACTL SM 66.40 BAD water carrier (8,000 liters)
ASTRA ACTL SM 66.40 CAD container transporter
ASTRA ACTL SM 66.40 CAD artillery tractor
ASTRA ACTL SM 66.40 CAD aeronautical fuel carrier and filler (8,000 liters)
ASTRA ACTL SM 66.45 AMT dump truck
ASTRA ACTL SM 66.45 BMT concrete mixer with pump
ASTRA ACTL SM 66.45 BIT prime mover
ASTRA ACTL SM 88.42 BAT with Isoli M200 crane
ASTRA ACTL SM 88.42 BAT with Isoli M120C crane
ASTRA ACTL SM 88.42 BAT container transporter
ASTRA ACTL SM 84.45 BAT container transporter
ASTRA ACTL SM 84.45 BAT aeronautical fuel carrier and filler (18,000 liters)
ASTRA ACTL SM 88.45 BAT with Isoli M200 crane
ASTRA ACTL SM 88.45 BAD container transporter
ASTRA ACTL SM 88.45 BAD SAMP-T SAM transport erector launcher
ASTRA ACTL SM 88.45 BID container transporter
ASTRA ACTL SM 88.45 BID single hook loader
ASTRA ACTL SM 88.45 BIT with TCM C 300M crane
ASTRA ACTL SM 88.45 BIT with TCM C 400M crane
ASTRA ACTL SM 88.50 TIM Tank Transporter
Standard Militare ‘Heavy’ – Military Standard Heavy: designed to transport heavier loads, developed from the battle-proven SM series. This version is mainly intended for engineering and as tank transporters and only a few models entered service with the Italian Army.
ASTRA ACTL SMH 44.30 BAD dump truck
ASTRA ACTL SMH 44.31
ASTRA ACTL SMH 66.40 BAD fuel tanker
ASTRA ACTL SMH 66.45 BAT with TCM C 300M crane
ASTRA ACTL SMH 66.45 BAT with TCM C 400M crane
ASTRA ACTL SMH 66.45 AAT dump truck
ASTRA ACTL SMH 88.45 APS – single hook loader
HD6 – Heavy Duty 6: 3rd series produced with ASTRA civilian cab. This version is designed for use in urban environments for specific operations where the use of vehicles with a strong military appearance would not be well perceived by the population.
ASTRA ACTL HD6 66.45 dump truck
ASTRA ACTL HD6 66.45 ASPIDE SAM transport erector launcher
ASTRA ACTL HD6 66.52 prime mover
ASTRA ACTL HD6 66.45 with Isoli M120 crane
ASTRA ACTL HD6 66.45 TIM prime mover
ASTRA ACTL HD6 66.52 prime mover
The ASTRA-type nomenclature can be understood as follows:
ASTRA-type nomenclature
Abbreviation
Meaning
Notes
ASTRA ACTL SM 44.31 BAD
ACTL
AutoCarro Tattico Logistico
Series: ASTRA ACTL xx 44.31 BAD
SM
Standard Militare
Sometimes also named as SMR
SMH
Standard Militare ‘Heavy’
HD
Heavy Duty
Refers to the civilian cab
Drive configuration: ASTRA ACTL SM xx.31 BAD
44
4×4
66
6×6
84
8×4
88
8×8
Engine output divided per 10: ASTRA ACTL SM 44.xx BAD
30
300 hp
31
310 hp
40
400 hp
42
420 hp
45
450 hp
50
500 hp
Wheelbase: ASTRA ACTL SM 44.31 xAD
A
3,300 mm
B
3,750 mm
C
4,200 mm
Transmission: ASTRA ACTL SM 44.31 BxD
A
Automatic
M
Manual
I
Hydromechanical
IM
Hydromechanical
For prime movers
Brakes: ASTRA ACTL SM 44.31 BAx
D
Disks
T
Drums
The IVECO export nomenclature is easier to follow, with the two axle variants of the ACTL known as the IVECO M170WM, the three axle variant known as IVECO M250WM, and the four axle variant known as IVECO M320WM. To show their power output, the IVECO nomenclature maintains the power output in horsepower divided by 10, such as the IVECO M170.30WM, IVECO M250.40WM, and IVECO M320.45WM to name just a few. The ASTRA ACTL SM 88.50 TIM Tank Transporter is the only one with a different designation type, IVECO M1100.50.
Due to the double nomenclature, the simpler and clearer IVECO nomenclature will be used in this article. The ASTRA nomenclature will be used in the captions if the exact model is specified by the original source.
An IVECO M170WM of the 8° Reggimento Artiglieria Terrestre ‘Pasubio’ (English: 8th Ground Artillery Regiment) equipped with the ARTHUR (ARTillery HUnting Radar) counter-battery radar system. Italy has at least 5 systems in service. Source: wikipedia.com
Design
The common design of the ACTL (66% of parts are shared by the whole range) allows the description of the characteristics of the vehicles, such as frame, cabs and some configurations, which are common in all the series.
Starting from the front of the vehicle, the cab is a classic European-style cab-over with three seats, of which the left one is for the driver. Comfort reaches very high levels compared to other military vehicles, as the interiors are identical to the civilian cabs of the IVECO/ASTRA family of heavy trucks. The crew members have enough space to place all their equipment (personal weapons, backpacks, etc).
On request, the vehicles can be equipped with longer cabs. This permits two types of customization: the addition of a second row of seats or the addition of a sleeping berth for the driver.
An ASTRA ACTL SM 66.40 CAD exhibited in the Piazza Castello Square in Turin for the occasion of the National Army Day on 4th November 2008. The dimensions of the cab are noticeable, together with its internal space. Source: wikipedia.org
The protection on the standard military cab is NATO AEP-55 STANAG 4569, even if the exact level is not reported by official documentation. It consists of a bulletproof windshield, light armor plates that protect the cab from objects (such as stones) being thrown at it, small arms fire, anti-personnel mines, and light IED (Improvised Explosive Devices) explosions. This maintains a high degree of protection while operating in asymmetric warfare conditions, in which IEDs and ambushes are widely used by terrorist forces against unarmored logistic vehicles.
Apart from physical protection, the cab is also equipped with an NBC (Nuclear, Bacteriological, and Chemical) system with which the truck can also operate in contaminated areas, protecting the crew.
All the cabs have a hatch on the center of the roof. It is mainly used to check the ground from a higher position or to escape in case of the vehicle overturning. At the request of the customer, it can be equipped with a rail and support for a machine gun.
Despite the fact that the standard cabs are already protected from small arms fire and light IEDs, the protection can be enhanced with the application of armor kits made of kevlar. The armored kit, which weighs 2 tonnes, increases the resistance of the cab and survivability of the crew against small arms, IEDs, and grenade splinters. Like for the standard cabs, no data on the precise STANAG 4569 level are made public by IVECO DV.
A bad quality image of a render presented by IVECO Defense Vehicles. It shows the armor panels, bulletproof windshield, and armored doors of the armored cab. Source: idvgroup.com
To transport the vehicle on railways or for aerial transport, the vehicles can be equipped with a lower profile cab or, the height can be decreased by operating the Central Tires Inflation System (CTIS) on the vehicles equipped with such a system. The IVECO M170 can be loaded on Lockheed C-130 ‘Hercules’ cargo planes, while the other trucks of the IVECO ACTL family can be loaded on Airbus A400M ‘Atlas’.
The first axle (and second axle on the 4 axle trucks) has spring suspension integrated with hydraulic shock absorbers, including a stabilizer bar. The rear one or two axles have tilting spring suspension on a central pivot, supplemented by six longitudinal reaction bars. This type of suspension assures traction of all the wheels even while driving on rough terrains, permitting the trucks to overcome more obstacles than other suspension types without reaction bars.
Pressure in the wheels is maintained by a compressor with manual adjustment. The CTIS can be mounted at the request of the customer.
Apart from the CTIS, armored cab or lower cab, the customer can ask for many other types of additions, such as: sel-helping winches built by TREIBMATIC with a power of about 9,000 kg (90 kN), run flat tires, traction control system, protected gunner position, a preset for communication systems (radios installed by the customer according to his needs), an electromagnetic compatibility system of MIL level and, as the IVECO DV claims on its official website, “many other options are also available”.
Specific models can be provided with bodyworks with specific superstructure solutions. These can increase the capabilities of the whole range of vehicles of the ACTL series, obviously increasing the cost and weights depending on variants.
An ASTRA ACTL SM 44.31 equipped with a telescopic aerial work platform with its jacks lowered. This is one of the dozens of specialized equipment with which the ACTL can be equipped. Source: sicurezzaesoccorso.com
All the vehicles of the IVECO ACTL family are equipped with a pre-heater to help start the engine, even in frigid temperatures of -32°. If the pre-heating system is unserviceable, the engine is limited to be started at temperatures of -10°.
The electrical system is 24 V, with two 150 Ah batteries in series or four 110 Ah batteries in series-parallel and a 24V-35A alternator. The system is equipped with a radio interference suppression device.
An ASTRA ACTL SM 66.45 BMT concrete mixer with pump together with other civilian ASTRA concrete mixers. Source: facebook.com @Pesanti & Eccezionali
The IVECO ACTL trucks can ford deep rivers up to 850 mm without preparation and up to 1,200 mm with a snorkeling kit.
Main Versions of the ACTL Family
IVECO M170WM
The IVECO M170WM is the lightest version of the ACTL series. It is powered by a diesel IVECO Cursor 8 E3 6-cylinder inline 4-valve-per-cylinder, turbocharged engine with a volume of 7,800 cm³, developing 310 hp at 2,400 rpm, and maximum torque 1,100 Nm at 1,900 rpm. The Cursor has a total weight of 680 kg and, despite its power, respects European law on engine emissions level 3 (EURO 3).
IVECO M170 of the Italian Army in standard soft-skinned truck configuration. Source: flickr.com @JRug
It can be substituted with a slightly more powerful model of the Cursor 8 E5, giving out 330 hp. In both models, the maximum speed is about 90 km/h fully loaded, with a maximum range of 1,200 km.
Both the engines are coupled with the ZF 5HP502 automatic gearbox produced by the ZF Friedrichshafen AG company. To transfer the power from the gearbox to the rear axle, a IVECO TC 1800 transfer box is used. The vehicle is equipped with brake disks on both front and rear wheels and is equipped with ABS. The tire size is 14.00R20, with a single wheel on the front axle and twin wheels on the rear.
On the request of the customer, the gearbox can be substituted with the ZF 12 AS 2330 TO that can work both in semi-automatic and automatic modes.
The M170, with a total weight of 10 tonnes, has a payload capacity of 7 tonnes, and a towing capacity of 20 tonnes. This means that the Gross Combined Weight or GCW (truck + trailer + cargo) is 37 tonnes.
IVECO M170 with armored cab, which increases the total weight by about two tonnes. Source: militarytoday.com
Using the ASTRA nomenclature, the vehicles of the SMH series, thanks to their heavier frame, have a payload capacity of 9.5 tonnes and a towing capacity of 29 tonnes. Obviously, with armored cabs, the payload capacity is reduced, on both SM and SMH models, by about 2 tonnes.
IVECO M250WM
This is the medium truck of the ACTL series with three all-drive axles. The M250, in addition to maintaining 66% common parts with the other vehicles of the series, also has some parts in common with the IVECO TRAKKER heavy duty truck developed for the civilian market but also deployed by many armies.
IVECO M250 with radiator grille opened. Source: pinterest.com
The M250 can be equipped with three different types of the IVECO Cursor C10 engines depending on the needs:
The IVECO Cursor C10 of the M250 is a 6-cylinder in-line, 4-stroke, 4-valve-per-cylinder, turbocharged engine with a volume of 10,308 cm³.
The Cursor C10-400 develops 400 hp at 1,600 rpm and a maximum torque of 1,900 Nm at 1,480 rpm.
The Cursor C10-420 develops 420 hp at 1,570 rpm and a maximum torque of 1,900 Nm at 1,600 rpm.
The last Cursor, the C10-450, develops 450 hp at 1,570 rpm, with maximum torque 2,100 Nm at 1,050 rpm.
For all the variants, the maximum speed is about 90 km/h fully loaded, while the maximum range is about 1,200 km.
The engine, no matter which exact model, is coupled with a ZF 6HP902 automatic gearbox, while the transfer box to the rear axles is an IVECO TC 2200.
At the request of the customer, the vehicle can be equipped with a ZF 16 AS 2601 OD that can work both in semi-automatic and automatic modes.
The brakes, coupled with ABS, are commonly discs, but certain specific versions (dump truck and prime mover, for example) have drum brakes installed.
The curb weight of the M250 is 13 tonnes (15 tonnes with armored cab). The maximum payload capacity is 12 tonnes, while the maximum Gross Combined Weight is about 45 tonnes.
As with the IVECO M170, the Standard Militare ‘Heavy’ version with a more robust chassis can transport cargo with a maximum weight of 13 tonnes but a maximum load of 45 tonnes, for a total GCW of 71 tonnes.
IVECO M250 in dump truck configuration towing a Adamoli R3A30 trailer loaded with an IVECO VTLM ‘Lince’. Source: flickr.com @JRug
The most peculiar version of the M250 is the artillery tractor, better known with the ASTRA nomenclature of ASTRA ACTL SM 66.40 CAD.
Behind the usual three-seat cab (for the driver, commander, and an artillery crew member), it is equipped with a secondary cab with side doors and windows. It is used to comfortably transport six more artillery crew members.
Behind the secondary cab, the vehicle is equipped with a cargo bay that is smaller compared to standard M250 ones. The lower part of the cargo bay has 155 mm round racks for 16 rounds plus their separated charges.
An ASTRA ACTL SM 66.40 CAD artillery tractor with second cab for artillery crew members behind the standard cab. Source: wikipedia.com
IVECO M320WM
This is the heavy truck version of the ACTL series with four axles. It is produced in two main versions: four-wheel drive or all-wheel drive.
As with the M250, it can be powered by two types of IVECO Cursor C10: the C10-420 and the C10-450, with the same power output characteristics as on the lighter chassis.
The gearbox is an automatic ZF 6HP 902. On the 8×8 version, the transfer box for the rear axles is an IVECO TC 2200, as on the M250.
At the request of the customer, the gearbox can be substituted by a ZF 16 AS 2601 OD that can work both in semi-automatic and automatic modes or by an automatic ZF 16AS2631.
An ASTRA ACTL SM 88.45 rolling on an Italian road without a loading superstructure. Source: flickr.com @JRug
The weight of the vehicle is 12.85 tonnes (15 with the armored cab). Its total weight (truck + cargo) is 32 tonnes, meaning that the maximum onboard cargo is about 19 tonnes. The truck can also tow 24 tonnes for a GCW of 56 tonnes.
In the SMH version, it can carry heavier cargo (even if the total payload capacity is not specified) and tow a total weight of 45 tonnes, reaching a GCW of about 80 tonnes.
This is not a lot compared to the M250 payload and towing capacities, but the M320 was developed mainly for specialized versions, such as a crane transporter, container transporter and, Transporter Erector Launcher (TEL) for Surface-to-Air Missiles (SAMs). A TEL is a truck (or a tracked vehicle) that can carry, elevate to fire position, and launch one or more rocket propelled weapons (SAMs, tactical ballistic missiles, ICBMs, etc).
An ASTRA ACTL SM 88.42 BAT or Complesso Autoscarrabile APS 95 in desert camouflage loaded with an old ambulance during a parade. The truck belongs to the Italian Red Cross and the Isoli company brand is clearly noticeable. Source: sicurezzaesoccorso.com
The Peculiar ACTL HD6 Versions
The ASTRA ACTL HD6 version has, for now, only been sold to the Italian Army (and for this reason seems to not have received an IVECO nomenclature), maintains all the other characteristics, but increasing the number of powerpack solutions and features from the standard ASTRA cab installed on civilian trucks.
This version was made for two main reasons. First of all, a truck equipped with a civilian cab costs less than a truck equipped with a military cab. Secondly, the vehicles are intended to be deployed in the Italian mainland in which, for example, the bulletproof windshield is not needed. When deployed in peacekeeping missions, the ASTRA ACTL HD6 can be preferred due its more civilian-style resemblance. In fact, on some occasions, a strong military appearance would not be well perceived by the civilian population of the region in which the peacekeeping missions are undertaken.
ASTRA HD6 66.52 prime mover with a Bertoja semi-trailer. This is a clear example of a light military appearance truck in service with the Italian Army. Source: astra-trucks.com
IVECO M1100.50 Tank Transporter
When the C1 Ariete Main Battle Tank (MBT) entered service with the Regio Esercito between March 1998 and August 2002, the army was not equipped with a vehicle to transport it.
The older FIAT-IVECO 320.45 WTM (that had nothing in common with the M320) three axle tank transporter could tow the standard Leopard 1A1, 1A2, and 1A5 of the Italian Army (with weights ranging from 40 to 42.2 tonnes) and the 47.7 tonnes of the M60A1 Patton, but was overloaded with the 54 tonnes of the C1 Ariete.
The ASTRA ACTL SM 88.50 TIM Tank Transporter with LOHR SMC 64-6.3 DI semi-trailer for heavy loads. The yellow sign on the cab, ‘Trasporto Eccezionale’, means ‘Overload Transport’. According to the Italian Traffic Codes, just the tank transporter towing an empty LOHR semi-trailer is considered an overload transport. Source: wikipedia.org
A new tank transporter was needed and the heavier truck of the IVECO ACTL family was taken and modified for this role.
The 8×8 IVECO chassis was modified into a prime mover. It was equipped with a diesel IVECO Cursor C13 6-cylinder in line, 4-stroke, 4-valve-per-cylinder, turbocharged engine with a volume of 12,900 cm³, developing 500 hp at 2,000 rpm, maximum torque 1,850 Nm at 900 rpm. As with the M320, the engine is coupled by a ZF 6 HP902 automatic gearbox and the usual IVECO TC 1800 transfer box.
The final vehicle, weighing 19 tonnes, still has many components in common with the other ACTL vehicles but an extreme towing capacity. As a semi-trailer, the Italian Army bought the license for the French LOHR SMC 64-6.3 DI with a capacity of 64 tonnes, but seems that the version produced in Italy has received some upgrades permitting it to reach a capacity of over 70 tonnes of cargo.
The Gross Combined Weight permitted by law is 110 tonnes but, in cases of emergency or oversize load, the truck total load can reach 130 tonnes. This is a perfect example of the robustness of the Italian version of the LOHR, that can be loaded with a payload of 92 tonnes.
This heavier vehicle still has a maximum speed on-road of 80 km/h even while towing some types of vehicles. When reaching a total weight of 110 tonnes, the speed is reduced to 60 km/h to avoid overstressing of the chassis. At a maximum payload of 130 tonnes, the speed is reduced to 40 km/h.
Towing a LOHR semi-trailer loaded with a C1 Ariete, the GCW is 92 tonnes. In other words, the tank transporter loaded with the Italian main battle tank can reach maximum speeds of 80 km/h.
The IVECO M1100.50 were produced in 2003 and entered service in the Italian Army starting from 2004. Due to IVECO’s policy of not revealing information about the number of vehicles produced and sold to the customers, the exact number of IVECO M1100.50 produced and delivered to the Italian Army is unknown.
IVECO M1250.70 T WM
With the introduction in the past decades of modern main battle tanks with composite armor, add-on kits, and other features, their total weight has further increased.
The M1 Abrams, which weighed 54 tonnes in its first variant, can now weigh 66.4 to 68.8 tonnes in the M1A2 SEPv2 and M1A2 SEPv3 versions, respectively. The Leopard 2 reached 66.5 tonnes in the 2A7V variants.
In June 2016, on the occasion of the Eurosatory 2016 exhibition in Paris, IVECO DV proposed to the international market the new IVECO M1250.70 T WM tank transporter.
The new IVECO behemoth is only slightly heavier than its predecessor, 19.6 tonnes with standard cab and 22 tonnes with the armored cab.
The IVECO M1250.70 T WM tank transporter unveiled at Eurosatory 2016. Source: kolesa.ru
The new vehicle is powered by the most powerful engine of the Cursor series, the diesel IVECO Cursor 16 In-line 6-cylinder, 4 valves per cylinder, turbocharged engine with liquid cooling.
Its maximum power output is 580 hp at 2,100 rpm with a maximum torque of 2,990 Nm at 1,500 rpm. The gearbox for this truck is an automated ZF TC-Tronic 12TC3041 WO plus intarder with 12 gears + 2 reverse gears. The transfer box is a ZF Steyr VG2700 equipped with neutral position. On request, the gearbox can be substituted with a fully automatic Allison HD 4700 equipped with retarder.
Another possible request is a new cab interior layout with a fourth seat. The IVECO M1250 is equipped with ABS and drum brakes on all the four axles. On the cab rear, near the engine cooling system, there are two Rotzler HZ200 winches with a combined capacity of towing up to 50 tonnes (250 kN each).
The same IVECO M1250.70 T WM at Eurosatory 2016. Source: 40ton.net
This new powerful vehicle can reach a Gross Combined Weight (GCW) permitted by law of 125 tonnes, being capable of towing all MBTs currently in service with all the armies in the world without problems. Nevertheless, in case of emergency or oversize load, it can tow up to 150 tonnes. This makes the IVECO M1250 the most powerful tank transporter in the world at the moment, outclassing the US M1300 and German MAN HX81 tank transporters. Thanks to its robustness, it can reach a maximum speed of 70 km/h with a GCW of 125 tonnes.
Even if it seems that not even a single order was placed for the truck by Italy in 2016, it is possible to assume that, in the near future, the Esercito Italiano will order a small number of M1250s for the Leopard 2A8s that it will purchase in 2025. In fact, the new version of the Leopard, of which the Italian Army has placed an order for 250 examples, weighs 67 tonnes, 13 more than the C1 Ariete.
Being presented for the international market, the IVECO M1250.70 T WM tank transporter has not yet received an ASTRA nomenclature.
Comparison Between Tank Transporters
Name
Curb weight (tonnes)
GCW (tonnes)
Engine output (hp)
Maximum speed (km/h)
Range (km)
M1070A1
20.60
108.46
700
80
750
M1300
19.84
131.65
700
//
//
Renault TRM 700-100
16.80
98.00
700
80
800
Ural-63708
15.00
100.00
600
90
800
KamAZ-65225
11.90
75.00
360
80
1,000
IVECO 320.45 WTM
15.42
85.00
450
65
600
MAN HX81
23.50
130.00
680
88
800
IVECO M1100.50
19.00
110.00 (130)
500
90
800
IVECO M1250.70 T WM
19.60
125.00 (150)
680
70
800
Models on the IVECO/ASTRA Chassis
Complesso Autoscarrabile APS 95
The Complesso Autoscarrabile APS 95 (English: Multi Lifting Complex APS 95) is probably the most famous version of the IVECO ACTL family. In Italian, autoscarrabile designates a truck that can lift a container or a loading bay autonomously without the use of a crane. This system guarantees the autonomy of loading and unloading cargo without the help of other specialized vehicles, such as cranes, and without modifying the layout of the truck by adding a crane on it.
These systems, introduced by various armies starting from the 1980s, are currently in service with the majority of the NATO armies. This is thanks to the ISO (International Standardization Organization) that standardized the container and loading bay dimensions to 6.10 x 2.40 m and weights between 14 to 16 tonnes.
An example of an M320WM with a MULTILIFT Mark IV lifter loading a container. Source: isoli.com
The Italian multi-lifting complex is the MULTILIFT Mark IV developed by the British company CARGOTEC and produced under license in Italy by the company Isoli SPA.
This type of lifter can lift a variety of loads including containers, flat loading platforms, and standard cargo bay platforms. This allows a single ACTL to transport containers loaded of ammunition, spare parts or other equipment, light vehicles such as the VBL Puma APC or IVECO VTLM ‘Lince’, or be used as a standard cargo truck, increasing versatility on the battlefield. It is also easy to be used by the truck driver by means of a joystick to lift or unload the cargo. The control panel is placed both in the cab, on the right of the driver and externally. This makes the system easy to be operated by its crews and speeds up the operations.
The Italian Army also developed special containers (such as surgery and command post) that are loadable by the MULTILIFT Mark IV.
An ASTRA ACTL HD6 84.45 with MULTILIFT Mark IV system in desert camouflage loaded with two special containers. The vehicle belongs to the Military Corps of the Italian Red Cross. The writing in Arabic on the cab means “Italy”. Source: sicurezzaesoccorso.com
The modularity of the MULTILIFT Mark IV system added to the off-road capabilities of the IVECO vehicle ensure that the complex has excellent maneuverability, being able to reach areas of the battlefield that are difficult or nearly impossible for other logistics vehicles to reach, autonomously release cargo, and retreat in a very short time, increasing the safety of the vehicle even at a very short distance from the frontline.
This is impossible for logistics vehicles that require cranes to unload cargo. With the flat loading bay, the vehicle is useful for recovering damaged vehicles with a maximum weight of 16 tonnes and quickly retreating to field workshops in the rear lines.
An M320WM loading a standard cargo bay platform. Source: isoli.com
ASTRA ACTL SM 88.45 BAD SAMP-T SAM TEL
The SAMP-T missile began development in1989 as a joint Italian and French program. In French, SAMP-T stands for Sol-Air Moyenne-Portée – Terrestre (English: Ground-Air Medium-Range – Ground). The missiles are both surface-to-air and anti-missiles with a maximum range (in the ASTER 30 version) of 120 km.
An ASTRA ACTL SM 88.45 BAD in Transporter Erector Launcher configuration for the SAMP-T Surface-to-Air Missiles. Source: ilmessaggero.com
The SAMP-T missile complex entered service in 2013 and 24 launchers were adopted by the Italian Army.
Each Italian SAMP-T battery is composed of 6 different types of vehicles, all on IVECO 320WM chassis.
The ARABEL 90 multifunction radar mounted on a truck performs target discovery, acquisition, identification, and tracking.
The Command Module where the mission is planned, supervised, and where the logistical support of the battery is coordinated.
The Engagement Module where tactical control of the system is exercised.
The Generator Unit is used to power the radar and the other modules during long-period missions. It features a double generator set in order to ensure continuity of operation.
The Transporter Erector Launcher on which eight ASTER 30 missiles are loaded.
The Transloader Module, an ASTRA truck equipped with a crane to load or unload the missiles of the battery TELs.
All the six IVECO 320WM variants for SAM batteries are equipped with hydraulic jacks that are operated by the truck’s engine thanks to a Power Take-Off (PTO) system. When necessary, the driver stops the vehicle, shifts out of gear on the gearbox, engages the handbrake and, via a manual override, connects the engine’s flywheel to a second driveshaft that operates the hydraulic system. This is the same for the winches mounted on the other standard trucks of the ACTL family.
Two ASTRA ACTL SM 88.45 BAD TELs and an ASTRA ACTL SM 88.45 BAD Transloader during reloading operation of the battery. The vehicles belong to the 4º Reggimento Artiglieria Controaerei ‘Peschiera’ (English: 4th Anti-Aircraft Artillery Regiment). Source: aliseoeditoriale.it
The ASTER 30 Franco-Italian missiles have a total weight of 450 kg, of which 15 kg of High-Explosive – Fragmentation warhead with a lethal radius of 2 m.
Once out of the launcher, the missile reaches a maximum altitude of 20 km and a speed of 1,400 m/s (Mach 4.5).
The ASTRA 88.45 equipped with ARABEL 90 multifunction radar module. Source: notiziegeopolitiche.net
The ASTRA HD6 66.45 was also adopted as a transloader for the Skyguard SHOrt Range Air Defense (SHORAD) loaded with Aspide 2000 Italian medium range SAM. It is commonly deployed to tow the launcher trailers loaded with 4-6 missiles. The truck carries 6 missiles and a crane with which it loads the missiles carried on the trailer.
An ASTRA HD6 66.45 Transloader towing a Skyguard launching trailer. The vehicle was deployed during the Kosovo Force (KFOR) UN mission. Source: fiammeblu.it
Recovery and Cranes
As recovery vehicles for damaged trucks or light Armored Fighting Vehicles (AFVs), the Italian Army had adopted various versions of cranes produced and installed on the IVECO ACTL by the Isoli SPA company.
The lighter variant is the Isoli M120 crane that is mounted on the ASTRA ACTL HD6 66.45 with civilian cabs. The crane has a lifting capacity of 12 tonnes and is commonly used for field preparation of armored vehicles, such as the Centauro heavy armored cars and the Armored Personnel Carriers (APCs) of the Italian Army, the VCC-80 Dardo and the VBM Freccia.
An ASTRA ACTL HD6 66.45 with Isoli M120 crane while undertaking maintenance on a KFOR B1 Centauro. The image was taken in Rome during a military drill in the city center to show the civilians how the Italian Army operates. Behind the truck, on the right, the Circus Maximus is partially visible. Source: sicurezzaesoccorso.com
The second variant of ASTRA ACTL with a crane is the ASTRA ACTL SM 88.42 BAT equipped with the Isoli M200 crane. This type of medium crane can lift up to 20 tonnes of cargo and is commonly used on Italian military bases. Like the other ASTRA ACTL SM 88 modified to receive a crane, it is equipped with four hydraulic jacks operated by the truck’s engine thanks to a PTO system.
An ASTRA ACTL SM 88.42 BAT with Isoli M200 crane. Source: isoli.com
The third version of the mobile crane on IVECO ACTL chassis is equipped with a TCM C 300M crane. This type of crane can lift up to 30 tonnes with its boom, which can elevate at 80°, reaching a maximum height of 14.80 m. It can be equipped with an armored cab both for the truck and for the crane to safely operate even near the frontline. It is deployed by the Italian Army to lift equipment in its military bases, maintenance in field workshops, or in case of natural disasters, helping the civilian population.
An ASTRA ACTL SM 88.45 BIT with TCM C 300M crane during a military equipment display in 2016. Source: sicurezzaesoccorso.com
The last and heaviest mobile crane on the IVECO ACTL chassis is equipped with the TCM C 400M crane. This heavy crane has a maximum lifting capabilities of 40 tonnes with a boom that can elevate to 80°, reaching a total height of 23 m.
The ASTRA ACTL SM 88.45 BIT can be equipped with the ROSPO M, which is a recovery device mounted on the rear of the IVECO ACTL equipped with TCM C 400M to lift the front or rear axle of damaged vehicles.
The ROSPO M is a versatile system that can be equipped with many towing supports to tow damaged VBM Freccia, MRAPs, and ‘Lince’.
ASTRA ACTL SM 88.45 BIT with armored cab and TCM C 400M crane. Source: sicurezzaesoccorso.com
Italy also tested the TCM C 700 SP mobile cranes on ASTRA ACTL HD6 chassis. These have a total lifting capability of 70 tonnes, but it is not known, for now, if the Italian Army officially adopted it. The last model, with a similar fate, is the TCM C 1300 with a lifting capacity of 130 tonnes.
Upgrades
At Eurosatory 2018, the French company Marrel, a subsidiary of the Fassi Gru company specialized in crane production, presented an upgraded multilift variant for the IVECO M320.
The Marrel Ampliroll AL16500 DM is a telescopic moving hook loading system with CHU (Container Handling Unit). It has a total weight of 3,480 kg and a lifting capacity of 16.5 tonnes. This allows it to easily lift NATO standard containers. The system was not adopted by the Italian Army but is used by the PPTLogs of the French Army.
The Marrel Ampliroll AL16500 DM lifting system. Source: sollevare.it
At Eurosatory 2022, which took place from 13th to 17th June 2022, IVECO Defense Vehicles presented a facelift to the IVECO ACTL family. The new trucks maintain the same engines and characteristics. The upgrades concerned new cabs, with the standard military ones restiled while the older ASTRA HD6 civilian cabs were substituted with the more modern IVECO T-Way civilian cabs that were militarized.
The IVECO ACTL with militarized T-Way cab that substituted the old HD6 cabs. Source: armyrecognition.com
The IVECO ACTL truck family now comprises a heavier 10×10 truck and their GVW now range from 18 tonnes up to 40 tonnes. On the cabs front, the new IDV acronym of IVECO Defense Vehicles is present.
The New IVECO M320Wm cab presented at Eurosatory 2022. Source: mnogotonn.com
Italian Use
IVECO has never officially published the total number of vehicles produced and to which nation they were sold.
An ASTRA ACTL SM 66.45 BIT towing an empty Bertoja three axle flatbed semi-trailer. The vehicle belongs to the 3° Stormo (English: 3rd Wing) of the Aeronautica Militare (English: Air Force). Source: flickr.com @JRug
An unknown number of trucks are in service with the Aeronautica Militare (English: Air Force), the Marina Militare (English: Royal Navy), and the Esercito Italiano. There is very little information about their use and deployment with the different branches of the Italian Armed Forces.
The Aeronautica Militare deploys the trucks to transport equipment and personnel to the airbases. On the rare occasions in which the Italian Air Force has been deployed outside the Italian peninsula, the vehicles have rarely been spotted.
For the Marina Militare there is a similar situation, the trucks are used to transport equipment for the amphibious units and there are a few in service with this branch of the Italian Armed Forces.
An ASTRA HD6 66.45 of the Brigata di Marina ‘San Marco’ (English: Navy Brigade) amphibious unit. The truck is a simple 3-axle one without cargo bay’ sides loaded with a container. Source: sicurezzaesoccorso.com
Another two Italian users are the Guardia di Finanza (English: Financial Police), which uses some fuel carriers on the ASTRA ACTL SM 44.31 chassis to refill its helicopters of the Reparto Operativo AeroNavale or ROAN (English: Aero-Naval Operations Department) and the Croce Rossa Italiana (English: Italian Red Cross), which deploys Complesso Autoscarrabile APS 95 (with both SM and HD6 cabs) in its military corps to transport medical equipment and mobile labs.
An ASTRA ACTL SM 44.31 CAT fuel carrier of the Reparto Operativo AeroNavale of the Guardia di Finanza. Source: sicurezzaesoccorso.com
Export
France
France was one of the first customers of the IVECO ACTL, called Porteur Polyvalent Terrestre or PPT (English: Multipurpose Land Carrier) in France.
The Direction Générale de l’Armement or DGA (English: General Directorate of Armaments) placed an order in 2010 for 200 new vehicles from IVECO DV and Soframe (French company under Lohr management) to substitute some aging vehicles of the Armée de Terre (English: French Ground Forces).
The vehicles produced for the French Army are based on the IVECO M320WM, but many parts are produced in France by IVECO French subsidiaries. At first, France had planned to buy a total of 2,400 vehicles, but later the number was reduced to 1,800 to be ordered in various batches.
From what is known, France has ordered three batches for a total of 900 IVECO vehicles produced and delivered until 2019. More are expected to arrive.
A French PPLog in Mali loaded with a flat platform with a VBA armored personnel carrier. This particular vehicle is equipped with armored cab and rooftop cupola armed with a 7.62 mm FN MAG machine gun. Source: milinfo.org
The French Army had two different variants in service: the Porteur Polyvalent Logistique or PPLog (English: Multi-role Carrier Logistics Vehicle) and the Porteur Polyvalent Lourd de Dépannage or PPLD (English: Multi-role Truck Recovery Vehicle). These vehicles will probably be joined by another two variants that have not yet entered in service but are planned to be produced with the next batches: the Porteur Polyvalent de l’AVant or PPAV (English: Versatile Forward Carrier) and the Porteur Polyvalent Benne du Génie or PPBG (English: Multi-purpose Carrier Engineering Tipper). Of the 900 vehicles received:
50 are PPLD with armored cabs
700 are PPLog with standard cabs
150 are PPLog with armored cabs
A French PPLD in service with the French Army in Mali. Source: master-fighter.com
The French trucks can be equipped with both armored and standard military cabs. The IVECO PPTs are modified to receive the PR4G radio, DAGR or PLGR GPS and SITEL information system.
A total of 400 vehicles were ordered with armored cabs and entered service from 2016. These vehicles include a 7.62 mm self-defense armament mount over the turret with ballistic protection for the gunner and a reserve of 2,000 rounds, a medium-power jammer, a run-flat device in case of tire puncture, and ballistic protection against small arms fire, artillery splinters and anti-mine/IED protection.
A French PPLog with standard military cab without roof hatch loaded with a Light Protected vehicle (English: Light Protected vehicle) on a flat platform. This version is very similar to the Italian versions except for the lifting system. Source: flickr.com @Hugo Maillet spotting
The Porteur Polyvalent Lourd de Dépannage can tow damaged vehicles up to 50 tonnes and can lift with its crane up to 12 tonnes, being able to recover the majority of wheeled and light armored vehicles of the French Army. With the crane, it can lift engines, turrets and other parts in field workshops, speeding up the maintenance or repair operations.
The Porteur Polyvalent Logistique, like the IVECO M320, can lift a weight of 16.5 tonnes and can easily transport ISO 1C containers.
A French PPLog with armored cab equipped with gunner position, loaded with a soft-skinned cargo bay towing a two axle trailer with a container. Source: soframe.com
The Armée de Terre deployed an unknown number of IVECO vehicles during its counterinsurgency Operation Barkhane in Mali. The armored cab variants were assigned to the French forces which were headquartered in Chad and operated in Mali. The operation ended only in November 2022 and there is no official documentation nor opinion on the vehicles published right now.
Romania
Romania is one of the main customers of the IVECO ACTL family trucks. The Romanian Ministry of National Defence started the purchase of IVECO trucks in 2015. During that year, a total of 57 IVECO trucks were sold to Forțele Terestre Române (English: Romanian Land Forces) followed in 2017 by a second batch of 173 trucks.
The Romanian Army was impressed by the truck’s characteristics and needed to substitute its old DAC444 and 665 military trucks. In December 2019, a contract for the purchase of 2,902 IVECO trucks was signed between the Romanian Ministry of National Defence and IVECO DV.
An IVECO M320 of the Romanian Army in recovery vehicle configuration towing an ABC-79M reconnaissance vehicle. Source: pinterest.com
A first batch of 942 IVECO trucks was delivered starting from 2020. It was composed of all the ASTRA ACTL SM main variants on 4×4, 6×6, 8×4, and 8×8 chassis, including the M1250.70 tank transporter. In April 2021, a new IVECO DV production plant was inaugurated in Romania in the city of Petrești. with a full rate production of 440 vehicles per year.
On 4th October 2023, it was announced that IVECO DV would start the delivery of the second batch of 1,107 trucks in the near future.
Romania is for now the second largest user of the IVECO ACTL family.
IVECO M1250.70 towing a TR-85M1 Romanian MBT. Source: facebook.com @Iulian lamandi
Spain
In May 2015, a contract between the Ejército de Tierra (English: Spanish Ground Forces) and the IVECO DV group was signed for the purchase of 700 IVECO ACTL trucks to be delivered until 2021, plus an option for more for the future.
The IVECO trucks are produced in Spain by the IVECO Group subsidiary Pegaso and are known in Spain as IVECO-Pegaso.
An IVECO-Pegaso M250.37WM with a Spanish produced Luna GT 12-16R crane of the Spanish Grupo Logístico Aerotransportable VII of the Brigada de Infantería Ligera Aerotransportable ‘Galicia’. This particular vehicle had a customized crane and engine. Source: flickr.com @Elentir
As with the Romanian Army, the contract included many variants of the truck on 4×4, 6×6, 8×4, and 8×8 chassis. In March 2022, a second contract for the purchase of other vehicles was signed, even if the total number was not made public. The new 2022 contract had an overall cost of €128 million.
An IVECO-Pegaso M170 of the Spanish Army towing an OTO-Melara 105 mm M56 howitzer. Source: twitter.com @FUTER_ET
Ukraine
A total of 10 155 mm FH-70 howitzers were transferred from the Italian Army in the third aid package launched by the Draghi government in May 2022 to support the Ukrainian land forces during the Russian invasion of Ukraine. The howitzers arrived with other equipment such as 6 Panzerhaubitze 2000, Aspide and Skyguard batteries, and other equipment and medical aid.
Together with the 10 howitzers, 10 ASTRA ACTL SM 66.40 CAD artillery tractors arrived in Ukraine, which were immediately deployed with the howitzers against the Russian forces.
At the time of writing (October 2023), not a single ASTRA seems to have been destroyed by Russian artillery or loitering ammunition, as it is missing from the Oryx Blog lists.
Two ASTRA ACTL SM 66.40 CAD artillery tractors towing their 155 mm FH-70 howitzers in a Ukrainian field. The Ukrainian white cross coat of arms is clearly visible on the doors. Source: twitter.com @UAWeapons
Other Lesser Known Users
Belgium
The Defensie van België (English: Belgian Army) purchased a total of 400 IVECO M250.45WM trucks in 2005. Later, the Belgian Army ordered a second batch of 379 IVECO M250, of which 350 with an armored cab.
An IVECO M250 of the Belgian Army. Source: flickr.com @chrispit1955
Denmark
The Danish Army bought 20 (or 21, depending on the sources) IVECO M320 trucks.
These trucks, known as IVECO M320 E42, are in service with the Danish Royal Air Force and are the perfect example of IVECO truck’s modularity when customers ask for modifications: the trucks have single wheels on all the axles and are equipped with a Cormach 156000 E4 hydraulic crane. The maximum lifting capacity is 29.7 tonnes.
An IVECO M320WM of the Danish Royal Air Force with Cormach crane. Source: ditzj.de
Ireland
The Irish Army also adopted the IVECO M320 truck, with 55 vehicles bought.
An IVECO M320 of the Irish Army in track-laying variant. Source: wikipedia.org
Unconfirmed and Failed Export
Some sources claim that the Algerian Army bought 110 ASTRA HD6 trucks, but this is not confirmed by official sources nor photographic evidence.
USA
In October 2022, IVECO DV joined AM General, a US company that provides vehicles to the US Army, in the development of the new Common Tactical Truck (CTT) program for the US Army.
The program, which will lead to the production of 40,000 trucks for a total contract value of US$14 billions, selected in January 2023 four Requests for Prototype Proposal (RPP). Unfortunately, the joint IVECO-AM General development of the Heavy Mobility Range Vehicle (HMRV) CTT was not accepted. Oshkosh Defense, Mack Defense, American Rheinmetall Vehicles/GM Defense, and Navistar Defense projects were instead accepted for the second phase of the program.
A render of the AM General/IVECO joint project for the CTT program. Source: idvgroup.com
United Kingdom
The IVECO ACTL also failed the tests in the United Kingdom. At least 3 vehicles were tested by the British Army during an unknown period, but they were rejected. It seems that, in 2012, the British Army preferred to buy a total of 206 IVECO TRAKKER 6×6 and 8×8 in various configurations similar to the ones on the ACTL chassis. It is plausible to assume that the British Army preferred the TRAKKER due to their lower prices compared to the ACTLs. They were bought to be operated in the country, where such powerful and protected vehicles were not needed. As on many other occasions, this could not be confirmed due to the absence of official information from the producer.
Camouflage
The IVECO ACTLs were the first vehicles of the Italian Army which adopted the three-tone camouflage based on the CIELAB 1976 colorimetric system. The Italian variant, studied by the Ufficio Tecnico Territoriale or UTT (English: Territorial Technical Office) of Turin is applied following the NATO STANAG 4422 regulations.
A three-tone camouflaged IVECO M170. Source: fiammeblu.org
These regulations consist of 45% dark green, 41% black, and 14% brown with an error acceptable for each color of ± 0,5%. The UTT also studied desert and winter camouflages and also easily removable paint. A special paint is used for the tarpaulins because they are made of elastomer.
The types of paint used diminished the IR signatures of the trucks but not to resist chemical attacks. The camouflage schemes were created by AutoCAD software application which, thanks to the IVECO original scheme delivered to the UTT, automatically created possible solutions after adding the percentage of paint the Italian Army used.
White painted IVECO M170 for UN peacekeeping missions. The vehicle has reflective lines on the sides. Source: fiammeblu.org
Conclusion
The ASTRA/IVECO ACTL family is certainly one of the most famous in the world. Due to their robustness and limited costs compared to other logistics vehicles, they are becoming one of the most widely used logistics vehicle families in Europe, with seven European nations having adopted them.
The commonality of spare parts shared by all the vehicles of the family together with the possibility of being adopted in many specific variants make the ACTL family one of the most versatile of its type.
IVECO M170.31WM or ASTRA ACTL SM 44.31 BAD of the 9° Reggimento Alpini, Battaglione Multifunzionale ‘Vicenza’ of the Esercito Italiano. Illustration done by Godzilla, funded by our Patreon campaign.IVECO M250.40WM or ASTRA ACTL SM 66.40 CAD in standard cargo truck configuration. Illustration done by Godzilla, funded by our Patreon campaign.ASTRA ACTL HD6 84.45 with MULTILIFT Mark IV system or Complesso Scarrabile APS 95 of the Croce Rossa Italiana – Corpo Militare for peacekeeping missions. Illustration done by Godzilla, funded by our Patreon campaign.IVECO M320.45WM or ASTRA ACTL SM 88.45 BID with armored cab loaded with a standard NATO container. Illustration done by Godzilla, funded by our Patreon campaign.IVECO M1250.70 T WM tank transporter as it was unveiled at Eurosatory 2016. Illustration done by Godzilla, funded by our Patreon campaign.
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