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
A Lithuanian L-181 with three-tone camouflage and armed with one 20 mm Oerlikon gun and two secondary 8 mm Maxim machine guns. Illustrations by Godzilla funded by our Patreon Campaign.
Kingdom of Sweden (1933-1945)
Armored Car – 18 Built Lithuania (1933-1940)
6 Purchased Soviet Union (1940-1941)
6 Captured Kingdom of the Netherlands (1934-1940)
12 Purchased German Reich (1940-1945)
12 Captured
The Swedish Landsverk series of armored cars from the Interwar period were a successful export venture, with sales predominantly being made to neutral countries. These armored vehicles all shared the same general design philosophy but differed in the chassis, engines, armament, or smaller details used, based on the customer’s wishes. The Landsverk 181, or L-181 for short, was bought by Lithuania and the Netherlands and in service with the latter, known as Pantserwagen M36. Because the start of the Second World War was characterized by breaches of other countries’ neutrality, several L-181s ended up in the aggressor Soviet and German armies.
A Dutch Landsverk 181, photographed on 20th February 1937 during a swearing-in ceremony at the Frederik Hendrik Barracks in the city of Vught. The Dutch version was armed with three 7.92 mm Lewis machine guns [M.20 no.1 & no.2], as well as a 37 mm m/34 Bofors. Source: BHIC
Development
The company Landsverk AB was founded in 1872, but found itself on the brink of bankruptcy in 1920. It was bailed out by the German company Gutehoffnungshütte, Aktienverein für Bergbau und Hüttenbetrieb [Eng: Joint Stock Association for Mining and Metallurgical Business, GHH for short], mainly through a Dutch subsidiary called N.V. en Handelsmaatschappij Rollo [Eng: Rollo Trading Company Inc/Ltd], a Dutch company acquired by GHH in 1920.
This system allowed GHH, which also owned the majority of MAN AG at the time, to continue the development of military vehicle technologies, which the Treaty of Versailles prohibited any German entity from undertaking. However, these new military developments by Landsverk were also of interest to the Swedish government, which ordered the chassis for an armored car from Landsverk in 1929. This vehicle, known as the L-170 or Pansarbil fm/29, was ready in 1931, but was very expensive due to the use of advanced and complicated technologies. Therefore, no further orders followed, but it granted Landsverk a great technological base to design new vehicles during the next few years.
The rear of the L-170 (left) and the front of the L-185 (right). Both of these armored cars were built before the L-181 and some commonalities in design are clear, such as the general layout of the armored body and individual details, most notably the louvers design on the L-185. Source left: ointres.se, right: ghrvpk.dk
The military of Denmark was the first to capitalize on this expertise when they ordered an L-185 in early 1933 after their specifications, which was delivered in December 1933. During the same year, Landsverk began to offer the L-181 that, contrary to the earlier 4×4 L-170 and 4×4 L-185, was based upon a Mercedes-Benz 6×4 chassis. It was offered for 75,000 Swedish Crowns without armament, roughly US$164,000 in present-day values.
As a regular truck chassis was chosen as a base, several changes had to be made to fit an armored body on it. The most important changes were:
the regular pneumatic tires were replaced by solid Type OH Overman wheels.
a rearward steering position was added with all the needed controls; steering, hand and foot brakes, foot accelerator, gearstick, and a signaling system.
a reverse and divisional gear were built in with a common gear lever, mounted by the front driver’s seat.
the frame and suspension were reinforced.
Due to these modifications, the chassis weight increased from 2,650 kg to 3,200 kg, but this was a good and acceptable weight. A Swedish report from 1935 stated that the new rear steering position was surprisingly stable, considering that the front steering wheels effectively changed into rear steering wheels. A major drawback was the relatively weak engine of 65 hp at 2,600 rpm. This worry was acknowledged by Landsverk itself. As a smaller engine, it would have to produce more rpm during operation and wear out quicker than a heavier engine. Contrary to the engine, the chassis was relatively well-suited for an armored vehicle.
A relatively bare Mercedes-Benz G 3a. This specific vehicle was a spare chassis, delivered to the Netherlands and converted into a recovery vehicle for the armored car squadron. If one of the Dutch L-181s was to break down, the armored body could be transferred onto this chassis, as it featured all the needed modifications, such as the rear driving position. Source: Nationaal Instituut Militaire Historie inv.nrs. 2155_501379 & 2155_501380
Design
Chassis and Drivetrain
The Landsverk 181 was based upon the 6×4 Mercedes-Benz G 3a U-frame chassis. Development of this truck began in 1929 after an order from the German Reichswehr [Eng. Reich Defense], which was attempting to motorize. The first model, the G 3 powered by an M 09 engine, saw 85 examples produced but an improvement in engine power was requested. In 1932, the first G 3a’s were delivered with an improved M 09 II engine. The G 3a remained in production until 1938 and a total of 2,690 trucks were manufactured. Most of these were delivered straight to the German Army, but some were sold to civilian and corporate organizations, including Landsverk.
The front-mounted Daimler-Benz M 09 II 6-cylinder piston engine had an output of 65 hp at 2,600 rpm, 68 hp at 2,800 rpm, or 80 hp at 3,000 rpm. It had a capacity of 3,663 cmm and a bore and stroke of 82.5 mm and 115 mm respectively. The crankshaft was well-balanced with 7 main bearings, while the valves were driven by a control shaft inside the crankcase. When the vehicle was positioned on a slope, the engine worked fine at inclinations up to 25°. This was sufficient, as a fully loaded L-181 could take slopes up to only 22°. A Bosch 300 Watt generator was coupled to the engine and charged a 12 V 105 Ah battery.
The magneto ignition was also produced by Bosch and featured an ignition timing adjustment system. The fuel was delivered to the engine with a motorized membrane fuel pump and mixed with air by a Solex-Vergaser Typ 40 FHRS Zenith carburetor, equipped with an oiled air filter. The engine was water-cooled by flat radiators, a centrifugal pump, and a special ventilator. The fuel tanks were located at the rear of the vehicle and had a total capacity of 105-125 l. With an average fuel consumption of 2.4 l/km, the L-181 had an operational range of 250-300 km. The engine ran on petrol, but could also use ‘light petrol’, which was regularly used in Sweden and consisted of 25% ethanol and 75% benzene.
Views of the disassembled Solex-Vergaser Typ 40 FHRS Zenith carburetor (top images), the oil filter (bottom left), and the fuel pump (bottom right). Source: Nationaal Militair Museum
Transmission
To enable gear shifting and braking, for which the engine had to be temporarily disconnected from the transmission, a single plate dry clutch was installed. The transmission itself had four forward and one reverse gears. Three of these were quiet gears, as it was a constant gear mesh system that employed helical gears for the power transmission. The helical gears, which have a slanted tooth trace, could be changed through a claw shift with sleeves.
The main transmission was coupled to a secondary transmission, which was operated by another gear shift lever. This added 4 more gears, both for forwards and rearwards driving, increasing the total number of gears to 8 forward and 5 reverse.
The main transmission with views on the top and bottom of the transmission cover, and the lower part of the transmission (right). Source: Nationaal Militair MuseumThe secondary transmission, seen from the rear (left) and front (right), and the cover of the rear (bottom). Source: Nationaal Militair Museum
From the second transmission, a double drive shaft ran to the first rear axle, and from there, another double drive shaft connected to the second rear axle. Both axles were live beam axles, which is a dependent type of suspension, consisting of a beam that laterally connects two sets of wheels with a single shaft, and was equipped with worm drive and automatic self-locking ZF-differentials. The rear axle ratio was 6.66:1, meaning the drive shaft had to do 6.66 rotations to completely turn an axle once.
The wormdrive in its housing, with the self-locking differential (top right), the axle (bottom left), and the live beam axle (bottom right). Source: Nationaal Militair Museum
Speed without additional gear
1 Gear
13.6 km/h
2
22.4 km/h
3
46.8 km/h
4
62.5 km/h
Speed with additional gear
1
4.45 km/h
2
7.3 km/h
3
15.3 km/h
4
20.4 km/h
Reverse Speed
1
3.45 km/h
2
9.05 km/h
3
14.9 km/h
4
31.2 km/h
5
41.5 km/h
Mobility
Each of the 6 wheels was equipped with a drum brake, operated by a single foot pedal. The separate handbrake only operated on the first rear axle. The front axle was steered and equipped with single wheels. However, both the solid rear axles were equipped with double wheels, totaling 8 wheels. Each wheel was shod with Overman Type OF bulletproof tires.
The front axle was suspended with semi-elliptic springs. On each side of the rear, semi-elliptic springs were positioned on the left and right of the frame and coupled to each other, and mounted on the frame with a central swivel point. On the ends, they were attached to both rear axles with a ball mount.
Mainly thanks to the two rear-driven axles and the additional gearbox, the L-181 had quite good off-road capabilities. This was further increased by Landsverk providing the option of a chain belt around the rear wheels, enhancing traction and effectively converting the vehicle into a half-track.
The chassis had a wheelbase of 3 m between the first and second axles, 0.95 m between the second and third axles, a gauche of 1.6 m, and a ground clearance of 0.25 m. The vehicle itself had a length of 5.56 m, a width of 2 m, and a height of 2.35 m. The combat weight reached 6,500 kg, with the chassis weighing 3,200 kg, the entire superstructure 2,800 kg, and a payload of 500 kg. With this weight, the L-181 was capable of taking slopes up to 22° or 40%.
This composite image shows the top of a Dutch L-181. It provides a clear view of the design of the turret roof. Source: NMM
Body and Armor Protection
The whole body was designed with as much angled armor as possible, to avoid perpendicular impacts. The only non-angled plate was the housing around the hull-mounted machine gun. The side plates reached an angle of 15°. In terms of thickness, the front, as well as the frontal part of the turret, had a thickness of 9 mm. The sides and rear had somewhat less, with 7 mm, while the floor and roof were 5 mm thick. The armor was made by the Swedish arms manufacturer AB Bofors. Thanks to the combination of armor layout and thickness, the vehicle was protected from small caliber SmK ammunition from further than 124 m when taken on from the front within an area of 120°.
Part of the armored superstructure was bolted to enable disassembly when needed, but most was welded. The radiator of the engine was cooled through six large armored louvers in the frontal armor, while an additional five louvers were mounted on both sides of the engine compartment. This design was disliked by the Dutch, as it still left the engine too vulnerable and they would later replace these with a locally designed system. The upper frontal plate housed a machine gun ball mount on the right and the vision hatch for the driver on the left.
On each side of the hull, a door was placed for the driver and the hull machine gunner. Un-ditching boards were placed under each door. The optional tracks were carried on the rear right side of the hull, above the rear wheel fender, while a jackscrew tool was carried on the board below the driver’s door. A shovel and pickaxe were mounted on the rear left side of the hull, and in between them, a door for the rear driver. A vision hatch for the rear driver was mounted on the rear plate, spanning the entire width. However, on the Dutch vehicles, this hatch was narrowed and an additional machine gun mount was installed on the right side of the hull.
Each door in the hull, and both hatches in the turret, were equipped with a vision hatch and, if closed, still provided vision through a slit with bulletproof glass. If the occupants had to look through these, they could rest their forehead against a leather cushion installed above it for comfort.
A side shot of a Dutch L-181 with all the hatches opened. Of special note are the mounted engineering tools, the opened roof hatch on the turret, and the bulletproof vision slits with leather cushions mounted on the insides of the doors. Source: NMM
Turret and Armament
The center of the turret ring was nearly aligned with the center of the first rear axle. The design of the turret showed a strong resemblance to the earlier developed L-10 and L-30 light tanks, not only externally but also internally, with the weapon mountings and sights. The main armament and a machine gun were mounted parallel to each other in a ‘roller mount’, protected by a mantlet. The roller mount had a depression of -10° and an elevation of +30°. If necessary, the machine gun, which was installed in a separate ball mount, could be detached from the roller mount and aimed independently.
The aiming was achieved with a leveling device, but if the turret had to be turned quickly, it could be temporarily turned off, as manual traverse was quicker. The target was acquired through a Zeiss targeting periscope, built into the roof on the left side, with a visual angle of 40° at a magnification of 1.75 times. This wide view had the benefit that the gunner did not have to continuously turn the weapons to find the target, while the location on the roof provided the clearest view from the highest point. The periscope could be used to aim both weapons, but if the machine gun was disconnected, it had to be aimed separately with the regular iron sight.
The turret was designed in such a way that the commander and gunner were seated side by side on seats fixed to the turret. Three hatches were installed in the turret, one on the roof, and two on either rear side. The commander also had a periscope, mounted to the front right of the turret roof.
A second machine gun was mounted in the hull at the front, beside the driver’s position. Upon special request, the Dutch vehicles had a third machine gun in the rear as well. However, due to limited space, this third machine gun could only be operated if the rear steering wheel was demounted. This was not a large problem, as long the rear driver did not need to switch between firing and driving too quickly. The machine guns could easily be unmounted and, with the gun opening closed by a small round armored plate, deployed elsewhere, either outside of the vehicle or on the anti-aircraft pintle mount on the turret.
The machine guns were protected by an armored cover, which included an aiming sight. In battle, the gunner could be protected with a piece of bulletproof glass, but this refracted the light in such a way that aiming had to be adjusted.
This photograph of Lithuanian L-181 no.9 shows really well how a demounted machine gun could be used on the anti-air pintle mount. Also note the lack of a machine gun in the rear hull. Source: Lithuanian Central State archive via sauliusajunga.lt
Main Guns
The standard armament that was offered by Landsverk was the Swiss automatic 20 mm Oerlikon 1S. The history of this gun began during the First World War in Germany, when Reinhold Becker developed a 20 mm autocannon. With the armament production limitations imposed by the Treaty of Versailles, the documentation and tooling were transferred to Switzerland, where development continued by SEMAG. When this company went bankrupt, everything was taken over by Oerlikon.
In 1927, the new Oerlikon S model was completed, which featured almost double the muzzle velocity compared to the earlier models, and thus became much more effective as an anti-aircraft and anti-tank autocannon, but weighed a bit more, fired larger cartridges, and had a reduced rate of fire. A slightly improved version was introduced in 1930 as the 1S. It had a muzzle velocity of 830 m/s and an effective range of 2,000 m vertically and 4,000 m horizontally. The Landsverk could carry 16 box magazines of 15 rounds each, totaling 240 rounds.
However, the Dutch requirement called for a heavier gun and the Swedish semi-automatic Bofors 37 mm pvkan m/34 was selected as the main armament. This required a larger turret and thus a larger turret ring. A first prototype of this gun was built in 1932, and the Netherlands was the first country to place an order for it in 1935. At this time, it was one of the best anti-tank guns available. It weighed 370 kg and could achieve a rate of fire of up to 12 rounds per minute. Although having a theoretical range of 4.5 km, it quickly lost penetration power over distance. Finnish tests against a 60º angled plate noted 40 mm penetration at 300 m, 33 mm at 500 m, and 18 mm at 1,000 m.
A close-up on the turret of a Dutch L-181 with a German soldier on top of it. Source: eBay
The secondary armament consisted of two or three machine guns, with the specific type to be determined by the user. Lithuania opted for two 8 mm Maxim machine guns. For these, 40 belts of 100 shots could be carried, totaling 4,000 rounds. The Netherlands chose three 7.92 mm Lewis machine guns which were specially modified to be mounted in armored vehicles. The hull machine guns were designated “M.20 No.1 Paw.” and the coaxial machine guns “M.20 No.2 Paw.”.
A preserved 7.92 mm Lewis “M.20 No.1 Paw.” hull machine gun in the Dutch National Military Museum. The most important changes are the new firing handle and the rechambering from 6.5 to 7.92 mm. Note that the Air Force also used M.20s that were rechambered to 7.92 mm. Source: NMMVisual representation of the main technical differences between the Dutch and Lithuanian L-181s. Source: author
Operators
Lithuania
The Baltic state of Lithuania proclaimed its independence in 1918, in the wake of the First World War. In 1919, it got its first armored cars, namely a single Russian-built Izhorski-Fiat and five German-built Daimler Behelfswagen, which were regular trucks with improvised armored bodies. But as the years passed by, their combat value decreased to that of training vehicles at best.
To remedy this issue, Lithuania ordered six L-181s from Landsverk on 7th December 1933. The armament was acquired separately, but to be installed by Landsverk as well. Reportedly, several issues and delays arose in the cooperation between Lithuania and Landsverk, and with the production and testing of the new vehicles. On 23rd April 1935, the vehicles arrived in Lithuania and were accepted into service two days later, on the 25th. In June, the issuance to the troops followed.
This is a photograph taken in the production hall of Landsverk, showing the Lithuanian L-181s, which are nearing completion in early 1935. Source: digitaltmuseum.se
The 20 mm Oerlikon 1S automatic cannon was chosen as the main weapon of the Landsverk. In 1930, 156 of these guns had been bought from Switzerland, which made them a good option for commonality of ammunition. The Oerlikon was used in various new specialized roles, and also was the intended weapon for the later planned ČKD LTL light tanks. By 1940, the total number had risen to 182. Six of these were in use on the Landsverks.
The two machine guns also came from Lithuanian army stocks and the 8 mm Maxim was chosen. Each vehicle received a unique camouflage scheme, which was painted by Landsverk. The registrations appear to have been applied in Lithuania. The Landsverk company also numbered the vehicles: 29, 30, 31, 32, 33, and 34, but it is unclear which number corresponded to which Lithuanian vehicle.
Lithuanian Registrations
Registrations
Landsverk Numbers
Engine Numbers
Serial Numbers
K.A.M. No.5
?
98482
10445
K.A.M. No.6
?
98481
10446
K.A.M. No.7
?
98487
10447
K.A.M. No.8
?
420941/05
10448
K.A.M. No.9
?
98485
10449
K.A.M. No.10
32
98492
10450
Service
The vehicles were organized into the 1st Armored Car Company and divided into three platoons. Vehicles 9 and 10 were assigned to the 1st Hussar Regiment [1-asis husarų], which was normally stationed in the Žaliakalnis barracks in Kaunas. Vehicles 7 and 8 went to the 2nd Uhlan Regiment [2-ajame ulonų] stationed in Alytus, and 5 and 6 went to the 3rd Dragoon Regiment [3-iajame dragūnų] in either Katyčiai or Macikai. Each pair operated as a platoon within their respective cavalry regiment and were used for training.
Unit
Vehicles
Location
1st Hussar Regiment
9 & 10
Kaunas
2nd Uhlan Regiment
7 & 8
Alytus
3rd Dragoon Regiment
5 & 6
Katyčiai/Macikai
Vehicles 5 and 6, seen in Kaunas during the funeral of General Silvestro Žukausko on 28th November 1937. Interestingly, according to the photo description, 5 and 6 belonged to the 1st Hussar Regiment and not to the 3rd Dragoon Regiment. Source: Izidorius Girchys / LCVA P-01954
By the late 1930s, Lithuania was confronted with increasing pressure from its bordering giants, Germany and the USSR. The first territory loss was suffered in March 1939, when a German ultimatum was accepted and the entire Klaipėda Region was ceded to Germany. As a consequence, the 3rd Dragoons were relocated. Germany would not take more land from Lithuania.
On 23rd August 1939, Germany and the USSR signed the Molotov-Ribbentrop Pact and, while Lithuania was initially in the German sphere of influence, this was changed to the Soviet sphere. The USSR already capitalized on this in October, when Lithuania was forced to agree to five Soviet military bases inside their borders, although they got the Vilnius region in return, which the USSR had captured from Poland and Lithuania desired for a long time.
Yet, Lithuania’s integrity was falling apart and, on 14th June 1940, it received a Soviet ultimatum for a de facto occupation. Realizing any resistance would be futile, the government went into exile and the Red Army swiftly poured into the former sovereign and neutral country.
Under Soviet rule, the Lithuanian Army was not disbanded, but rather reformed, first into the short-lived Lithuanian People’s Army and later into the 29th Rifle Corps. The Landsverks also found their place in this new force. No. 7 and 8 of the 2nd Uhlan Regiment went to the reconnaissance battalion of the 184th Division and no. 9 and 10 of the 1st Hussar Regiment went to the reconnaissance battalion of the 179th Division. Meanwhile, 5 and 6 were allocated to the 615th Artillery Regiment.
On 22nd June 1941, Germany invaded the USSR, which directly led to an uprising in Lithuania against the Soviets, whose rule had been generally very unpopular. Part of the 29th Rifle Corps also joined in and two Landsverks, present at the Pabradė training ground northeast of Vilnius, were deployed against the Soviet troops. In the fighting, one was destroyed and the crew was killed. The other survived and was handed over to the Germans.
Seen here is ‘K.A.M.6’ with German troops in summer 1941. This presumably was the vehicle that was used in the Lithuanian June Uprising and later handed over to the advancing German troops. It was presumably not used again, as the armament has been removed. The opened louvers show a good view of the radiator. Source: former eBay listing
The other four L-181s were pulled back by the retreating Red Army and their fate after that is unclear. They may have been used on the front, or for examinations. One Lithuanian source even mentions they may have been sent to Korea in 1950, as US troops allegedly photographed them there, but without any evidence to back this up, this seems highly unlikely.
Close up on the rear right side of Lithuanian L-181 no.10. Note the absence of a rear machine gun position. The camouflage pattern is also painted on the inside of the doors. Source: tankfront.ruA row of Lithuanian L-181s during a weapon show. Note the nationality symbol in white, which was painted on each side of the hull. Source: tankfront.ru
The Netherlands
In the early 1930s, it was finally realized by the Dutch Army that there was a need for modern armored combat vehicles, especially in the roles of reconnaissance and security. This also required a certain level of off-road performance and a large operational range, which was not achieved by the few armored vehicles that were used in the Netherlands by that point, most notably the three Morris armored cars from 1933 and five Carden-Loyd tankettes. Other requirements included sufficient protection against small arms and machine gun fire and shrapnel, a turret armed with a gun and a machine gun, as well as one to two machine guns in the hull, a good acceleration to evade enemy fire, and a rear driving position.
After a list with these requirements was compiled, the specially appointed armored car commission [Dutch: Commissie Pantserautomobielen] considered proposals by Renault and Citroën from France, Fiat from Italy, and Landsverk from Sweden. The L-181 was eventually selected against options such as the Autoblindata Fiat-Ansaldo su chassis Fiat mod. 611, the Citroën P16, P28, and possibly also the Berliet VUDB-4.
On 28th December 1934, the order was placed for twelve L-181 armored vehicles which were to form a single armored car squadron. Some modifications were arranged with Landsverk to comply with the requirements. Most importantly, a 37 mm m/34 Bofors gun was selected as the primary armament, which required the slight enlargement of the turret ring. Additionally, a third machine gun position was added in the rear of the hull.
Four out of twelve Dutch L-181s under production at Landsverk in 1935. Source: C.M. Schulten & J. Theil
Preparations
For several months, the head engineer of the state-owned Artillerie Inrichtingen [Eng. Artillery Establishments, a gun and ammunition manufacturer], S. de Haan, was detached to the factories of Landsverk and Mercedes-Benz to thoroughly study the new vehicle. In a similar fashion, Lieutenant Jelgersma, who had earlier worked on the solution to fit a Schwarzlose machine gun in the turret of the single Dutch Renault FT, was detached to Bofors to study the new 37 mm gun. In addition, he visited a Swedish tank battalion in Stockholm. The future commander of the unit, Ritmeester [Eng. Captain] H. Wilbrenninck, was detached to the German training unit for Schnelle Truppen [Eng. Fast Troops] in Munster.
Some Controversies
A small discussion arose regarding the army branch that was to operate the new vehicles. The commander of the Field Army, Lieutenant-General Squire W. Roëll, was strongly in favor of assigning the new vehicles to the Mobile Artillery Corps, because they operated all the armored vehicles that were already in the Army’s possession. This was against the wishes of commanders of other army branches and the cavalry was selected as the future operator instead.
A somewhat larger discussion arose later in the Tweede Kamer [Eng. Second Chamber, the Dutch House of Representatives]. The vehicles had been ordered in 1934 but at that point, the decision and budget change had not been discussed, nor approved, by the Second Chamber. While the need for a swift decision was understood, it was considered a bad practice that only in October 1935 were the needed funds requested and that this budget request was not discussed earlier than March 1936.
The Minister of Defense, Hendrikus Colijn, disagreed with this allegation, as he argued that funds were taken from the budget item for the acquisition of artillery material, for which 6,476,246 Guilders had been set aside, and which item was only exceeded by 300,000 Guilders, and this had already been compensated by savings on other items.
Two M36s during a maneuver through a Dutch city. Landsverk no.12 at the front has no weaponry fitted. Source: Nationaal Archief 1047_020
Delivery
Throughout 1935, the future war organization of the squadron was worked out by the Commander of the Field Army, and the Inspector of the Cavalry, who was simultaneously the Commander of the Light Brigade [a mobile unit that was to cooperate with the armored cars in the future]. Based upon their suggestions, the Minister of Defense set out the final organization that included a squadron staff with a command group, a medic group, an administrative group, four battle platoons with three L-181s each, as well as a machine gun group on motorcycles, and for the logistical support a battle train, kitchen train, provisions train, and a supply train. The squadron commander used a civilian car incorporated into the command group.
The peacetime organization looked quite different, with just a squadron staff, including the mobilization bureau, and three training platoons. The southern city of ‘s-Hertogenbosch was selected as the garrison city, already housing the Light Brigade, and being close to the defensive Peel Line.
In the original contract, delivery was stipulated to take place in November and December 1935. This was met with slight delays, and the first six vehicles were delivered by January 1936. Another batch was shipped to the Netherlands in early February and all had arrived before 1st April. After arrival, the vehicles were moved to the Ripperda Barracks in Haarlem, home to the Korps Motordienst [Eng. Motor Service Corps], where the first training and familiarization with the vehicles took place.
Three newly delivered M36s, standing in front of the Ripperda Barracks in Haarlem in early 1936. Source: Nationaal Archief 1047_032
Already before the squadron was established, one M36 was experimentally fitted with a radio. In order to fit it, the frontal hull machine gun had to be removed and a collapsible antenna was mounted to the right side of the hull. However, the modification was undone, and no radios would ever be fitted for operational use. Although the decision was made in early 1940 to eventually install radios in all armored vehicles, the modification came too late to be implemented before war broke out.
Nomenclature and Registrations
Because the Landsverks were taken into service in 1936, they were officially designated as Armored Car Model 1936 [Dutch: Pantserwagen M36]. The M.36 way of writing is most common, but ‘M36’, ‘M 36’, or ‘M-36’ were also used on occasion.
Registrations of the 1st Armored Car Squadron
Civilian License Plate
Vehicle Number
Military registration
Military license Plate
N-43671
1
1251
III-601
N-43672
2
1252
III-602
N-43673
3
1253
III-603
N-43674
4
1254
III-604
N-43675
5
1255
III-605
N-43676
6
1256
III-606
N-43677
7
1257
III-607
N-43678
8
1258
III-608
N-43679
9
1259
III-609
N-43680
10
1260
III-610
N-43681
11
1261
III-611
N-43682
12
1262
III-612
N-48359*
C1
–
III-613
* This was a command version of the later acquired and different Landsverk 180 [Pantserwagen M38].
The vehicle numbers were painted in white on the front above the radiator, both doors, on the turret, and on the rear. The vehicles also received a civilian registration. This was painted on the front and rear of the vehicle, with white on a blue background. The prefix ‘N’ stood for the province of Noord-Brabant, where the vehicles were stationed. This was followed by five numbers. Thirdly, each vehicle received a military registration. This was a combination of four digits, painted on a small rectangle with three diagonal red-white-blue stripes. These rectangles were painted on the front and rear.
This frontal view of an M36 clearly shows the various registrations that were applied on the front, including the civilian license plate below the engine shutters, the vehicle number above it, and the military registration number in the upper right corner of the superstructure, above the machine gun extension. Note that the hull machine gun is missing and the hole closed with the hinged cover. Source: NMM
In 1938, this registration was changed due to the implementation of a new system. The Landsverks received a registration starting with ‘III’ (cavalry branch), followed by a new three digit number. In 1939, this number also replaced the civilian license plate. The new military license registration was painted with black on an orange rectangle.
During the mobilization, in 1939, the vehicles were further outfitted with clear nationality symbols. These consisted of a large orange triangle with a black border. It was painted on the front, rear, both side doors, and on top of the engine compartment. Although far from ideal for camouflage purposes, it would prevent any case of friendly fire.
The Armored Car Squadron
The core of 28 men for the new squadron was sourced from the Hussars and Cyclist Regiments. Training started from the very end of 1935 and the soldiers were detached to the Motor Corps in Haarlem. This was followed by a course in armored car technology at the Artillery Establishments.
On 1st April 1936, the squadron was officially established. On that day, all twelve armored cars moved in parade from Hembrug via the route Amsterdam-Naarden-Soestdijk-Utrecht-Vianen-Culemborg-Hedel to their garrison city, ‘s-Hertogenbosch. By this time, the squadron was far from being completely equipped. It would take a year and a half before this was done. However, the twelve armored cars were present and, in September 1936, two platoons were able to participate in the yearly autumn army maneuvers, this time held in the province of Noord-Brabant. The maneuvers in the vicinity of Rucphen were also observed by Queen Wilhelmina of the Netherlands, as well as her daughter, Princess Juliana, and Prince Bernhard.
Initially, it was thought that the squadron could permanently be stationed in ‘s-Hertogenbosch, in the Isabella Barracks. However, space was limited, and it was therefore decided to build a new barracks near the city of Vught, still close to ‘s-Hertogenbosch. Construction began in autumn 1936 and the armored car building was officially opened on 19th May 1937. Personnel remained in the Isabella Barracks until new barracks were completed on 12th April 1939.
Reception of the M36
The general reception of the M36 was rather good, but some shortcomings were still encountered during the years of service, ranging from lack of protection to improper fittings. Eight major points were noted down:
the M36 lacked floor armor.
the engine shutters did not provide enough protection to the engine.
the turret hatch could not be safely closed when under gunfire.
there was a lack of observation equipment for the driver and machine gunner when their hatches were closed.
a ventilation system was missing.
the exhaust muffler was mounted too close to the storage space of the searchlight.
it was impossible to lock the hatches from the inside.
the sighting prisms were easily damaged due to faulty mountings.
In theory, most problems could be solved with a few easy modifications, but in reality, only the engine shutters problem was solved by the time the war broke out. The new shutters were solidly mounted in a vertical position on the sides, and horizontally on the front. The modification was installed at the end of 1939. At least one vehicle was not equipped with the new frontal shutters by May 1940.
Close-up on the new front shutters of Landsverk M36 III-607. The entire plate could be hinged open to the right side. It was closed on the left side with two hooks. Source: NMMAnother close-up on the new side shutters. The hinges were welded to the outside of the engine compartment. Also note the screw jack on the lower fender. Source: NMM
Because the M36s were heavily worn out due to their intensive use, a decision was made in January 1940 to replace them with 13 new armored vehicles from DAF, prematurely designated as the M40. Delivery was expected no earlier than 1941, but the outbreak of war prevented this project from evolving past just planning.
Mobilization
Because the squadron was part of the combined border, coast, and air defense forces, it was among the first to be mobilized in case of increased threat. The Sudetenland conflict in September 1938 was the first trigger. The squadron, having just finished the general autumn army maneuvers, was kept mobilized until early October.
The second time came not too long after, in early April 1939, following the German occupation of Czechoslovakia and the Italian attack on Albania. The squadron was still mobilized when the general mobilization followed at the end of August. In early September, the squadron was moved to Mierlo-Hout, where it was stationed for several months. It was followed by a short stay in Boxtel and, at the end of November, it was moved to Breda. Because of the German attack on Scandinavia in April 1940, and their swift attacks on the airfields, it was decided in that month to relocate the squadron to two important airfields, Ypenburg near The Hague, where the government was seated, and Schiphol, near the capital, Amsterdam.
A camouflaged M36 during the mobilization in the winter of 1939/1940. Note the installation of the new side shutters. Source: Nationaal Archief
The 1st and 2nd Platoons at Ypenburg
On 20th April, the 1st and 2nd Platoon, under command of 2nd Lieutenant (res.) M.J. Aldenkamp were ordered to Ypenburg Airfield. The airfield was further guarded by the III Battalion of the Grenadiers Infantry Regiment under the command of Major (res) E.C.F. ten Haaf. These units were put directly under the Commander of the Air Defense, Lieutenant-General P.W. Best, as the Major held a higher rank than the commander of the airfield, Captain H.J.G. Lambert.
The airfield defense was organized into an interior defense under command of Captain (res.) W.J. Moulijn, an exterior defense under the command of Captain (res.) O.K. Bartels, and a reserve force. The interior defense had to protect the airfield from airdrops on the airfield itself, while the exterior defense had to protect the airfield from paratroopers or a potential ‘fifth column’. The latter defense was organized into three ‘shields’, Hoornbrug to the northwest, Broekpolder to the west, and Delft to the southwest of the airfield.
Landsverk 601 was the only vehicle attached to the exterior defense and placed near the road outside the main entrance to the west of the airfield. The other five Landsverks were attached to the interior defense and spread out over the airfield, but remained close to the buildings and were camouflaged. Interestingly, the Germans were aware of the presence of armored vehicles. In their assault plans, it was noted that the armored vehicles were either to be captured and be employed for their own use, or, if not possible, be destroyed.
A map of the airfield with the positions of the Landsverks marked in red. Source: Eskadrons Pantserwagens / drs. J.A. Bom
10th May: The Attack
Following the first alarms, all defenders had taken their positions by 3.30 in the morning. Half an hour later, the first German bombers began their bombardment, but the first bombs missed. Bombing continued until 4.45, followed by strafing from Messerschmitt Bf 110s. The damage was rather limited in respect to the intensity of the attack, but it had significantly lowered the morale of the defenders and also caused some problems for the Landsverks. Landsverk 602 stood next to a hangar that was hit by a bomb and thus had to relocate. Landsverk 601 of the outward defense had sunk into a bomb crater and was too stuck to be recovered. Landsverk 605 reportedly suffered a malfunction to the aiming equipment and its periscopes were damaged.
Around 5.20, the Germans tried to land with airplanes on the airfield. However, the first landing group was heavily attacked by machine gun fire and fire from the armored cars. Most planes burst into flames and the German troops were annihilated. A second landing group met the same fate, and a third group lost several planes in the sea of flames, before more landings were called off. Although these landings on the airfield were unsuccessful, other planes had landed on fields in the vicinity and these airborne troops joined German paratroopers in an advance on the airfield from the outside.
The German advance initially succeeded. Around 7.15, German troops had captured the main building on the airfield, as well as its surrounding area. Shortly thereafter, they took the Dutch southwestern positions, thus taking most of the airfield. Dutch forces retreated and more were gathered from other locations in preparation of a counterattack. After an artillery barrage, troops advanced, but were then called back, as a requested British air bombardment was incoming. This British bombing raid took place around 15.10, after which the Dutch troops advanced again on Ypenburg. This counterattack was successful and, by the evening, the whole of Ypenburg and surrounding area were cleared of German soldiers, granting a victory to the Dutch defenders.
Because of the intensity of the fighting, but also the available detailed fight reports, the actions of the armored cars and their respective crews will be presented per vehicle.
601
Commander
Gunner
?
?
?
Corp. Doelman
Wm. Van der Horst
Bunnik
Jongsma
Van Lent
Landsverk 601 had sunk away in a bomb crater after the initial bombing and was unable to be moved. Despite this, the crew remained in the vehicle and fired at incoming planes. However, being just outside the airfield perimeter, effectiveness was limited by trees between the vehicle and incoming Germans.
Around 7.00, German units advanced to the main entrance, using several Dutch POWs as human shields. Dutch forces defending the entrance were unwilling to fire on their own, thus they were quickly overrun. Landsverk 601 was surrounded, but while the crew tried to fight them off, the Germans threatened to throw grenades under the vehicle, which would be fatal, as it had no floor armor. Therefore, the crew surrendered.
602
Commander
Gunner
Driver
Machine gunner
Rear driver
Corp. Mommaas
Corp. Cools
A. Fikkers
Hummel
Van Breugel
Landsverk 602 stood positioned between a hangar and a small wall of stacked bricks. After being hit by a bomb, the hangar caught fire. While the vehicle initially remained in its position and fired upon the German attackers, the fire spread quickly, so they needed to evacuate. Commander Corporal Mommaas decided to relocate to the Sintelweg, a road between the airfield and Hoeve Ypenburg to the northwest. After repositioning, fire was opened again. Main driver Fikkers decided to mount one machine gun on the anti-aircraft pintle mount and opened fire on the German planes while standing on the rear mudguards.
After the ammunition stocks drew threateningly low, Mommaas decided to continue to Hoeve Ypenburg, where the trucks with ammunition were located. There, ammunition was restocked, but Mommaas realized that the other crews would likely need more ammunition too. Taking the initiative, he handed over command of 602 to the gunner, Corporal Cools, as he took an ammunition truck and drove it unto the airfield, where he supplied 608 and 611 with ammunition. His third destination was 601, but before he got there, the truck was disabled by German fire.
By chance, another truck of the Motor Service drove by, and ammunition was quickly reloaded onto this truck. After this short intermezzo, he continued his journey with this truck, but it also came under German fire, killing the driver. Corporal Mommaas remained unharmed and hid from advancing German forces, after which he retreated to Hoeve Ypenburg and rejoined his crew.
Landsverk 602 was then ordered to advance to the main motorway alongside the airfield via the main entrance. On the road, the front machine gunner Hummel fired upon Germans hiding in ditches, but was unable to fire on Germans standing on the road, due to the presence of Dutch POWs. During this patrol, the radiator was shot through and damaged, causing the vehicle to retreat to the north to the Hoornbrug. There, it was pulled into a defensive position with a confiscated civilian tractor. That an armored car was still effective, even in a static position, was demonstrated by the crew, as they managed to take down two enemy planes with combined cannon and machine gun fire.
603
Commander
Gunner
Driver
Machine gunner
Rear driver
2nd Lt. M.J. Aldenkamp*
Koopmans
N.T. de Vries✝
H. Betten
Corp. van Essen
*Also the commander of both platoons
During the bombardment, the aiming equipment of 603 was disrupted. After recalibration, the crew was able to partake in giving fire against the landing German aircraft. As the vehicle lacked a working rangefinder, machine gunner Betten put his head out of the vehicle each time the gunner needed a range estimation. After the vehicle ran out of shells, Betten collected eight shells from 608, which stood relatively close, by foot. Around 6.00, the commander, 2nd Lieutenant Aldenkamp, left for an inspection of the situation to report this to the commander of the Grenadiers Battalion. After finishing his report to the commander and leaving the command post, he noted how the situation had deteriorated, and ordered his crew to advance from its position and attack the enemy from around the main building.
In the attack, 603 came under heavy German fire. The driver, N.T. de Vries, was killed when they were near the gate to leave the airfield. The vehicle kept moving until it came to a sudden halt against an ammunition vehicle. Gunner Koopmans was also wounded. As De Vries was carried out of the vehicle, Lieutenant Aldenkamp returned to the vehicle, but promptly left, overseeing the new situation.
Betten took position at the front wheel, but when he ordered to reverse, he realized there was no rear driver. He left the vehicle to take the position himself, but as he left the protection of the vehicle, he was captured by German troops.
605
Commander
Gunner
Driver
Machine gunner
Rear driver
?
?
?
?
?
Like 603, the aiming equipment of 605 was disrupted because of the bombardment, but additionally, its periscopes were also damaged. Due to bomb impacts around the vehicle, the crew was unable to relocate and decided to abandon the vehicle. Instead, they took defensive positions with their demounted machine guns alongside some other machine gun units that were positioned on the airfield.
A short while later, a large plane was shot down and crashed near the Landsverk. A Hussar, originally attached to the motorized machine gun group of the platoon, decided to go to the Landsverk, which was unmanned at that time, to fire at the plane with the cannon to destroy it completely. The cannon was loaded, so he could fire once, but he missed. Reportedly, there were no other projectiles left in the vehicle.
The crew, alongside the other machine gun troops, remained in their position until the end of the afternoon, when they finally retreated on foot. The Landsverk was left behind.
608
Commander
Gunner
Driver
Machine gunner
Rear driver
Wm. G. Bonga
Corp. Sleeuwenhoek
A. de Bruin
J.G.M. de Vries✝
C.P. Joosen
Landsverk 608 came through the bombardment unscathed and could open fire on the landing German planes without much trouble. However, three trucks that stood in the line of fire had to be driven away while under fire.
During the later German land attack, Landsverk 608 tried to aid the counterattack by 602 and 603. However, the vehicle eventually found itself between attacking Germans and vulnerable Dutch POWs. With difficulty, the crew maneuvered itself out of this precarious situation, but the machine gunner was fatally wounded in the action.
Meanwhile, 2nd Lieutenant Aldenkamp, the commander of both platoons, was still out on foot. When he retreated from the advancing Germans, he found 608 positioned near the canteen. He ordered the crew to make some reconnaissance rounds over the airfield to determine the enemy positions, because fire was received from the northeast as well, while the German attack came from the southwest. The crew was able to determine that the fire from the northeast came from Dutch troops, but both drivers of 608 were wounded in the attempt.
After retreating to its position at the canteen, the vehicle and 2nd Lieutenant Aldenkamp remained there until 10.00. With both drivers wounded and the gunner fatally wounded, Aldenkamp decided to retreat to Hoeve Ypenburg. On route, they encountered several Dutch troops, which received intelligence from Aldenkamp, who also gave one machine gun to the infantry. At Hoeve Ypenburg, 608 was left behind and Aldenkamp further retreated to the Hoornbrug, where 602 and 611 were already present.
During the Dutch artillery fire on Ypenburg, preceding the British bombing and Dutch counterattack, the commander of Landsverk 601 managed to escape and fled to Hoeve Ypenburg, where he found Landsverk 608. With this Landsverk, he also retreated to the Hoornbrug, where 608 was positioned on the Haagweg.
611
Commander
Gunner
Driver
Machine gunner
Rear driver
?
?
?
?
?
Little was reported about Landsverk 611, which also successfully fired upon the incoming German aircraft. During the German land attack around 7.00, 611 was also unable to open fire, due to the presence of Dutch POWs. When it was attacked from the rear, the commander decided to abandon its position and move to the motorway. When it found that the main entrance was blocked, it retreated via the airfield and the Sintelweg. During this attempt, some camouflage was detached by the wind and blocked the periscopes on the turret. Unable to safely remove it, the crew decided to retreat to Delft. After the camouflage issue was fixed, they returned to the Hoornbrug. However, during this maneuver, the vehicle came under enemy fire and the aiming sight, as well as the bulletproof glass of the front hull machine gun were damaged. The machine gunner was lightly wounded. After arrival at the Hoornbrug, the Landsverk was placed in a defensive position on the road to Den Haag.
Shortly after 12.00, 611 was ordered to advance to Delft via a reroute and be deployed against German planes that had landed in that area. However, the gun malfunctioned and the crew decided to visit the Artillery Establishments in Delft. After redeployment, the gun malfunctioned again, thus the crew visited the Artillery Establishments again. They stayed in Delft overnight.
An M36 at an exhibition at the military airbase Soesterberg on 19th October 1938. Source: “>https://beeldbank.nimh.nl/foto-s/detail/9efc3efb-fed5-78be-0f42-071941fe3c68/media/f014e672-a114-51ee-4b15-5aa848d7b56bNIMH 2160_025444
The Situation at the End of 10th May
After Ypenburg was recaptured, Lieutenant Aldenkamp pulled the remnants of his two platoons back to Rijswijk. At this point, Landsverk 611 was in Delft, 602’s radiator was still broken so it had to be pulled, while 601, 603, and 605 had been left behind at the airfield, thus only 608 was available for immediate action at this time.
The armored car crews had suffered moderate casualties. In total, four soldiers were wounded, N.T. de Vries was killed, and soldier J.G.M. de Vries was fatally shot in the stomach and died in hospital sixteen days later.
11th May
In the early morning of 11th May, both platoons and their two Landsverks, with 602 being towed by 608, were moved to the main headquarters of the Air Defence Command in The Hague, at the Juliana van Stolberglaan. There, the platoons were placed under the command of the Guards Detachment from the Cavalry Depot, Major (res) V.F.W. Overbeck. Landsverk 602 was towed to a local Mercedes-Benz car dealer to undergo repairs to its radiator. After taking a short rest, some of the soldiers returned to Ypenburg at 11.00, to recover the three Landsverks that had been left behind.
Vehicles 601 and 603 were quickly recovered and also arrived at the Air Defence Command headquarters. There, they joined 608 in defensive positions around the headquarters. This high level of security was deemed necessary due to high unrest in The Hague caused by fear of German infiltration, both in the form of paratroopers and German-aligned civilians (called a fifth column).
Landsverk 605 was unable to join the platoons, as it was halted in The Hague by other Dutch units to provide support against alleged German troops that were moving around on the roofs of buildings. These fears turned out to be ungrounded, but the Landsverk was requisitioned nonetheless, and put under direct command of the Command of Fortress Holland. It patrolled through Scheveningen and the crew stayed overnight in the vicinity of the Fortress Holland headquarters.
Meanwhile, Lieutenant Aldenkamp tried to find the necessary replacements for lost materiel and a new radiator for 602. New ammunition was found at the Cavalry Depot at the Frederik Barracks. The spare M36 chassis turned out to be present there as well, and it was decided to take its radiator as a replacement for 602.
Landsverk 611 was still in Delft. Since the gun was still broken, only the machine guns could be used during some sorties against some remaining German airborne troops that were still present in the vicinity of the city. Later that day, it moved to the Cavalry Depot in the Hague to have the gun fixed. After some shooting trials on the beach, the vehicle moved to Rijswijk, assuming both platoons were still stationed there. However, a report that German troops were present in the vicinity of Vliet caused the crew to abandon this plan. Instead, it patrolled through The Hague until the evening, when the crew stayed overnight at the Cavalry Depot.
12th May
Using the spare radiator, 602 could be repaired on this day. It was immediately put to use as an escort for an anti-air column that had to move from The Hague to Delft. It returned after finishing this task. The other available armored cars were used for many patrols and small tasks, for which a swift and protected vehicle was deemed necessary. Landsverk 601 was ordered to take a defensive position at the Haagse Golfclub (Eng. The Hague Golfing Club) for the whole day. Landsverk 608 was manned by Lieutenant Aldenkamp and partook in a reconnaissance mission to Voorburg, as Germans were reported hiding out in some industrial buildings. This report turned out to be ungrounded. An unspecified armored car supported some house searches near the Laan van Meerdervoort.
After their nightly stay at the Cavalry Depot, Landsverk 611 was used to guard several houses in The Hague.
Landsverk 605 was ordered to advance to Scheveningen after German patrols were reported there. At some point during the journey, the turret had been turned to the side, thus the gun was extended quite a bit from the vehicle. As luck may have it, the vehicle drove too close to several trees, crashing the barrel into these. As a result, the aiming devices were heavily damaged. Following this, the vehicle returned to the Lange Voorhout in The Hague, where it joined most of the 2nd Armored Car Squadron that had been ordered there as well.
13th May
Following up on the deteriorating military situation, the decision was eventually made that Queen Wilhelmina was to evacuate. After her example, the government decided to follow suit in the afternoon. A column of civilian cars was gathered and moved from The Hague to Hook of Holland, to board a ship to England. The column was protected by Landsverk 601 and 602.
Landsverk 608 was also used, but to escort a column of Grenadiers from The Hague to Delft.
Landsverk 605, still present at the Lange Voorhout with the 2nd Squadron, was outfitted with a new aiming device. After this repair, it rejoined the 1st Squadron at the Juliana van Stolberglaan.
Landsverk 611 finally returned to the platoons.
Prince Bernhard was also evacuated on 13th May. Here (center) he is seen during army maneuvers on 16th September 1937. He is talking to the driver, 1st Lieutenant Cnopius, and flanked by Major H.J. Phaff (left) and Lieutenant Squire engineer W.G. Roëll (right). Source: NIMH 2155_076533
14th May
After their task in protecting the fleeing government, Landsverk 601 and 602 returned to The Hague in the early morning of 14th May. It appears that most, if not all six armored cars were present at the Juliana van Stolberglaan when the Dutch Army Command decided to capitulate. This decision was made around 17.00, following the devastating bombardment on Rotterdam. The squadron laid down arms, and moved to the Frederik Barracks in The Hague. There, the Landsverks were found by the German occupiers.
The 3rd and 4th Platoons at Schiphol Airfield
On 29th April 1940, the 1st Squadron, without the 1st and 2nd platoons, was moved to Schiphol Airfield, near Amsterdam. The Squadron was placed under the command of Major G.P. van Hecking Colenbrander, the Airfield Commander, who could also count on the 1st Battalion of the 25th Infantry Regiment. The attached Landsverks were 604, 606, 607, 609, 610, 612, and the L-180 Command 613.
The Command Group, with the 3rd Platoon under command of 1st Lieutenant (res) H.P. de Kanter and the medical aid unit, were located near the buildings to the southeast of the airfield. The three armored cars and the command car were positioned in a line in front of the buildings. In case of an attack on the airfield involving airborne landings or paratroopers, the armored cars were to clear out any infiltrations in and around the buildings, in cooperation with infantry. This interior defense was under command of Major (res) A.G. Cool, the commander of the Infantry Battalion. The administration, corps train, and half of a motorized machine gun group were stationed in the nearby village of Badhoevedorp.
The 4th Platoon was stationed on the Meerdijk, a dyke/road 600 m to the north of the airfield, together with the other half of the machine gun group and some infantry. The platoon was under command of Kornet [Eng. Officer Candidate] A.L. van Reenen. All the weapon positions and armored vehicles were continuously guarded. Together with the infantry, which had a bus for troop transport at its disposal, this unit was meant as a mobile force, to be deployed against outside attacks on the airfield.
Attack on Schiphol Airfield
On 10th May, around 2.00 in the morning, the alarm was raised at Schiphol, after which all units moved to their fighting positions. At 3.58, the first bombardment began, which was followed by multiple bombing and firing raids, with short intermezzos, lasting for roughly two hours. Most of the hangars and surrounding buildings were destroyed, but the airstrips were left intact. This raised the fear that the Germans were planning a landing at Schiphol too. During the attacks, some casualties were taken. A Landsverk was damaged and penetrated by enemy fire. However, the armored cars did not fire a single shot, as this was forbidden until enemy forces would actually land on the airfield. This was to prevent Dutch planes, located in the fields surrounding the airfield, from getting damaged by friendly fire.
Shortly after the attack, the M38 command car was moved to defend the central command post, as ordered by Airfield Commander Major Cool.
After the reports came in from Ypenburg, the squadron was ordered to open fire on enemy planes already before they attempted to land, contrary to the earlier decision to hold fire as long as possible. It was also planned to let the Landsverks drive up the airfield. The 4th platoon was ordered to support in such an attack. Around 7.00, Major Cool ordered it to take position in the village Badhoevedorp. The squadron commander, Wilbrenninck, and the platoon commander, Van Reenen, worked out a defensive strategy. In case of landings, the 4th Platoon was to relocate to the Schipholweg, a road alongside the airfield and take position to the southwest. If needed, they could drive onto the airfield.
However, despite numerous warnings and indications, the Germans did not launch an attack on Schiphol. This left the squadron idle, only busying itself with patrols, for which a Landsverk was used just once. In the afternoon of 13th May, the 4th Platoon was split up, with one vehicle ordered to guard the Sloterbrug, a bridge north of Badhoevedorp, and the other two were to guard the Sloterweg-Spaarnwouderdwarsweg crossing.
In anticipation of capitulation, the order was given on 14th May, around 19.00, to lay down arms and abandon the defensive positions. The squadron moved back to its quarters in Badhoevedorp. After the official capitulation was signed on 15th May, the materiel was handed over to the advancing German Army
Three L-181s of the 3rd and/or 4th platoon, most likely seen in the city of Badhoevedorp. Although there’s a Dutch soldier on the left, this photograph was presumably taken by a German soldier shortly after the capitulation on 14th May. The red arrows, added by the eBay seller, point to the distinctive Dutch orange triangle marking. Source: Bobbau-Militaria on eBay
The Squadron after Capitulation
The soldiers of the 1st Squadron were first relocated to the Willem de Zwijgerkazerne in the city of Wezep, where conscripts were demobilized. After a month, the size of the units had decreased to the extent that, for registration purposes, the 1st and 2nd Squadron were combined with the two Motorized Hussars Regiments and the Mobile Artillery Corps into the 3rd Motorized Hussars Regiment, on 24th June. This marked the formal disbanding of the 1st Squadron. The Dutch Army was officially disbanded on 15th July.
This photograph of an L-181 with German troops was taken in Utrecht on the Leidseweg (near house no.6), very shortly after capture. The orange triangles on the hood and sides have hastily been overpainted, but the registration marking ‘6’ is still visible, indicating this is vehicle III-606 that had been deployed on Schiphol Airfield by the 3rd or 4th platoon. Source: Joep van Hoof / NIMH
In German Possession
With help of numerous photographs and scarce reports, it is possible to get a rough idea where the twelve vehicles ended up after capture. However, the photographs leave a lot of interpretation possible. As mentioned, all the L-181s were relatively worn out due to the extensive use they had seen since early 1936, so not all were suited for German re-use.
The photographs can, in general, be sorted in four categories:
shortly after capture with Dutch markings still visible.
with the markings removed and some non-standardized German markings applied.
with German markings applied in a more standardized manner.
the vehicles with German police markings.
This may indicate that, after capture, the vehicles found their way to various German units, with a small number quickly being reserved for the police, and another number going to training facilities. If any went to the front in France, like the Dutch armored cars of the German 227th Infantry Division, is possible, but not documented.
These three L-181s, including III-602 and III-603, came from 1st and 2nd platoon and were collected by the Germans. Some of these may have later seen service. This picture was very likely taken at the Frederik Barracks in The Hague. Source: former eBay listingLandsverk III-607 seen with German troops in May 1940, shortly after capture. Source: former eBay listing
In German service, the vehicles were officially designated as Panzerspähwagen L 202 (h). The different Landsverk 180 received the same designation. At least three L-181s were used by police units on the Eastern and Balkan fronts from 1941 until 1945. Additionally, more L-181s were photographed at German training facilities, but it is hard to determine the number that were used in this role.
The six vehicles of the 3rd and 4th platoons at Schiphol had only received minor damage, with exception of one, where the roof was penetrated by enemy bullets. None were sabotaged and all were handed over to the Germans without trouble. Landsverk 606 was later seen with German forces in Utrecht, with the Dutch markings painted over. The vehicles of the 1st and 2nd platoons were mostly gathered at the Frederik Barracks in The Hague after capitulation.
This photo was taken at a German training facility, featuring a classic Panzerattrappe (registration SS-70565), an Sd.Kfz.222, and a turretless Dutch M36 in the back. It can be differentiated from the M38 by several design details, such as the size of the sidedoor. The two men wear regular army uniforms. Source: Former eBay listingAn L-181, most likely seen in summer 1940, with Luftwaffe ground personnel and the WL marking on the front, standing for Wehrmacht Luftwaffe. It could indicate that this specific vehicle was retained on an airfield for defense. All the original Dutch markings appear to have been removed. Source: former eBay listingThis marking-less L-181 was photographed with army recruits, in light uniforms, somewhere on a training ground. Source: Roswitha46 on eBay
German L-181s with Balkenkreuz Markings
This puzzling image shows an L-181 at the front, with a covered up registration, and a Command L-180 behind it. The marking on the fender indicates that both now belong to a Wehrmacht Cavalry Reconnaissance platoon. Note the unique German modification with the mounting of driving-aid rods. The location of this photograph is unknown but appears to be a larger city. Source: former eBay listingTwo shots of the same Command L-180, seen with two L-181s in the background. The vehicles have now been decorated with a new Balkenkreuz on the sides. It is unknown when these photos were taken, where, and which unit used these three Landsverks. Source: former eBay listingThis L-181 was outfitted with a large Balkenkreuz on the front and hood. Again, location and date are unknown. Source: Noricum Antiques on eBayA shot of the same vehicle, this time in front of a large building. Source: unknownThis photo shows two L-181s, possibly at a German depot. The style of the Balkenkreuz suggests this photo was taken in 1941 or later. Of interest is the Kfz (Kraftfahrzeug, Eng. Truck) data plate, which was usually not seen on armored vehicles. It notes a Leergewicht (Eng. Empty weight) of 5 and a Nutzlast (Eng. Max carry weight) of 1. Source: eBay
With the Police
A small number were assigned to the German Ordnungspolizei [Eng. Order Police, abbr. Ordpo], also known as the Grüne Polizei [Eng. Green Police, after the color of their uniforms]. They originally remained in the Netherlands and once appeared in a parade, held on 10th February 1941 in Amsterdam.
Two L-181s seen during a parade held on the Dam in Amsterdam on 10th February 1941, which was attended by the German commissioner in the Netherlands, Arthur Seyss-Inquart. Note that the vehicle registration system follows the original Dutch system, but small Ordpo markings have been added on the sides. Source: antikfuchs1 on eBayA low-resolution image of an L-181 with a larger marking of the Ordnungspolizei, next to a former Dutch Barracks building. Behind it stands a rare Wilton-Fijenoord armored car. Source: unknown
The motorized Polizei Regiment Mitte [Eng. Police Regiment ‘Center’, abbr. to Pol. Rgt. Mitte] was founded in June 1941 and deployed on the Eastern Front. It had at least one platoon with three Steyr ADGZ armored cars. In July 1941, these were joined by a platoon with three L-181 M36s from the Netherlands. Each was named after a Dutch city, with known names being ‘Den Haag’ and ‘Arnheim’ [Dutch: Arnhem]. It is unknown how well these fared behind the front. The platoon was designated Panzerspähwagenzug (h) [Eng. Armored Reconnaissance Vehicle Platoon (h)], with h standing for holländisch [Eng. Dutch]. The abbreviation PzSpZug (h) was also used. Within the police regiment, these armored platoons were part of the 10. Schwerer Panzer Kompanie [Eng. 10th Heavy Armored Company, abbr. to 10. Schw. Pz.Kp].
An L-181 in use with the German Ordnungspolizei [Eng. Order Police, abbr. Ordpo], also known as the Grüne Polizei [Eng. Green Police, after the color of their uniforms]. The several markings include the symbol of the Orpo on the side, and on the front a swastika, the registration number ‘1’, and the name Arnheim, the German spelling of the Dutch city of Arnhem. Source: Werner OswaldSeen here is an abandoned L-181 that was captured by Soviet forces in Kaluga, during winter in late 1942. It could well be the L-181 named Den Haag, which was exhibited by the Soviets in 1945, but the scarce German records do not mention losing a vehicle around this time. Source: unknownA close-up on the same vehicle in Kaluga. Source: forum.kaluga.ru
In July 1942, the Pol. Rgt. Mitte was reformed into the newly established SS-Polizei Regiment 13. The three L-181s presumably remained in use, although one was abandoned in the winter of 1942 in Kaluga. In April 1943, the platoon was repatriated to the Polizei-Panzer-Ersatz-Abteilung [Eng. Police Armor Reserve Unit, abbr. to Pol.Panz.Ers.Abt.] in Vienna. It is unclear what happened to the vehicles afterwards. However, in late 1943, the 14. Polizei-Panzer-Kompanie [Eng. 14th Police Armored Company] was mentioned to have one platoon with three Dutch armored cars, meaning the abandoned vehicle was substituted by another L-181. The unit had been formed in October 1943 and was subordinated to the Befehlshaber der Ordnungspolizei Alpenland [Eng. Commander of the Order Police, abbr. to BdO] in Wehrkreis XVIII [Eng. 18th Military District, abbr. to WK XVIII].
The unit was based in Ljubljana and mainly active in Slovenia to protect the rear area of Army Group E. Later, the unit was reinforced to the extent that it was renamed to a verstärkte [Eng. reinforced] unit in September 1944. The three Dutch armored cars were still present by this time. By the end of April 1945, the unit was active on the frontline in southern Slovenia, but retreated to Austria in early May.
Presumably, the L-181s remained in use until the end of the war and also retreated with the unit to Austria in May. There is no public photographic evidence of them in use, but other vehicles of the unit were seen painted in Dunkelgelb with Balkenkreuz markings. The L-181s would likely have had a similar appearance, in contrast to their earlier dark paint scheme with Ordpo markings. Their fate after May 1945 is unknown.
This former police vehicle was captured by the Soviet Army and exhibited in the Gorky Park of the Industrial Complex in Moscow in 1945. It was presumably scrapped shortly thereafter. Source: Mikhail BaryatinskyAnother angle on the L-181 that was exhibited in Gorky Park in 1945. Note the name ‘Den Haag’ written on the front. Also note how the sides have the distinctive Dutch louvers, but the front appears to have the original shutters. Indeed, not all L-181s had received the new frontal shutters. Source: smolbattle.ru
Conclusion
The Landsverk 181 had a good design and performed reasonably well, but suffered from its lack of engine power, which hampered mobility and reduced the engine’s operational life. The L-181 saw most of its operational use by the Dutch Army in May 1940 and in Lithuania during the uprising of 1941. Deployment by the USSR appears to have been limited, but Germany used them for training and police duties well until the end of the war. They were well suited for these internal security tasks, despite their age, as demonstrated by the effectiveness as mobile air defense units on the Dutch airfields in 1940.
The distribution of the twelve Dutch L-181s that ended up in German hands is still a mystery, but the reappearance of old photographs and obscure archival references may solve some questions in the future.
The history of the L-181 is in some ways quite remarkable. Both the Netherlands and Lithuania were neutral countries and had bought the L-181 from neutral Sweden. Yet, the Lithuanian vehicles were captured by the USSR, used against Germany, and captured by Germany. Likewise, the Dutch vehicles were captured by Germany, used against the USSR, and captured by the USSR.
A Lithuanian L-181 with three-tone camouflage and armed with one 20 mm Oerlikon gun and two secondary 8 mm Maxim machine guns. Illustrations by Godzilla funded by our Patreon Campaign.Dutch L-181 no.7 in army green. The Dutch vehicles were armed with one 37 mm Bofors gun and three secondary 7.92 mm M.20 Lewis machine guns. Illustrations by Godzilla funded by our Patreon Campaign.Dutch L-181 no.12 with the modified side shutters and the new mobilization marking, as added in late 1939. Illustrations by Godzilla funded by our Patreon Campaign.A captured Dutch L-181 pressed into service with the German Ordnungspolizei. Illustrations by Godzilla funded by our Patreon Campaign.
J.C. Hopperus Buma, De Ontwikkeling van de Nederlandse Gevechtswagens en Tanks tot ± 1940, Militaire Spectator.
Walter J. Spielberger, Beute-Kraftfahrzeuge und -Panzer der deutschen Wehrmacht, Motorbuch Verlag, Stuttgart, 1992 2nd edition, p.36-38.
Drs. J.A. Bom, Eskadrons Pantserwagens 1936-1940, 1986.
C.M. Schulten, J. Theil. Nederlandse Pantservoertuigen, Van Holkema & Warendorf, 1979.
J. Giesbers, A. Giesbers, R. Tas. Holland paraat! Volume 2, Giesbers Media, 2016.
Dr. L. de Jong, Het Koninkrijk der Nederlanden in de Tweede Wereldoorlog Deel 3 Mei 1940, Staatsuitgeverij, 1970.
Georg Tessin and Norbert Kannapin, Waffen-SS und Ordnungspolizei im Kriegseinsatz 1939-1945: ein Überblick anhand der Feldpostübersicht, Biblio Verlag, 2000.
Stefano di Giusto, German Armoured Formations in the OZAK 1943-45, Tankograd 4019, Verlag Jochen Vollert.
Mindaugas Jonaitis, STRUKTŪRINIAI POKYČIAI LIETUVOS KARIUOMENĖJE 1934-1940 (STASIO RAŠTIKIO REFORMOS), 2012, pdf.
Vytautas Jokubauskas, Lietuvos kariuomenės artilerijos pabūklai 1919–1940 m., Klaipėda University.
Vyr. ltn. dr. Andriejus Stoliarovas, Lietuvos kariuomenės šarvuotieji automobiliai 1919–1940 m., pdf.
German Reich (1938-1945)
Armored Staff Car – 10 Ausf.A and 58 Ausf.B Built
The Sd.Kfz.247 Ausf.A and B were armored cross-country cars intended for transporting very senior German officers around safely, even on rough terrain. Due to the rising need for such an armored car that would be easy to build, a development already began in the early 1930s. Based on the chassis of an existing and very popular truck, the Kfz.69 and 70, the 6-wheeled Sd.Kfz.247 Ausf.A was built. With only a few Ausf.A vehicles were ever completed, in 1941, the Ausf.B entered production with only 4 wheels but improved mobility. The Ausf.A and B were assigned to command and HQ units and later used as reconnaissance vehicles. Production was stopped in 1942 and, by 1943/1944, most Sd.Kfz.247s were lost.
Sd.Kfz.247 Ausf.A 6-wheeled armored cross-country car in 1938. Source: Panzer Tracts No. 13-1Colorization of an Sd.Kfz.247 Ausf.B 4-wheeled armored cross-country car in the Soviet Union in 1942. Colorization by Johannes Dorn. Source: Digital Collection of Armin Freitag
Context and Development: Need for a Cross-Country Staff and Troop Car
In 1929, the company of Krupp designed a 3-axle cross-country artillery tractor that was meant to be able to tow anti-tank (AT) guns through rugged terrain. However, this vehicle was meant to not use tracks and stll perform better than a regular truck. The result was the Krupp L2 H43, which was a 6-wheeled (6×4) truck chassis that had a 4-cylinder boxer engine. This engine was installed to fulfill the requirements, which demanded a high ground clearance. The L2 H43 and the later H143 truck chassis were used on several different vehicles. One example was the Krupp Protze (Protze refers to the name Protzekraftwagen, which originated from its constructor), designated Kfz.69. Throughout the 1930s, this was Germany’s most produced light AT gun and artillery gun carrier.
Alongside the most well-known version, the Kfz.69, there were several other variants, each of which fulfilled a different role. In 1934, the German weapons design office demanded the development of a fast and mobile cross-country vehicle that was easy and cheap to produce for very high-ranking officers. This vehicle was intended to safely transport these officers to the front. Although there were already staff cars in service, the Kfz.21 was solely a 6×4 car which was limited in mobility. This limit came to show later in 1941, when many staff cars had trouble going through rugged terrain. Furthermore, they could not provide sufficient protection against even small arms fire. The new cross-country armored cars were to be organized within the HQ units of the divisional HQs and reconnaissance battalions.
Kfz.21 using the same 6-wheeled L2 H143 chassis. These vehicles were rather limited in mobility and their ability to maneuver through difficult terrain. Source: Collection of Henry Hoppe
Production
In 1934, the prototype of the Sd.Kfz.247 Ausf.A was built on the chassis of a Krupp L2 H43. By January 1938, 10 vehicles had been completed. The production was carried out by Krupp and Daimler Benz.
In the same year, the contract for at least 58 new staff vehicles was given out to Daimler-Benz. These were to be built on an Einheitsfahrgestell (Eng. Unitary chassis). The unitary chassis was intended to be used for many vehicles to simplify production. These staff car variants had 4 wheels and would later be known as the Sd.Kfz.247 Ausf.B.
Production was to start in October 1939, but design problems delayed the production. To resolve the problems, unlike all other 4-wheeled armored cars that used the Einheitsfahrgestell, the Ausf.B used the Einheitsfahrgestell II für schweren Pkw (Eng. unitary chassis for heavy personnel carrier), with a two-wheel drive instead of the intended 4. From July 1941 to January 1942, all 58 Ausf.Bs were completed.
Heavy cross-country truck of the SS towing a Pak 36 in 1941. Its chassis would later be used on the Sd.Kfz.247 Ausf.B. Source: Wikiwand
Name
The long name for the Sd.Kfz.247 Ausf.A and B was Schwerer geländegängiger gepanzerter Personenkraftwagen, Sonderkraftfahrzeug 247 Ausführung A (6 Rad) und Ausführung B (4 Rad) mit Fahrgestell des leichten geländegängigen Lastkraftwagen, which translates to ‘heavy cross-country armored personnel carrier, special purpose vehicle 247 variant A (6-wheeled) and variant B (4-wheeled) on chassis of the light cross-country truck’. This designation was only used on paper and in factories. There was also an abbreviation for this long term: s.gl.gp.Pkw. The troops would normally refer to it as schwerer gepanzerter Personenkraftwagen (Eng: heavy armored personnel carrier) or, if commanded by a general, schwerer gepanzerter Kommandatenwagen (Eng: heavy armored command vehicle). For the sake of simplicity, the article will use the term Sd.Kfz.247 Ausf.A and B.
Original color photo of an Sd.Kfz.247 Ausf.B, part of the 3rd Motorcycle Battalion of the 3rd Panzer Division in the Soviet Union in 1942. Source: Digital Collection of Armin Freitag
Design
The Ausf.A was designed to be as cheap as possible whilst still being able to sustain fire with rifle caliber bullets. It would also maintain the style of German armored cars at that time, such as the Sd.Kfz.221 and 222. The Ausf.A was 6-wheeled and had an armored superstructure around the vehicle. The Ausf.B maintained the overall idea of the armored superstructure and only the number of wheels changed to 4.
Top: Sd.Kfz.247 Ausf.A with the L2 H143 chassis. Bottom: Sd.Kfz.247 Ausf.B. Source: Panzer Tracts No. 13-1
Hull, Superstructure, and Layout
The hull was built around the chassis of the vehicle. On top of the hull was the armored superstructure that went around the entire vehicle. The Ausf.A had an open top. Above the wheels were mudguards. At the front was the engine grill and two headlamps. On the left side, the Ausf.A had a spare wheel and other equipment, such as an ax and shovel. On the front and on the sides were visors, two on each side and two on the front. The visors on the front laid on another big visor which could be opened for a better view. On some vehicles, fake visors were painted on to confuse the enemy. The Ausf.A also had two exit doors on the sides and one at the rear. Some vehicles had a K-Rolle (Eng: wired barrier-roll), used for laying quick barriers, placed on the engine deck, on the front side.
Sd.Kfz.247 Ausf.A in Germany 1938. Note the K-Rolle on the engine deck. Source: Digital Collection of Armin Freitag
The Ausf.B also had a mostly open-topped superstructure, but the driver’s compartment was covered by a top metal plate. On some vehicles, a canvas was fastened above the crew compartment. It also had mudguards above the wheels, on which headlamps were placed. The engine grill was also at the front, with an access hatch to the engine on the engine deck at the front. The Ausf.B had three exit doors, one at the rear, one on the right, and one on the left side. On the rear door was the spare wheel. On its left side, the Ausf.B had a shovel, a storage box, a jack, and an access hatch to the crew compartment. On the right side, it had a fire extinguisher and the last access hatch. Visors were placed all around the vehicle, with three on each side and two at the front. Towing hooks were at the rear and on the front.
Sd.Kfz.247 Ausf.B seen from the side. Note the open hatch and storage box. Source: Panzer.net
The inner layout did not differ much between the two variants. There were two seats at the rear and a large two-man bench. On the inner sides of the superstructure was equipment for the crew, such as ammunition and the periscope, which was placed in the middle of the crew compartment. Two seats were at the front for the driver and co-driver.
View into the inside of the Sd.Kfz.247 Ausf.A. Source: Collection Holger Erdmann
Suspension and Wheels
The Ausf.A had 4 driven wheels and 2 steering wheels. On the front side were the two steering wheels, which were sprung with leaf springs. At the back side were the four drive wheels, that were sprung by common coil springs. The Ausf.A had two different variants which differed in the distance between the rear axles. However, the versions are almost impossible to distinguish. The early Ausf.As received the L2 H43 chassis, whilst the late Ausf.As received the later L2 H143 chassis. There were also different tire types, but this had nothing to do with the different chassis types. One tire type was thicker and more resistant to difficult terrain.
Sd.Kfz.247 Ausf.A in France 1940. This was the later L2 H143 chassis with more space between the rear axles. Source: Digital Collection of Armin FreitagSd.Kfz.247 Ausf.A, part of an armored car company during a parade in 1938. This was the earlier L2 H43 with less space between the rear axles. This very vehicle is also said to be the very first Ausf.A ever built. Source: Digital Collection of Armin Freitag
Initially, the Ausf.B was planned to have 4 driven wheels. All 4 wheels were individually suspended and coil spring-suspended. However, due to production issues, it only received the Einheitsfahrgestell II chassis, which had a 2-wheel drive.
Engine
Both variants had their engine at the front and access hatches above the engine compartment. The Ausf.A had a 65 hp @ 2,500 rpm Krupp 4-cylinder engine, which propelled it to a top speed of 70 km/h. The gearbox had 4 forward and 1 reverse gears. The 110 liters of gasoline were enough for 350 km on the road and around 240 km off-road.
The Ausf.B, on the other hand, was fitted with a more powerful 81 hp @ 3,600 rpm water-cooled Horch V-8, which performed better than the Krupp engine. Furthermore, the Ausf.B had a power-to-weight ratio of 18.1 hp/ton compared to the 12.4 hp/ton of the Ausf.A. This resulted in the Ausf.B generally performing better in terms of mobility than the Ausf.A. However, one factor for this performance increase was the weight being reduced by almost one tonne. The Horch gearbox had 5 forward and 1 reverse gears. The 120 liters of gasoline was enough for 400 km on the road and 270 km off-road.
Armor
Exact armor specifications are not known and range from 6-8 mm all around for both vehicles. The armor was sloped and angled to prevent penetration by 7.92 mm steel-cored bullets at ranges of over 30 m.
Sd.Kfz.247 Ausf.A as part of an army corps HQ unit in Poland, 1939. Note the angled armor. Source: Digital Collection of Armin FreitagSd.Kfz.247 Ausf.B as part of a divisional HQ unit in Spring 1942. Note the angled armor. Source: Digital Collection of Armin Freitag
Armament
Officially, there was no primary armament on either the Ausf.A or B. For protection, the vehicle had to rely on the weapons of the crew and an MP 38/40 with 192 rounds kept within the compartment. However, crews quickly became aware of this lack of protection, mainly against air attacks, but also against ground targets. On some Ausf.As, an anti-aircraft (AA) MG 34 was mounted behind the periscope. Most of the Ausf.Bs received an AA MG 34 or MG 42 mounted on the front superstructure for use against infantry and one at the back against air attacks. Since these were field conversions, they did not have any protective shields. There was one exception from the LSSAH, when an Ausf.B featured a presumably self-made shield and an MG 34 mounted in the crew compartment.
Sd.Kfz.247 Ausf.A in France, 1940, with an anti-aircraft MG 34 mounted in the crew compartment for protection. Source: Digital Collection of Armin FreitagSd.Kfz.247 Ausf.B with an AA MG 34 mounted on top of the driver’s compartment in the Soviet Union in 1942. Source: Digital Collection of Armin FreitagSd.Kfz.247 Ausf.B, part of the 10th SS Motorcycle Regiment of the 10th SS Panzer Division Frundberg, with an MG 42 mounted on top of the driver’s compartment. Normandy, 1944. Source: Digital Collection of Armin FreitagSd.Kfz.247 Ausf.B with an improvised MG shield and MG 34, part of the LSSAH in the Soviet Union during winter 1941-1942. Source: Digital Collection of Armin Freitag
Communication
Communication between the vehicles had to be done with hand signals and flags, as no radio was fitted in the Ausf.A and B. However, similar to the armament, crews quickly adapted and refitted their cars with radios. It is unknown whether these conversions were authorized, but they all appear to be very similar. Vehicles were either refitted with a frame antenna going around the crew compartment or a star antenna (mostly on the Ausf.B). The radios were most likely FuG 5 or 8s.
Sd.Kfz.247 Ausf.A during the invasion of Poland in 1939. This vehicle already received a radio and frame antenna in 1939, which shows the desperate need for radios in the 247s. Source: Digital Collection of Armin FreitagSd.Kfz.247 Ausf.B that was outfitted with a radio and a star antenna in the Soviet Union in 1942. Source: Digital Collection of Armin Freitag
Crew
The crew in both variants was 6: one driver and five passengers. The driver sat on the right side in the driver’s compartment. Of the 5 passengers, 1 sat next to the driver (presumably the commander). The other 4, which included one adjutant or senior officer, sat in the crew compartment on two benches.
The crew members (one missing) of a Sd.Kfz.247 Ausf.A in 1938. Source: ea-antik via Ebay
Organization and Doctrine
Although the vehicle was capable of driving through rugged terrain, it was somewhat limited due to its wheels. The drivers were therefore advised to stay on dirst tracks and roads and only drive off-road if needed.
Colorization of a reconnaissance battalion. In the lead is an Sd.Kfz.247 Ausf.A in three-tone camouflage. Colorization by Johannes Dorn. Source: Digital collection of Armin Freitag
In 1939, the Sd.Kfz.247 Ausf.A was organized within headquarters units of motorized infantry brigades, with one vehicle per unit. Before the war, some divisions had a motorized reconnaissance regiment instead of a battalion. These regiments had an approved strength of up to 6 Sd.Kfz.247s.
The regular battalions had a total of 3 within their HQ unit and in each armored car company. The independent recruitment reconnaissance battalion also had one within their HQ unit and armored car companies. This was a total of 4 Sd.Kfz.247s without the reconnaissance regiment and 7 with the reconnaissance regiment per motorized infantry division and tank division in 1939.
Regular non-motorized infantry divisions did not have any. The independent training reconnaissance battalion also had one within their HQ unit and armored car companies. The Waffen SS had one Sd.Kfz.247 per division within the HQ unit of their reconnaissance unit.
However, these were only theoretical numbers and the fact that only around 10 Ausf.As were ever built leads to the conclusion that most units did not receive any Sd.Kfz.247. Confirmed units that fielded Sd.Kfz.247s were the HQ units of the motorized reconnaissance regiments. The regular army corps HQ also had several vehicles on the adjutant level.
Sd.Kfz.247 Ausf.A during a parade, part of the 1st Battalion of the 6th Reconnaissance Regiments of the 1st Light Brigade. Source: Koelsch333 via EbayAn adjutant (on the left) and his crew in their Sd.Kfz.247 Ausf.A in Poland, 1939. Source: Engelbubu-Fotos via Ebay
In 1940, the organization did not change much. The Ausf.B was not yet in service, which meant that most divisions were still underequipped. The number of motorized reconnaissance units was reduced to a single regiment that had 4 Sd.Kfz.247s instead of 6. This meant each tank and motorized infantry division was meant to only have 4 Sd.Kfz.247s, one from the infantry brigade HQ and 3 from the reconnaissance battalion. The division with a sole reconnaissance regiment had 5. The SS fielded 2 vehicles per division.
One of the rare cases where an Sd.Kfz.247 Ausf.A was part of an armored car company’s HQ unit in France 1940. Source: Digital Collection of Armin Freitag
In 1941, the organization changed slightly, and more and more divisions actually received vehicles. These were mainly the new Ausf.Bs, which were delivered from July 1941 onwards. Each SS division still fielded 2 Sd.Kfz.247s Ausf.Bs within their reconnaissance battalion. The headquarters of a Panzer group now also fielded 247s on their adjutant level. The same applied to the motorized army corps. For regular motorized and tank divisions, the HQ unit of an infantry brigade had one and the reconnaissance battalion had 2. This resulted in a total number of up to 3 vehicles per division.
Sd.Kfz.247 Ausf.B during winter 1941. Note the flag and the symbol for reconnaissance battalions, which identifies this vehicle as a reconnaissance battalion HQ vehicle. Source: Digital Collection of Armin Freitag
In 1942, the Wehrmacht would change the way how reconnaissance was done. Instead of motorized reconnaissance battalions, there were two individual motorcycle battalions. One of the two was converted from the old reconnaissance battalion and was refitted with more motorcycles. This meant most Sd.Kfz.247s were moved over to the HQ units and armored car companies of the new motorcycle battalions. The headquarters unit of an infantry brigade still fielded their 247s. A total of 3 Sd.Kfz.247s were present in each division. The same changes applied for the Waffen SS, which was also given motorcycle battalions. The organization of the Independent and HQ units also changed. It was thought that the Sd.Kfz.247s were less effective as staff vehicles, but more important in the reconnaissance role and were therefore removed from army corps HQ. The training motorcycle battalion had one within their HQ unit.
An Sd.Kfz.247 Ausf.A that survived until 1942, as part of a motorcycle battalion. Source: Digital Collection of Armin FreitagSd.Kfz.247 Ausf.Bs as part of the Motorcycle Battalion Grossdeutschland’s Second Company in the Soviet Union in 1942. Source: Digital Collection of Armin Freitag
In 1943, although reconnaissance battalions were reintroduced, the Sd.Kfz.247s were removed from the Wehrmacht’s organizational lists. Only the Waffen SS continued to use them. This meant most Wehrmacht 247s were moved over to the Waffen SS. The SS had 2 per Division within their motorcycle HQ unit and reconnaissance HQ unit. However, some units simply kept their 247s and continued to use them. Two of these continued recorded cases were during the Battle of Normandy and the Invasion of Rhodes.
Number of Sd.Kfz.247 per Division from 1939 to 1943
Date
Type of Division
Number of Sd.Kfz.247
1.9.1939
motorized infantry and tank division
4, 7 (with reconnaissance regiment)
1.9.1939-1943
motorcycle and reconnaissance recruitment battalion
1
1.9.1939-1942
Army Corps HQ
1
1.9.1939
Waffen SS
1
10.5.1940
motorized infantry and tank division
4
10.5.1940-1944
Waffen SS
2
22.6.1941-1943
motorized infantry and tank division
3
22.6.1941
Tank Corps HQ
1
Service
Before the Second World War, the Sd.Kfz.247 was often seen during big parades, when very high ranking officers were transported. These vehicles were therefore often photographed and played more of a propaganda role, in order to demonstrate how advanced the German command forces were, even though, in reality, most units did not even receive these vehicles.
Sd.Kfz.247 Ausf.A during a parade in 1939, after the invasion of Poland. Note the decorated crew of the vehicle, presumably part of a reconnaissance battalion HQ. Source: Digital Collection of Armin Freitag
During wartime, the vehicles were less effective than in their propaganda role and were mostly photographed because of their crew. They did not participate in any direct fighting and mainly were second in line on the frontlines. The later upgraded versions with radios and self-defense armament were used more often on the frontlines, especially within the motorized motorcycle battalions as reconnaissance vehicles and communication vehicles. Due to their speed and cross-country capabilities, they were popular as reconnaissance vehicles compared to other reconnaissance armored cars, such as the Sd.Kfz.222. However, these outshined the 247s because of their superior armament.
Colorization of a column of vehicles of the 7th Motorcycle Battalion of the 7th Panzer Division. In the front is an Sd.Kfz.247 Ausf.B. 1942. Colorization by Johannes Dorn. Source: Digital Collection of Armin Freitag
The vehicles saw service on almost all fronts, from the annexation of Austria, to the occupation of Czechoslovakia, to the Invasion of Poland. They went on to see service during the invasions of France and the Soviet Union. Although they did not see service in North Africa, some Ausf.Bs took part in the invasion of Italian-occupied Rhodes in 1943, as part of the 999. Armored Reconnaissance Battalion of Sturm Division Rhodos (Eng. Assault Division Rhodes).
Sd.Kfz.247 Ausf.A as part of a reconnaissance battalion in Poland, 1939. Source: Digital Collection of Armin FreitagOne of the few Ausf.As that survived until the winter of 1941. Source: Digital Collection of Armin FreitagSd.Kfz.247 Ausf.B as part of the 999. Armored Reconnaissance Battalion in Rhodes in 1943. Source: Digital Collection of Armin Freitag
Fate
After the Sd.Kfz.247s were removed from the organizational lists, there was no demand for them, and the few vehicles that survived continued to see service. Due to only such a low number of vehicles being produced, most Sd.Kfz.247s were lost by 1944.
Destroyed Sd.Kfz.247 Ausf.A of an armored reconnaissance battalion in 1941-1942. Source: Digital Collection of Armin Freitag
Reproductions
There are no surviving Sd.Kfz.247s. However, the 247 proved to be a popular vehicle for reenactors over time. There are numerous reproductions and replicas owned by private collectors and reenactors. They are mostly used as HQ vehicles for the unit, but some are also lent for film production. The exact number of reproductions is not known and they all differ in historical accuracy. They all use different chassis of trucks and cars and the material used is also different.
One of the most accurate Sd.Kz. 247 replicas used by many reenactment groups. Source: WikimediaA replica Ausf.B which is decently accurate, excluding the wheels. Source: FlickrSd.Kfz.247 Ausf.B replica which has the wrong wheels and is too short. Source: FlickrAnother accurate replica of the Ausf.B, excluding the wheels. It was used in numerous war films. Source: WikimediaA replica of the Ausf.B which is also decently accurate but has a too low silhouette and is too long. Source: FlickrA historically inaccurate replica of the Sd.Kfz.247 Ausf.B having the wrong mudguards, visors, equipment, and too high a silhouette. Source: WikimediaAnother replica of the Ausf.B with a too high silhouette and overall wrong layout. Source: WikimediaSd.Kfz.247 Ausf.A replica. This one is one of the most accurate replicas of the Ausf.A, excluding the wheels. Source: FlickrSd.Kfz.247 Ausf.A replica. This one, although it has the right shape, misses a lot of equipment and has some errors with the visors. Source: Flickr
Conclusion
The Sd.Kfz.247 Ausf.A and B were successful attempts at creating a mobile cross-country armored staff car that was superior in terms of mobility to the other staff cars but inferior to half-tracked vehicles. Although it might seem like the vehicle lacked armor protection and armament, this was not demanded by the weapons office. The vehicles delivered what they were intended for. However, the vehicles were built in too few numbers to actually have had an impact on the war and were less relevant to the German Army. They were replaced by more advanced half-tracked command vehicles.
Illustrations
Sd.Kfz.247 Ausf.A in the France, 1940. Illustration made by GodzillaSd.Kfz.247 Ausf.B in the Soviet Union, 1941. Illustration made by GodzillaSd.Kfz.247 Ausf.B in the Soviet Union in Autumn 1942. Illustration made by David B.Sd.Kfz.247 Ausf.B as part of the 10th SS. Panzer Division in Normandy, 1944. Illustration made by David B.
Sd.Kfz.254 Ausf.A and B specifications
Dimensions (L-W-H)
Ausf.A: 5.2 x 1.9 x 1.7 m, Ausf.B: 5 x 2 x 1.8 m
Total Weight
Ausf.A: 5,200 kg, Ausf.B: 4,460 kg
Crew (Ausf.A) and (Ausf.B)
6 (driver, 5 passengers)
Speed
Ausf.A: on roads 70 km/h, off-road 31 km/h, Ausf.B: on roads 80 km/h, off-road 40 km/h
German Reich (1935-1945)
Armored Reconnaissance Car – 339 Built
The German Kfz.13, although an initial success as the first serially produced armored car, lacked armor and any fighting capabilities and was never intended for combat use. This led to the need for a new armored car that would be built on a new standard chassis common to all kinds of other German armored vehicles. The Sd.Kfz.221 was first developed in 1934 and was a completely new design with many modern features at that time. It was meant for frontline service, acting as a reconnaissance vehicle together with radio-equipped vehicles. However, with thin armor and armed with only a machine gun, it could do very little in combat, even in 1939. Therefore, the production of the Sd.Kfz.221 was stopped and emphasis was laid on newer armored cars. In the end, it was still in service around 1943 due to a low supply of reconnaissance vehicles, with many regular 221s converted into radio or command vehicles.
Colorization of a Sd.Kfz.221 crossing the Austrian border in 1938 during the Anschluss. Colorization by Johannes Dorn. Source: Digital Collection of Armin Freitag
A Brief History of Early German Armored Car Development
Following the end of the First World War, Germany was strictly forbidden from developing new military technologies, including armored vehicles. Surprisingly, the Entente allowed the German Schutzpolizei (Eng. Police force), which had 150,000 armed men in service, to be equipped with 1 armored personnel carrier per 1,000 men. The Germans exploited this exception made by the Entente and developed and built a few new armored cars, such as the Ehrhardt/21. These vehicles were nominally given to and used by the police force, but the army also acquired and operated small numbers. To counter the large extremist groups and organizations which took hold of Germany in the post-war years, the Freikoprs had to be well equipped and trained.
The Ehrhardt / 21 of the Schutzpolizei. Source: Wiki
By the late 1920s and early 1930s, great interest was given to the development of new types of armored cars that were to be specially designed and used by the Army. The general lack of funds greatly hampered the development and introduction into the service of such vehicles. For example, while the eight-wheeled ‘ARW’ armored car was promising, having excellent mobility compared to four-wheeled armored cars, due to its price, the German Army simply could not afford it at that time. For this reason, the development of new armored cars focused on four-wheeled chassis. These had to be cheap and easy to be built, without the need for overly specialized tooling. As these were to be used as temporary solutions and for crew training, a simple design was deemed sufficient for the job.
The Kfz.13 Maschinengewehrkraftwagen (Eng. Machine gun vehicle) was Daimler-Benz’s response to the German Army’s request for an easy to build and a cheap open-top armored car. To make the Kfz.13 as cheap as possible, the Adler Standard 6 4×2 Kublesitzer passenger car was used for its base. On top of its chassis was a simple open-top armored body. The armament consisted of a rotating MG 13 machine gun protected by an armored shield. Based on this vehicle, a radio communication version, named Kfz.14, was built. It was basically the same vehicle, but the machine gun was replaced with radio equipment, including a large frame antenna.
The Kfz.13 (to the left) and its radio variant, the Kfz.14 (to the right), were Germany’s first attempts to develop armored cars. Source: http://www.panzernet.net/panzernet/stranky/auta/13.php
The fact that they were not fully protected was not seen as a problem, as this vehicle was never intended to be used in real combat. Nonetheless, due to the general lack of armored vehicles when the war started, both the Kfz.13 and 14 had to be used by the invading German forces. Surprisingly, despite their obsolescence, they were in use with frontline units up to the end of 1941. Some even managed to survive up to the end of the war in May 1945.
During 1934, more extensive work was made to develop dedicated four-wheeled armored vehicles that would be used by the German army in different specialized roles. This would lead to the creation of a successful Leichter Panzerspahwagen series starting with the Sd.Kfz.221.
Name
Initially, the new armored vehicle was designated as the Panzerspähwagen 35 (M.G.) (Eng. reconnaissance armored car). In July 1935, the designation would be slightly changed to Leichter Panzerspähwagen (M.G.) (Eng. light reconnaissance armored car). In contrast to the previous Kfz. 13 and 14 vehicles, which were not intended for combat use, this vehicle was specially designed for it. For this reason, it received the military classification marking and number, Sonderkraftfahrzeug (or Sd.Kfz., Eng. Special purpose vehicle) 221. Given that, in most sources, this vehicle is described simply as Sd.Kfz.221, this article will use the same designation.
The Sd.Kfz.221
The need for a heavy chassis arose in the context of the development of a standard and unitary chassis for Army purposes. The Einheitsfahrgestell I (Eng. standard chassis I) was to have a rear-mounted engine and was to carry an armored superstructure, later intended to be an armored car. Development of the standard chassis ‘I’ began in 1934, when the first design and layout of the vehicle were thought out, with certain factors that needed to be fulfilled.
These requirements were:
Decent reliability
Few defects and breakdowns in regular non-combat situations
Able to run on different grades of fuel
Easy to produce and to maintain chassis so lower-skilled workers could work on it too
Running gear had to have limited rolling resistance
Good suspension
Good grade ability
High ground clearance
Good steering with 4 wheel steering
Low weight and ground pressure
Large wheels
However, these requirements turned out to be very difficult to implement, which made it impossible to use any older chassis or spare parts.
The heavy standard chassis ‘I’ differed in many aspects from the other chassis. The rear-mounted engine had the large radiator located in front, while the size of the engine was minimized. The steering wheel was inverted and located on the left side.
The standard chassis ‘I’. Note the rear-mounted engine. Source: German Armored Cars of WW2. The Einheitsfahrgestell I (Eng. standard chassis I) being tested on the Auto Union testing ground in 1935. Source: German Armored Cars of WW2
The Sd.Kfz.221 based on the Einheitsfahrgestell I was intended as a direct replacement for the obsolete and inadequate Kfz. 13 and 14 armored cars. Wa. Prüf. 6 (Eng. Weapons Ordinance department) gave specific demands for two types of vehicles. The first was a light armored car mounting a single machine gun. Later, during development, an additional requirement for a vehicle with a two-man turret and a 20 mm cannon was issued and would become the Sd.Kfz.222. It was meant to act as a support vehicle for the MG version. The last version was a light armored car with a radio and frame antenna (the Sd.Kfz.223).
A prototype of the Sd.Kfz.221 during test trials. Note the elevated driver’s compartment. Source: Digital Collection of Armin Freitag.
Production
Several different factories were involved in the production of the Sd.Kfz.221. The I series was built from 1935 to 1937, with some 14 being assembled by Daimler-Benz, 69 by Schichau, and 60 by Deutsche-Werke. An additional 48 of the II series were built during 1938. The last 150 of the III series were assembled by Weserhütte from June 1939 to August 1940. Despite the original intention for the vehicle to be cheap, the Sd.Kfz.221 was rather expensive and difficult to build.
Colorization of a Sd.Kfz.221 during the interwar period (note the camouflage), before 1938. Colorized by Johannes Dorn. Source: Privat Collection of Armin Freitag
Design
Chassis and Running Gear
The Sd.Kfz.221 chassis consisted of the rear-mounted engine, central crew compartment, and the front driver position. To have the best possible off-road performance, independent suspension was used on all four wheels. Each of the four wheels was connected to the chassis frame by two unequal bar arms. These were then sprung by two coil springs, which, in turn, were connected to two double-acting shock absorbers. The actual drive to the wheel ran between the two springs.
A close-up view of the Sd.Kfz 221 chassis, with the rear-mounted engine. Source: T.L. Jentz and H.L. Doyle ) Panzer Tracts No.13-1 Panzerspahwagen
The dimensions of the pneumatic tires were 210 x 18. From 1938 onwards, the Sd.Kfz.221 wheels were to be equipped with bulletproof inner tubes. These were not actually bullet resistant, but instead did not deflate when hit by enemy fire, and thus the vehicle could drive on for a while.
Engine
The Sd.Kfz.221 was powered by a Horch 3.5 liter V-8 water-cooled 75 hp @ 3,600 rpm engine. With a total weight of nearly four tonnes, this armored car was able to reach a maximum speed (on good roads) of 80 km/h. In front of the engine was a 110-liter fuel tank. With this fuel load, the operational range of the Sd.Kfz.221 was 350 km, while cross-country, this was reduced to 200 km. Immediately behind the fuel tanks, a fire-resistant wall was installed.
The Sd.Kfz.221 had a four-wheel drive. For steering, there were two options. The vehicle could either use only the front wheels, or, in special circumstances, the driver could use all four wheels. The later option was to be avoided during fast driving, as it could be potentially dangerous for the crew. The driver was instructed to use four-wheel steering only when the speed of the vehicle was less than 20 km/h.
Armored Body
An armored body was placed on top of the chassis. While protected with only 8 mm of armor at the front and on the sides and 5 mm at the rear, the plates were placed at a high angle to provide additional protection from small-caliber rounds.
The lower part of this armored body was V-shaped and placed at 35° angles. The upper plates had the opposite shape, curving inward as they neared the top and were placed at the same angle. The front plate armor, angled at 36º to 37º, was specially designed to offer the maximum protection possible, but, at the same time, providing the driver with an excellent view. The rear part, where the engine was positioned, was similarly designed to have angled armor plates. All these plates were welded together. Only the front and rear suspension protective plates were bolted to the armored body. The wheels were also protected by four detachable hubs. Various storage boxes and spare wheel holders were placed around the armored body.
While the armor thickness of the Sd.Kfz.221 was thin, the armor plates were highly angled to provide additional protection. Nevertheless, its armor was only able to resist small-caliber rounds. Source: www.panzernet.netNumerous external storage boxes were attached around the armored body. In addition, spare road wheels were also carried by the vehicle. This photo shows a unit of Sd.Kfz.221 during the invasion of France in 1940. Colorization by Johannes Dorn. Source: World war photos
On the lower part of the armored body sides were two large hatches. Just above them were the driver’s side vision ports. Each vision port was additionally protected with a metal frame that provided resistance against bullet splash and an armored glass block. The driver was provided with a large single-piece frontal visor. As these proved too expensive to produce, from early 1939, the vision ports were replaced with cast ones.
The top front of the Sd.Kfz.221 was protected with 5 mm of armor. The rear part, behind the turret, was covered with a mesh wire which provided protection against grenades. If needed, it could be open for a third crew to be transported inside the vehicle.
The rear part of the armored body was covered with mesh wire. Source: T.L. Jentz and H.L. Doyle (2005) Panzer Tracts No.13-1 Panzerspahwagen
To the rear in the engine compartment, three smaller hatches were provided for the crew to have easy access to the engine. Interestingly, the two hatches located on the engine compartment sides could be remotely opened by the commander. The purpose of them being open was to provide additional cool air to the engine. The large ventilation port was protected by overlapping armor strips. These offered free flow air ventilation but prevented enemy rounds from entering the engine compartment.
To the rear engine compartment, three hatches were provided for the crew to have easy access to the engine. The two side hatches could be remotely opened to act as additional ventilation ports. Source: www.panzernet.net
Despite increasing the frontal armor to 14.5 mm in 1939, the Sd.Kfz.221 crew were only sufficiently protected from small-caliber bullets. Any kind of anti-tank weapon could easily destroy the vehicle. Given that this was a reconnaissance vehicle not meant to be used directly in combat, speed and mobility were more important than armor.
Turret
The small seven-sided turret was just an extended machine gun shield. The turret did not move using a ball bearing race, but instead on four simple rollers which were placed on top of the Sd.Kfz.221’s superstructure. The armored plates of the turret were only 8 mm thick and placed at 10° angles. The turret ring diameter was 1,450 mm.
This turret did not actually fully protect the gunner, whose head was partially exposed. It was common to see the gunners of this vehicle using steel helmets. Half of the turret top was covered with a two-piece anti-grenade screen. The open-top nature of the turret offered the commander excellent all-around visibility, which was important for a reconnaissance vehicle. In case of an engagement with the enemy, two side vision ports were provided for observation. During the introduction of the III series, the additional visors were added to the turret sides.
Top and bottom view of the Sd.Kfz.221 turret. It was actually an enlarged gun shield that was manually moved by the gunner. Source: T.L. Jentz and H.L. Doyle (2005) Panzer Tracts No.13-1 Panzerspahwagen
Armament
The Sd.Kfz.221 was only lightly armed, with one pedestal-mounted 7.92 mm MG 13 machine gun. The machine gun mount with the gunner’s seat had simple spring units that allowed them to be raised. For lowering the machine gun, the gunner simply had to use his own body weight. If needed, this mount could be further raised up, protruding out of the small turret. This was done to provide the vehicle with limited anti-aircraft capabilities. This machine gun was belt-fed with an ammunition load of 1,000 rounds. Different sources also mention that the ammunition load consisted of either 1,050, 1,200, or even 2,000 rounds.
A close-up view of the Sd.Kfz.221 MG mount. It was simple in design and could be easily moved by the gunner’s own weight. Source: T.L. Jentz and H.L. Doyle (2005) Panzer Tracts No.13-1 PanzerspahwagenIf needed, the MG mount could be raised to protrude out of the turret. This way, enemy aircraft could be targeted. Given the machine gun’s small caliber, it could do little to seriously threaten its air opponents. Note this vehicle is the prototype. Source: T.L. Jentz and H.L. Doyle (2005) Panzer Tracts No.13-1 Panzerspahwagen
The obsolescent MG 13 began to be replaced with a more modern MG 34 in April 1938. Later that year, in June, the belt feed was to be replaced with drum magazines on the MG 34. Despite being replaced by the much-improved machine gun, the older MG 13 was still in use by some units, such as the aufklärungs (Eng. reconnaissance) detachments of the reiter-regiments (Eng. Cavalry units). In either case, the elevation of the machine gun was -30° (or -10°) to +70°, while the traverse was a full 360°.
The crews were supplied with one MP-18 submachine gun. This would later be replaced with an improved MP-38 or 40. Additionally, six hand grenades and a 27 mm signal pistol were carried inside.
Crew
The Sd.Kfz.221 had a crew of two, the commander and the driver. The driver was positioned at the front of the vehicle, while the commander was just behind him. Given that the use of radios by this vehicle was rare, the commander’s secondary role was to operate the machine gun. Communication with other vehicles was possible by using either hand or flag signals.
Radio Equipment
In spite of being a reconnaissance vehicle, the Sd.Kfz.221 was usually not equipped with a radio. From 1941 onwards, some vehicles, possibly in limited numbers, were equipped with short-range radios such as the FuG 3 or 5.
Organization
According to the German doctrine, the reconnaissance armored vehicles’ primary goal was to race ahead of the main force. They were to scout for an enemy’s strong and weak points. Once the enemy positions were observed and vital information gathered, the armored cars were to report back. Armor and weapons were mainly for self-defense, and engagements with the enemy were to be avoided when possible.
The Sd.Kfz.221s were used to equip aufklärung (Eng. reconnaissance) detachments of various units, including panzer, motorized, and regular infantry divisions. However, these armored cars were rather rare and could not often be provided in the numbers needed. As an example, an infantry division in 1939 had around 3 armored cars, either the 221 or the 222. Furthermore, a motorized infantry division did not field many armored cars as part of their reconnaissance unit. Only the panzer divisions and their panzer aufklärungs abteilungen (Eng. tank reconnaissance battalions) were heavily in need of armored cars, as they needed a very fast car that was also armored.
In 1939, theoretically, a panzer division fielded 90 armored cars in total. In reality, the number of armored cars varied from each division. As an example, the 5th Light Division fielded 127 armored cars, whilst the 4th Panzer Division only fielded 70. Out of these 90 armored cars, 20 were the Sd.Kfz.221s. All of them were part of the panzer aufklärungs abteilung (note the term Panzer was only applied after 1940). In each reconnaissance battalion, two armored car companies existed at this time, named aufklärungsschwadron (Eng. reconnaissance squadron). Each armored car company had a signal detachment, company HQ, 1 heavy platoon, a company maintenance section, and 2 light platoons. One light platoon consisted of 4 Sd.Kfz.221 and 2 Sd.Kfz.222. The other light platoon consisted of 6 Sd.Kfz.221. A motorized division had, in theory, 30 armored cars and again 1 motorized reconnaissance battalion. The same numbers applied as for the panzer division. This also meant 20 Sd.Kfz.221s had to be present in total in a motorized division.
By 1940, the numbers had not changed. Although present during the invasion of Poland, the Waffen SS or, at this time, Verfügungstruppen der Waffen SS (Eng. Units available of the Waffen SS), only saw minor action. In the invasion of France, they participated in large numbers for the first time. The SSVT (Waffen SS Verfügungstruppen) had a different organization than the regular panzer divisions in both Poland and France. Unlike the regular Wehrmacht divisions, the SS Division of the LAH (Leibstandarte Adolf Hitler, 1. SS. Panzer Division), for example, had a light SS armored car platoon within their motorized infantry regiments. This meant 4 additional Sd.Kfz.221s to the 10 from the armored car company within the reconnaissance battalion (SS battalions only had one AC company), 14 Sd.Kfz.221s in total. The regular SS-V (Waffen SS Verfügung) had this additional light AC platoon. This included the Germania SSVT, Der Führer SSVT, and Deutschland SSVT (all part of the 2. SS). This also explains why, in some photos, the Sd.Kfz.221s have the tactical symbol of a regular infantry regiment and not of a reconnaissance unit. The 3. SS Panzer Division did not have this additional light AC platoon.
Sd.Kfz.221 in Poland in 1939. The vehicle belongs to the LAH. The tactical symbol shows that this vehicle is part of the motorized infantry regiment (within the light SS AC platoon) and is not part of the reconnaissance battalion. Source: Warloard
In 1941, most armored cars were still organized into the panzer aufklärungs abteilungen of panzer divisions. Each battalion had one armored car company, which consisted of a signal detachment, company HQ, 1 heavy platoon, company maintenance section, and 2 light platoons. The light platoons consisted of 8 armored cars, 4 of which were Sd.Kfz.221s. This meant each panzer division theoretically had 8 Sd.Kfz.221s. The same numbers applied to the motorized infantry divisions. By 1941, SS Divisions were full combat divisions, and, therefore, the reconnaissance battalions had the same organization as the Wehrmacht divisions.
In 1942, the Sd.Kfz.221 was removed from all lists and organizations in the panzer and motorized infantry divisions. However, like the Panzer I, it continued to see service as a replacement and spare vehicle.
Sd.Kfz.221s during the very early stages of the invasion of the Soviet Union in 1941. Note the writing on the side honors a fallen crewmember or officer of the unit. The vehicles are part of the 2nd Platoon of the armored car company of 2. SS Panzeraufklärungs Abteilung (Eng. 2nd SS Tank Reconnaissance Battalion) of the 2. SS Panzer Division “Das Reich”. Source: M.B. via EbayEstonian SS soldiers and their Sd.Kfz.221 and 5 cm Pak 38 of the 5. SS Panzer Aufklärungs Abteilung of the 5. SS Panzer Division “Wiking” in the Soviet Union in 1942. Source: World war photos
Number of Sd.Kfz.221s per Division from 1939 to 1941
Date
Type of Division
Number of Sd.Kfz.221s
1.9.1939
Infantry Division
3
1.9.1939
Motorized Infantry Division
20
1.9.1939
Panzer Division
20
1.9.1939
Waffen SS VT (1st, 2nd)
14
1.9.1939
Waffen SS VT (3rd)
10
1.5.1940
Motorized Infantry Division
20
1.5.1940
Panzer Division
20
1.5.1940
Waffen SS VT (1st, 2nd)
14
1.5.1940
Waffen SS VT (3rd)
10
22.6.1941
Motorized Infantry Division
8
22.6.1941
Panzer Division/Waffen SS
8/10
In Combat
The Sd.Kfz.221 would see extensive action in almost all fronts where the Germans were involved. Unfortunately, the general use of the German armor cars is often overshadowed by the better-known panzers. The first use of the Sd.Kfz.221 in German hands in a foreign land was during the Anschluss of Austria in 1938 and during the German occupation of Czechoslovakia in 1939. As part of Aufklärungs Abteilung 1, several Sd.Kfz.221s participated during the occupation of Memel (Lithuania) in 1939.
Sd.Kfz.221 crossing the Austrian border during the Anschluss in March 1938. Source: Bundesarchiv, Photo: 137-040270
Their first combat experience in German hands would be gained during the invasion of Poland. At least 290 Sd.Kfz.221s took part in the invasion as part of either the SSVT or the Wehrmacht. Although they did not encounter many tanks, the Polish AT guns proved to be more than a match for the 221. The German Army, in general, did not have a lot of experience in actual fighting, let alone their reconnaissance units. This resulted in reconnaissance units running into AT guns without any support from tanks or artillery. Furthermore, the coordination between the air force and the ground forces was only in its early stages and still had to be fine-tuned.
During the invasion of Poland, although achieving victory, the German Army lost a large amount of vehicles, especially lightly armored ones, including the Sd.Kfz.221. Before the invasion of France and the Benelux, the Sd.Kfz.221 saw service during the invasion of Denmark and Norway as part of Panzer Abteilung 40 z.b.V. (Eng. Tank Battalion 40 for special purposes).
Colorization of a Sd.Kfz.221 in what appears to be Denmark in April 1940. Colorization by Johannes Dorn. Source: Panzer.net
In May 1940, around 280 Sd.Kfz.221s took part during the invasion of France. Although the coordination within the German forces had improved, the Allied tanks proved to be a new danger for the 221. British and French tanks could destroy entire armored car companies, with the companies which were unable to defend themselves. However, due to much better coordination, the reconnaissance units worked better with the tank regiments and air force and were able to beat back Allied forces. Furthermore, the knowledge and intelligence that the fast and mobile Sd.Kfz.221 and the reconnaissance units in general collected were essential for the German application of the doctrine of mobile warfare.
Destroyed Sd.Kfz.221 in France or the Soviet Union with the extended MG arm. Source: Digital Collection of Armin Freitag
It is unknown if any 221s were sent to North Africa, as no photos show them there. If any took part, it must have been only in small numbers, possibly 20 to 24 vehicles.
During Operation Barbarossa, the invasion of the Soviet Union, approximately 210 Sd.Kfz.221s were still in service. The Soviet Union would be the end for the 221, as the harsh climate and mud season were too much even for the decent mobility of the 221. Furthermore, the large numbers of Soviet AT rifles, guns, and tanks contributed to the decreasing number of vehicles that were still operational. This and the discounted production led to the removal of the Sd.Kfz.221 from all organizational tables and it was replaced by the Sd.Kfz.222 in 1942.
Nonetheless, it continued to see service as a replacement and reserve vehicle. Furthermore, Sd.Kfz.221 versions with the 2.8 cm AT gun or an AT rifle were introduced, both of which continued to see service until the Battle of Kursk. Eventually, even these were put out of service due to their increasingly weak armament. However, many of the improvised radio vehicles and command vehicles served within the divisions until the war’s end.
Sd.Kfz.221 with the 2.8 cm sPzB 41 with a late war camouflage in the Soviet Union, 1943. Source: Antikfuchs via EbayColorization of a Sd.Kfz.221 in a region of Ukraine in 1942. Colorized by Johannes Dorn. Note the AT rifle on the side carried by the crew. Source: Digital Collection of Armin FreitagColorization of a Sd.Kfz.221 in the Soviet Union in 1941. Note the Pz.B.39 AT rifle fitted next to the MG. Colorized by Johannes Dorn. Source: Panzer.net
Sub-Variants
Due to the Sd.Kfz.221 being available in relatively large numbers and obsoleteness, many vehicles were converted and reused in new roles. Some of these vehicles were created to counter the lack of anti-tank power, whilst some units made use of them to replace missing radio vehicles.
Sd.Kfz.221 with Panzerbüchse 39
The Sd.Kfz.221’s armament of only one machine gun proved to be insufficient, so, in 1941, the first attempts were made to increase its firepower. Besides the machine gun, an opening for a 7.92 mm Pz.B.39 anti-tank rifle was added. This anti-tank rifle was introduced in 1940 as a replacement for the older Pz.B.38. Due to the obsolescence of this rifle, few such modifications were made.
The 7.92 mm Pz.B.39 anti-tank rifle, due to its late introduction in 1940, saw quite limited service. Source: WikiAn unknown number of Sd. Kfz 221s received the 7.92 mm anti-tank rifle. To make room for the new weapon, the left part of the turret was cut open. This vehicle was part of the 4th Infantry Division in the Soviet Union in 1942. Source: Antikfuchs via EbayThe same vehicle as above shows the Panzerbüchse in the Soviet Union in 1942. Source: Antikfuchs via EbayColorization of an Sd.Kfz.221 of the 14th Panzer Division in the Soviet Union in 1942. Note the Pz.B. 39 next to the MG mount. Colorization by Johannes Dorn. Source: Digital Collection of Armin Freitag
Sd.Kfz.221 with 2.8 cm schwere Panzerbüchse 41
From 1942 onwards, most Sdk.Kfz. 221s were to be rearmed with the 2.8 cm schwere Panzerbuchse 41 (Eng. heavy anti-tank rifle), or more simply, sPzB 41. While classified as an anti-tank rifle, it more correctly fitted the role of a light anti-tank gun, given that the gun was placed on a two-wheel mount with split trail legs. Surprisingly, no traverse or elevation mechanisms were used. Instead, the gun operator had to aim the gun using a spade grip to manually change the position of the barrel to fire at the designated target. The gunner grip unit was actually offset to the right from the breech block. An unusual element of this weapon was that it implemented the use of a tapering bore. Basically, the barrel section that connected to the sliding breech block had a diameter of 2.8 cm. Toward the end of the barrel, at the muzzle brake, this diameter was reduced to 2 cm.
The 2.8 cm schwere Panzerbuchse 41. Source: http://www.tankarchives.ca/2016/08/schwere-panzerbuchse-41.html
Another unusual feature of this weapon was its specifically designed ammunition. Basically, the crew of this gun could choose between the 2.8 cm Pzgr Patr 41 armor-piercing (AP) and Sprgr patr 41 high-explosive (HE) rounds. The AP round consisted of a tungsten core that was placed inside a lead sleeve. It was then placed in a cartridge made of iron that had a magnesium-alloy top. The whole cartridge could easily fit into the chamber. During firing, the front part would be squeezed thanks to small holes in it that would allow the air to escape. Thanks to the magnesium-alloy top, when the target was hit, a bright light was released. This helped the gunner see where he had hit the target. The total weight of this AP round was 131 g. With a muzzle velocity of 1,400 m/s, the armor penetration of these AP rounds was 52 mm at 500 m at a 30° angle. The HE round worked the same way, but the difference was that its casing was built using steel. Both rounds had a meager range of only 800 m.
The front part of the turret was cut, and the gun mount was placed on top of the armored body, slightly in front of the turret. The sPzB 41 trailer was meant to be carried with the vehicle. While not clear how many were converted with this weapon, author D. Nešić (Naoružanje Drugog Svetsko Rata-Nemačka) mentions that around 34 vehicles were made. In order to protect the operator, the original sPzB 41 two-part gun shield was retained. The MG 34 was retained inside the vehicle, but its ammunition load was decreased to 800 bullets.
It is unknown which divisions carried out these conversions. However, photos reveal that the Kradschützen Abteilung Grossdeutschland (Eng. Motorcycle Battalion Greater Germany) used several of these AT Sd.Kfz.221s. The 11th Panzer Division also used several during the Battle of Kursk.
Sd.Kfz.221 with the 2.8 cm AT gun of the 11th Panzer Division in the Soviet Union during the Battle of Kursk. Source: Digital collection of Armin FreitagThe mount for this gun was placed slightly in front of the gunner’s turret. Source: T.L. Jentz and H.L. Doyle Panzer Tracts No.13-1 PanzerspahwagenSd.Kfz.221 with 2.8 cm sPzB 41 in the Soviet Union as part of the 1st Company of Kradschützen Battalion Grossdeutschland (Eng. Motorcycle Reconnaissance Battalion Greater Germany). Source: Digital Collection of Armin Freitag
Sd.Kfz.221 Radio and Command Vehicles
During the war, the German Army suffered from a severe lack of command and radio vehicles. Therefore, many replacement or old vehicles had to be reused for this purpose. The obsolete Sd.Kfz.221, with its MG armament or even the AT rifle and the expensive AT gun variants, was too weak to defend itself on the battlefield.
For this reason and due to a shortage of radio vehicles such as the Sd.Kfz.223, an unknown number of 221s were converted into radio vehicles. Since these were mostly field conversions, the vehicles differed greatly from each other. Some had their turret removed, whilst some still mounted it. However, all vehicles were outfitted with some kind of antenna. Early during the war, this antenna would be a Rahmenantenne (Eng. frame antenna). Although these antennas differ in size and height from vehicle to vehicle, all of them were smaller and narrower than the one fitted on the Sd. Kfz. 223. Conversions were presumably done by the 7th Panzer Division, as their armored car company was refitted with French armored cars and they, therefore, had a stockpile of Sd.Kfz.221s. At the same time, their radio vehicles were removed from the signal detachment. Therefore, the spare Sd.Kfz.221s were refitted with the radios. The same can be said about the 20th Panzer Division. There is a possibility that other divisions did the same at a later point.
An Sd.Kfz.221 with a frame antenna, part of Aufklärungs Abteilung 37 (Eng. Reconnaissance Battalion 37) of the 7th Panzer Division in the Soviet Union in 1941. Note the swastika for aerial identification. Source: Digital Collection of Armin FreitagSd.Kfz.221 radio version with a larger frame antenna. Note that it seems that the turret was removed and covered with a canvas. The Soviet Union, winter 1941. Source: Digital Collection of Armin FreitagSd.Kfz.221 with frame antenna. This photo shows that, although the turret was removed, the MG was kept and temporarily placed on some kind of mount. Unknown date and location. Source: Digital Collection of Armin FreitagSd.Kfz.221 with frame antenna from what appears to be the 7th Panzer Division in the Soviet Union in 1941. Note the tactical symbol showing that this vehicle was reused from the armored car company and put into the signal platoon to replace a Sd.Kfz.223 from Panzer Aufklärungs Abteilung 37. Source: Digital Collection of Armin Freitag
A single vehicle is known to have been commanded by Generalleutnant Gerhard Graf von Schwerin. It did not have the regular frame antenna, but a middle-to-late-war Sternenantenne (Eng. Star antenna). The vehicle had its turret removed and was outfitted with a windshield. It was one of the last Sd.Kfz.221s to see combat action during the Battle of the Bulge in winter 1944-1945.
Generalleutnant Gerhard Graf von Schwerin in his Sd.Kfz.221 radio version as part of the 116th Panzer Division in Belgium in September 1944. Note the equipment for the star antenna. Source: Digital Collection of Kurt WendtThe same vehicle, now outfitted with a windshield, winter camouflage, and iron chain tires during the Battle of the Bulge in the Winter of 1944-1945. Note that the windshield appears to be taken from a VW Kübelwagen Typ 82. Source: Years of History
The Sd.Kfz.221 not only proved to be popular as a replacement for radio vehicles, but also as a mobile command post. Due to fairly decent mobility, it was popular amongst HQ units, which reused the old 221s from their reconnaissance battalions. Similar to some radio vehicles, these command vehicles received a windshield. However, this windshield was less of a field conversion and more of a production type, as multiple vehicles can be seen with the same curved windshield. One of the most popular command variants with the photographers was a Sd.Kfz.221 converted during the Polish campaign, named “Tiger”. Another vehicle was seen during the invasion of the Soviet Union in 1941.
Sd.Kfz.221 “Tiger” command version during the Polish campaign (Note the markings). Also note the fact that this vehicle is being driven by an officer. Source: Digital Collection of Armin FreitagColorization of a Sd.Kfz.221 command version with a curved windshield in the Soviet Union in 1942. Colorized by Johannes Dorn. Source: Digital Collection of Armin FreitagSd.Kfz.221 command vehicle without a turret used by the Brigade Headquarters of the 7th Panzer Division. This was again done due to a stockpile of Sd.Kfz.221s caused by newly captured French armored cars replacing the old German ones. Source: Digital Collection of Armin Freitag
Sd.Kfz.221 with MG 34 Lafette
An unknown number (presumably a single vehicle) of Sd.Kfz.221s were converted into Self-Propelled Anti-Aircraft Guns (SPAAGs). The vehicle had its turret replaced by a Zwillingssockel 36 (Eng. twin base) with two AA MG 34s and a protective shield.
Sd.Kfz.221 with twin anti-aircraft MG 34s, presumably in the Soviet Union in 1941. Source: Engelbubu-Fotos via Ebay
Sd.Kfz.221 in Chinese Service
In 1935, the Chinese Kuomintang Government was feeling more and more threatened by the Empire of Japan on its borders. As a result, the German advisors in Nationalist China advised the purchase of German tanks. Alongside Panzer Is, ammunition, firearms, and trucks, 18 Sd.Kfz.221s were also acquired. On arrival, they were organized into the 3rd Tank Battalion stationed in Nanjing, where they would later see service. Only a portion of the vehicles had machine guns sent with them. This meant a number of vehicles had to be equipped with Soviet or Chinese MGs. However, under German advice, the vehicles were not used in their intended role as reconnaissance vehicles. During the defense of Shanghai in 1937, they were mostly used as mobile pillboxes. Although defeated during the defense of Shanghai, the vehicles survived until at least 1944 according to photographic evidence.
There is a controversy around the use of the Sd.Kfz.221 in China relating to its camouflage. Although it seems like the vehicles were painted in the dark gray camouflage in most photos, they were actually painted in the standard German three-tone camouflage. The dark gray camouflage was only applied in Germany from around September 1938, when the vehicles were already in China. Due to exposure to the weather of China and because the pattern was not repainted, the three-tone camouflage quickly disappeared and wore off.
Sd.Kfz.221s and 222s of the 88th Infantry Division of the Kuomintang during a parade in Yunnan in 1944. Source: Char 1A via Twitter
Surviving Vehicles
A single Sd.Kfz.221 is known today that survived the war. It is exhibited in the Royal Jordanian Museum, however, it is unknown how it got there. Furthermore, if the license plate is still the original one, it reveals that the vehicle was part of the SS. Wiking Division, which mainly served on the Eastern Front. This would lead to the conclusion that the museum purchased the vehicle from another museum or private collection in Russia. However, there is a possibility that this vehicle is a reconstruction (due to a number of oddities).
The Sd.Kfz.221 presented in the Royal Jordaning Museum. Note the MG appears to be wrong and the grenade hatch is missing. Source: Tripadvisor
Conclusion
The Sd.Kfz.221 turned out to be a success during the early war. The vehicle featured many new technologies, such as a four-wheel drive or a rear-fitted engine. For the first time, it introduced standardized production in the German Army. However, like many other armored fighting vehicles developed and built during the interwar years, the vehicle was obsolete after 1940. The sole machine gun could not provide an adequate threat to any armored vehicles and the armor could only protect against small arms fire. The addition of the AT rifle could only help against soft skin vehicles and light tanks and the upgraded 221 with the 2.8 cm sPzb was not able to fight against enemy tanks at medium to long ranges. However, due to its mobility, it was fairly popular amongst the troops, who would use it as a command station or radio vehicle during the middle and late war.
Early Sd.Kfz.221 of the 15th SS Aufklärung Abteilung “LSSAH”, spring 1939. Click to see another from the Aufklärung-Abteilung 3rd SS Panzerdivision “Totenkopf”, Arras sector, northern France, May 1940. Illustration made by David B.Sd.Kfz.221, Russia, winter 1941-42. Notice the half open anti-grenade screen over the top of the turret. Illustration made by David B.Sd.Kfz.221 of the Chinese Nationalist Army Illustration made by Pavel
Panzerspahwagen 204(f) with 45mm 20-K gun. Illustration by Godzilla
German Reich (1941~1943)
Armored Car – Very Likely Unique
Germany’s victories during the early phases of the Second World War gifted the Wehrmacht with a large fleet of captured armored fighting vehicles. The fall of France, in particular, saw Germany get its hands on most of the former vehicle fleet of the French Army, as well as infrastructure to reasonably maintain them. These vehicles would see continued use by German forces all across Europe, mostly in security roles, but also occasionally on the frontlines, all the way to the fall of Germany in 1945. During these years of service, many were modified or converted by their users. An obscure conversion is the Panzerspähwagen (Eng: reconnaissance tank) 204(f), a captured Panhard 178 that was refitted with a Soviet 45 mm 20-K gun.
The Panhard 178
In December 1931, the French Cavalry formulated a request for an AMD (Automitrailleuse de Découverte / ‘Discovery’ armored car), an armored vehicle meant to perform reconnaissance while having enough combat capacities to be able to engage enemy units. This was in contrast to the AMR (Automitrailleuse de Reconnaissance / Reconnaissance Armored Car), which were smaller vehicles with more limited combat capacities meant purely for reconnaissance. Panhard, the leading French armored car producer at the time, designed the Voiture Spéciale 178, more often simply known as Panhard 178, to meet this request. The vehicle was adopted by the French Cavalry as the AMD 35 in 1934. Formal orders were placed in January of 1935, production begian in 1936, and the first operational vehicles were delivered in February 1937.
A crewmember of the 6th Cuirassiers Regiment stands in front of his Panhard 178. With a crew of four, the Panhard 178, though not perfect, still had a much more effective division of tasks than most French AFVs.Source: char-français
The Panhard 178 was an 8 tonnes armored car powered by a 4-cylinder 105 hp engine and was able to reach a maximum speed of 72 km/h. One of its most interesting features, which separated it from the vast majority of other French armored vehicles, was its two-crew APX3 (Atelier de Construction de Puteaux – Eng: Puteaux Construction Workshop) turret, which allowed the commander to concentrate on tactical, spotting, and overall command tasks, leaving the operation of the gun to the gunner/loader. This was a major improvement in comparison to the one-crew turrets which featured on the vast majority of French tanks, where the commander also had to reload and operate the vehicle’s armament. This APX 3 turret featured a 25 mm SA 35 anti-tank gun as well as a coaxial MAC 31 7.5 mm machine gun, with 150 25 mm and 3,750 7.5 mm rounds. This armament was fairly capable for an armored car, being, for example, generally sufficient to deal with early Panzer III and IV models fielded in the campaign for France, as well as the earlier Panzer I and II.
Into the Wehrmacht
With the German invasion of France in May-June 1940, the French saw many of their vehicles abandoned by the side of roads because of lack of fuel or spare parts, or even of time to repair or refuel their vehicles before they would be overrun. These intact vehicles would be ripe for the taking for German forces, and there are indeed occasional reports of captured Panhard 178s, as well as other vehicles, such as the Renault UE, being fielded by German forces during the Campaign of France itself.
More significantly, at the end of the campaign, the French Army surrendered some of its vehicles. Actually, the Panhard 178 was the only vehicle Vichy France was allowed to keep in service in mainland France by the terms of the armistice. A total of 64 vehicles, with the 25 mm gun replaced by another 7.5 mm machine gun, were approved under these conditions. In addition, there were at least 45 uncompleted hulls which were hidden away from the Germans and were later used for the Panhard 178 CDM conversions.
German forces were also able to seize the Panhard facilities with a number of completed or near-completed vehicles. It is thought that about 190 Panhard 178s were pressed into service with German forces. Overall, the vehicle could be said to have been one of the more potent French vehicles, with a two-crew turret, a decent anti-tank gun for the time, and overall good mobility. It is therefore not surprising to see the vehicle was actively pressed into service by German troops. The Panhard 178 was designated Panzerspähwagen 204(f) (“f” standing for French) in the German captured vehicles designation system, and was one of the narrow selection of French vehicles which would not only be used for security roles, but also on the frontlines of Operation Barbarossa, alongside the Somua S35 cavalry tank and B1/B1 Bis converted into flamethrower vehicles.
A P 204(f) operated by SS Panzer-Aufklärungs-Abteilung 2 (Eng: SS tank reconnaissance battalion 2) of the 2. SS Panzer Division “Das Reich” (Eng: The Reich). Notice the SS registration, which significantly differs from the known converted vehicle, indicating it was a Wehrmacht vehicle instead of an SS one. Also, the tactical markings indicate that the vehicle was part of a motorized cavalry reconnaissance battalion equipped with captured French vehicles.Source: Trackstory n°2
The two most significant units operating the P 204(f) were Panzer-Aufklärungs-Abteilung 37, the reconnaissance group of the 7th Panzer-Division which operated 64 vehicles, including 18 of the unarmed, casemate radio version, and Panzer-Aufklärungs-Abteilung 92, the reconnaissance group of the 20th Panzer-Division that operated 54. Smaller number of vehicles were also included in other units which took part in the invasion of the Soviet Union, including the Waffen-SS Totenkopf and Germania (future Das Reich) divisions as well as some lower-echelon security units.
The 45 mm Conversion
Considering the vehicle was very actively employed, the Germans routinely modified some of their Panhard vehicles. For example, in French service, radios were only issued to squadron and platoon leaders, with the squadron leader receiving an ER 26ter radio dedicated to communications with other squadrons and an ER 29 dedicated to internal communications of the unit, while the platoon leaders only received the ER 29. In German service, it was very common for all vehicles to receive FuG 10 or FuG 11 radios, with the importance of radios, particularly for reconnaissance vehicles, being more highly considered by the Germans.
There were also some more in-depth Panhard 178s conversions though. The more well-known ones were found in France, where German forces had significant infrastructure to modify and convert French vehicles. These included at least one P 204(f) armed with a 5 cm KwW L/42 gun, likely made available by re-arming a Panzer III with a 5 cm L/60 gun, and another which received a 5 cm L/60 gun with a muzzle brake, all in vastly modified or perhaps all new turrets. At least one P 204(f) received an aviation turret from a German bomber, armed with a 7.92 mm MG 81 machine gun, believed to be used for security purposes by the Luftwaffe. However, in the early 2020s, a new photo emerged confirming the existence of at least one P 204(f) conversion which was very likely done on the Eastern Front.
The converted, 45 mm-armed P 204(f).Source: Ebay
The photo shows a vehicle, appearing to be painted in the Panzergrau (Eng: Panzer Gray) color, which features what appears to be a new gun and mantlet. Upon closer inspection, it appears this P 204(f) was fitted with a part of the mantlet and the gun from a Soviet T-26 or BT-5/BT-7 tank. Interestingly enough, the turret appears to be almost unmodified outside of this all new mantlet. The addition of this Soviet armament also came with the spotlight that was commonly fitted to these Soviet tanks.
The Practicality of Such a Conversion
One may wonder at first if such a conversion sounds plausible. The Panhard 178’s original 25 mm SA 34 was a smaller caliber L/47.2 gun with a 1,180 mm-long barrel, in comparison to the 45 mm L/46 of the 20-K gun with a 2,070 mm-long barrel. The Soviet 45 mm shells were both larger and longer than the French 25 mm (45 x 310 compared to 25 x 193.5 mm) and could be expected to have significantly more recoil.
However, the APX3 turret of the Panhard 178 turret being able to support a larger gun is not necessarily surprising. In fact, the Panhard 178 and 25 mm anti-tank gun was a late development on the vehicle, as a 20 mm fully automatic armament had been originally envisioned for the Panhard. Delays in the development of such an armament meant it was never mounted on a Panhard, but before France fell, the French Army was already considering re-arming the Panhard 178 with the larger 47 mm SA 35 gun, which could be said to be quite similar to the 45 mm 20-K in size and power.
The APX3 turret was considered to be able to take the larger gun with some modifications, and indeed, another relatively similar riveted turret manufactured by APX, the APX2, used in the AMC 34 and AMC 35, did make the ‘jump’ from 25 mm to 47 mm. This would never happen for the Panhard 178 in French service though, even if the Panhard would be ‘mated’ with the 47 mm SA 35 on three separate instances all with new turrets: the Panhard 178 with Renault turret prototype, the Panhard 178 CDM conversion program, and the post-war Panhard 178B variants
All things considered, it is not so far-fetched to see the APX3 turret of the P 204(f) being able to withstand the recoil of the gun, as well as still offer sufficient space for the two crew members inside to operate it.
An AMC 34 (left) and an AMC 35 (right). Both vehicles used the APX 2 turret, which has some similarities to the APX 3, but the later AMC 35 used the 47 mm SA 35. In fact, the first prototype of the AMC 35 did feature a 25 mm gun, showing switching from one to another was not necessarily as complicated as one may think at first.Source: char-français The 45 mm 20-K on the 1932/1934 mount.Source: valka.cz
There would still be some impact on several aspects of the vehicle. The larger size of the 45 mm rounds would reduce the ammunition stowage of the vehicle (150 rounds of 25 mm originally), and it is not known if the new mantlet interfered or may even have forced the removal of the 7.5 mm MAC 31 machine gun. Unfortunately, these questions cannot easily be solved with a single photo.
As for the reasoning, it could be more complicated than expected at first. Despite its small caliber, the 25 mm gun was still a fairly potent anti-tank gun. The 45 mm 20-K did offer slightly higher performance, but in practice, one would be hard-pressed to find vehicles which one would penetrate whereas the other would fail. Both guns would fairly easily dispose of lightly armored 1930s Soviet tanks, like the T-26 or BTs, and both would struggle or be almost completely useless against a T-34 or a KV. On the logistical side, it is questionable whether the 25 mm would prove enough issue to warrant replacement. Large quantities of ammunition were captured by the Germans during the Fall of France and it appears more were still being produced. Though it is possible that, with lengthening supply lines, obtaining these shells may have ended up harder than captured Soviet 45 mm ammunition, other Panhards remained operating with 25 mm shells all the way to the outskirts of Moscow with seemingly little issue in procuring shells.
One aspect where the 45 mm would unquestionably prove superior to the 25 would be infantry support. Though both guns were originally designed for anti-tank work, the 45 mm was a much more polyvalent gun, benefiting from widely-issued high-explosive shells, whereas none were produced for the anti-tank Hotchkiss 25 mm caliber. The conversion may also have been a consequence of the 25 mm on the vehicle being damaged, either by enemy fire or some form of malfunction.
As for the location and dating of the photo, these are no known details attached to the photo, but some aspects can still suggest a likely time frame. The peak of German activity with P 204(f) vehicles on the Eastern Front was from June to December 1941, where the vehicles were very actively employed, suffering heavy losses. On July 14th 1941, less than a month into the invasion, 34 P 204(f) had already been destroyed and 17 more needed repairs. By the end of 1941, 109 vehicles, more than half of the German P 204(f) fleet, had been reported as lost. The Panhard 178 was mostly retired from frontline units by mid-1942, though some would continue in security units on the Eastern Front all the way into 1943. On the Western Front, the P204(f), with additional vehicles captured during the occupation of Vichy France in November 1942, would remain in service all the way to 1945. The use of the Panzergrau paint, which began to be replaced by early 1943, also suggest the vehicle was used prior to this date.
As for the 45 mm itself, one may theorize on its vehicle of origin. During the push into the Soviet Union, very large quantities of 45 mm-armed tanks ended up abandoned by Soviet forces. A significant number would be pressed back into German service, but this actually was far from the totality of vehicles that were abandoned by Soviet forces.
With the breakneck pace of the German advance, particularly in the early weeks of the campaign, Panzer-Divisions were rarely in a place long enough to repair a significant amount of vehicles, When they could, they would often focus on repairing more advanced T-34 and KV tanks which brought more advantages on the frontline than T-26s or BTs. Other German units were still, for many of them, lacking in terms of motorization, let alone mechanization, and as such, also lacked the means to recover, tow, and repair captured vehicles. Because of this, hundreds to perhaps even a couple thousand of abandoned Soviet tanks were simply left in the field, unattended to, and sometimes with their hatches still open. Others were used as targets for German gunners to maintain their skills, even if they could have been recoverable. It is quite possible that the gun used in this converted P 204(f) was taken from one of these vehicles which German troops did not have the time or means to restore to running condition.
A T-26 and two BT-7s abandoned at a river crossing, with Wehrmacht horse-drawn carts moving on a bridge in the background. While hundreds of these types of tanks would be pressed into service in German security units during the course of the war, even more would remain abandoned, as many German units, massively relying on horses for mobility, as the unit in this photo, did not have the means to repair these vehicles.Source: WW2 photo archive
One may argue that a small number of T-26s and BTs did make their way to German-occupied France, and as such, the vehicle could very well not be an Eastern Front conversion, but this possibility, already made fairly unlikely by the fact these captured vehicles sent to France were rare, is further made implausible by the architecture of the houses behind the P 204(f) on the known photograph, typical of the Soviet Union at the time, while at the same time vastly different from typical French architecture.
The registration plate is hard to read, but it clearly appears to be a Wehrmacht plate, which excludes the possibility of the vehicle being a part of the two Waffen-SS divisions which used the P 204(f) in Operation Barbarossa. The vehicle therefore likely belongs to either one of the two Panzer-Division reconnaissance groups which operated the P 204(f), or a security unit.
Conclusion – One of the Most Obscure Panhards
Oddly enough, the Panhard 178 having obscure variants which feature larger guns than the original 25 mm gun seems to be somewhat of a recurring theme in the vehicle’s history. Two of these vehicles, the Panhard 178 with Renault turret and Panhard 178 CDM, featured new turret designs designed by one engineer, Joseph Restany, and are largely unknown to the general public, despite 45 of the later type having been converted, and even seeing service for the Wehrmacht alongside more regular Panhard 178s. Even the post-war Panhard 178B can prove to be surprisingly poorly documented for a mass-produced vehicle. On the German side of thing, the two existing 50 mm-armed “tank destroyer” versions are both also fairly little known, though there is a fairly extensive collection of photos, as well as pretty extensive details on the service of the L/60-armed vehicle in the hands of French Resistance FFI troops during and after the Liberation of France.
Of all known conversions, though, this particular one, armed with a Soviet 45 mm 20-K, has to be the most obscure yet. It does not appear to be documented in any known literature on German captured vehicles, being known from a singular photo. As of now, no more details are known, and while such a conversion is likely easier than could be imagined at first, many details remain unknown about the vehicle as of now.
Panzerspahwagen 204(f) with 45mm 20-K gun.Illustration by Godzilla
Panzerspahwagen 204(f) with 45mm 20-K gun specifications
Dimensions
4.79 x 2.01 x 2.31 m (15ft 7in x 6ft 6in x 7 ft 5in)
German Reich (1932-1941)
Armored Reconnaissance Car/Radio Car – 116-147 Built (Kfz.13), 30-40 Built (Kfz.14)
In the early thirties, the German army showed interest in the adoption of new types of armored cars. At that time, the German economic situation was dire, having entered a crisis due to the Great Depression, and for this reason, a temporary and cheap solution was needed. This would eventually lead to the adoption of the Kfz.13 and 14 as temporary solutions until properly designed armored cars could be produced in sufficient numbers. Nevertheless, due to a lack of more modern armored cars, the obsolete Kfz.13 and 14 would see combat up to the end of 1941.
History
With the end of the First World War, Germany was in a state of chaos. The shattered German army (Reichswehr, as it was known after the war) was involved in preserving peace and suppressing various revolts. Externally, it was engaged to the east against Bolshevik forces. In both cases, the surviving World War One-era armored cars were used extensively. When, in 1920, the terms of the Versailles Treaty were implemented, the German army was reduced to only 100,000 men and the development of tanks and armored cars was forbidden.
Surprisingly, the Allies allowed the German police force (Schutzpolizei), which had 150,000 armed men under service, to be equipped with 1 armored personnel carrier per 1,000 men. The Germans exploited this exception made by the Allies and developed and built a few new armored cars (like the Ehrhardt/21 for example). These were designated Armed Police Special Purpose Vehicles (Schutzpolizei Sonderwagen). These vehicles were nominally given to and used by the police force, but the army also acquired and operated small numbers.
The Ehrhardt / 21 of the Schutzpolizei. Source: Wikimedia Commons
The German army was generally unsatisfied with these ‘borrowed’ police armored cars, so during 1926-27, the Reichswehrministerium/Heereswaffenamt Wa. Pruf.6 (the office of the German Army’s Ordnance Department responsible for designing tanks and other motorized vehicles) issued specifications for developing new armored personnel carriers (Gepanzerter Mannschaftstransportwagenen). The term armored personnel carrier was used in order to deceive the Allies about its true purpose.
The new armored car was to be built by using the chassis of commercial vehicles. This was done mostly in order to speed up its development and lower the cost, as well as because of a general lack of experience in designing such vehicles. The tender for this new armored car was issued to nearly all German automobile manufacturers, but, as great attention was given to keeping the whole project a secret, the firms which were not 100% German-owned (like Ford, for example) were to be excluded.
Great interest was given to developing an eight-wheeled armored car named ‘ARW’ and even a ten wheeled ‘ZRW’ chassis. While these vehicles would have excellent mobility compared to four-wheeled armored cars, due to their price, the German army simply could not afford them at that time. While eight-wheeled armored car designs would later be adopted for service, in the meantime, a simpler and cheaper solution was needed. For this reason, the development of new armored cars was focused on four-wheeled chassis. One of the first designs to be adopted in small numbers was the Adler armored car based on the Adler Standard 6. Small numbers would be built and used in the early thirties, but the German army would eventually adopt the Adler Kfz.13 and its radio variant, the Kfz.14.
Maschinengewehrkraftwagen Kfz.13
The Kfz.13 machine gun vehicle (Maschinengewehrkraftwagen) was Daimler-Benz’s response to the German army request for an easy to build and cheap open-top armored car. To make the Kfz.13 as cheap as possible, the Adler Standard 6 4×2 Kublesitzer passenger car was used for its base. Other sources state that some vehicles may have been built using the Adler Standard 3U.
The Adler Standard 6 4×2 Kublesitzer passenger car. Source: https://vorkriegs-klassiker-rundschau.blog/2017/07/27/zeitlos-aktuell-adler-standard-6-allwetter-limousine/
The construction of the Kfz.13 consisted of a simple armored body placed on the civilian Adler Standard 6 chassis. The original curved mudguards were left unchanged. The top was left open, which enabled the crew to have an excellent view of the surroundings but left them highly vulnerable to enemy fire. As this vehicle was never intended to be used in real combat, this was not seen as an issue. The primary function of this vehicle was to provide German manufacturers with experience in designing and building armored cars. The German army also benefited from it, as it was able to gain an insight into how to properly use the armored cars in reconnaissance missions and also to train crews. For self-defense, a rotatable MG 13 machine gun protected by an armored shield was added. Besides its signal flags, the Kfz.13 had no other means of communication with other units. This was the job for the second version based on the Kfz.13, the radio-equipped Kfz.14.
The Kfz.13. Source: http://www.panzernet.net/panzernet/stranky/auta/13.php
Kfz.14
In the German military doctrine of the time, the job of an armored car was to advance ahead of the main force, scout for enemy positions and report back. Their greatest assets were not their armor nor weapons, but instead their radio equipment and their mobility. For these reasons, the radio-equipped version of the Kfz.13 would be built using the same chassis. The Kfz.14, as this version was known, was almost visually identical to the previous version. The only difference was the removal of the machine gun mount and the addition of a large frame antena. It was designed to supplement the Kfz.13’s lack of radio equipment. Otherwise, it was the same vehicle with no changes to its overall performance.
The Kfz.14 radio version. Source: https://www.worldwarphotos.info/gallery/germany/armored_vehicles/kfz13/
Production
For the production of the Kfz.13 and Kfz.14, Daimler-Benz was chosen, while Deutschen Edelstahl was tasked with assembling and supplying the armored body. Production of the first vehicles began in the spring of 1933. By the end of August 1935, depending on the source, between 116 and 147 Kfz.13 and 30 to 40 Kfz.14 were built. During production, Daimler-Benz also built smaller numbers (14 Kfz.13 and 4 Kfz.14) using its own chassis as a base, which was slightly larger.
Name
It appears that the full name Maschinengewehrkraftwagen Kfz.13 was too much, even for Germans soldiers, who simply referred to them as Adler Panzerspaehwagen (Adler armored reconnaissance car). Another name commonly used by the German troops, due to its overall open-topped shape, was bath-tub (Badewannen).
Technical characteristics
Chassis
The majority of Kfz.13 and 14 vehicles were built using the Adler Standard 6 civilian car. Of course, before it could be adopted for army use, some changes were necessary. These included reinforcing the axles and suspension. Each wheel was suspended using semi-elliptic springs. Additionally, several types of pneumatic bulletproof tires were used to increase cross country performance. Their dimensions were 6.00 x 20, but depending on the sources, other dimensions are also mentioned, which include 6.50 x 18 and7.00 x 20 pneumatic.
Close-up view of the Adler Standard 6 modified chassis. Source: http://www.kfz13.pl/kfz-14/
Examples of the different tires used on the Kfz.13 and Kfz.14. Source for all three: http://www.kfz13.pl/podwozie-i-uklad-napedowy/
Armored body
The Kfz.13’s armored body was made using face-hardened steel armor plates welded together. The armor thickness of these plates was only 8 mm. To somewhat increase protection, these armor plates were placed at an angle. The upper front plates were at 40°, while the lower ones were at 22°. The upper sides were at 15° and the lower at 5°. The rear upper and lower plates were placed at the same 22° angle. The Kfz.13 floor was 5 mm thick. While the frontal part of the engine was protected by a louvered grille, its sides were left unprotected.
The Kfz.13 was only protected from small-caliber weapons. While the front armor could withstand small-caliber armor-piercing rounds, the sides and rear could only protect against normal bullets. Two side doors were provided for the crew to enter the vehicle. Additional boxes for spare parts and crew equipment could be added around the armored body. As it was an open-top vehicle, a canvas cover was provided for the crew.
Front view of the Kfz.13. Note the engine’s protective louvered grill. Source: https://www.worldwarphotos.info/gallery/germany/armored_vehicles/kfz13/The Kfz.13 and 14 had two side doors. Source: https://www.worldwarphotos.info/gallery/germany/armored_vehicles/kfz13/Kfz.13 side view. Source: https://www.worldwarphotos.info/gallery/germany/armored_vehicles/kfz13/A canvas cover was provided for protection from the weather. Source: http://www.kfz13.pl/nadwozie/wnetrze-tyl/
Engine
The Kfz.13 and 14 vehicles were powered by an Adler Standard 6A (or 6S, depending on the source) six-cylinder water-cooled 50 hp engine. While smaller numbers were built using a Daimler-Benz 50 hp engine, the overall performance was unchanged. With a weight of 2.05 tonnes (the Daimler-Benz version weighed 2.1 tonnes), the maximum speed on good roads was 70 km/h, while cross country it was only 20-25 km/h. The operational range while driving on good roads was 250-300 km and 150-200 km cross country. The front wheels were used for steering and the rear wheels provided drive. To cope with the extra weight, an improved cooling system was installed. The gearbox was modified to have 4 forward speeds and 1 reverse speed.
The Kfz.13 and 14 engine compartment. Source: http://www.kfz13.pl/kfz-14/This vehicle is actually based on the Daimler-Benz chassis. Note the covering for the two engine ventilation ports. Source: http://www.kfz13.pl/kfz-14/The frontal shield that protects the engine compartment is evident here. Compared to the previous example, this vehicle has a different type of cover for the engine ventilation ports. Source: https://www.worldwarphotos.info/gallery/germany/armored_vehicles/kfz13/adler-kfz-13/
Crew
Due to its small size, the Kfz.13 had a small crew of only two members. The driver was positioned at the front and behind him was the machine gun operator. The vehicle was open-topped and offered the crew excellent all-round visibility, which was important for a reconnaissance vehicle. But, in case of engagement with the enemy, two vision ports were provided for observation. One was positioned to the front for the driver and one to the rear. Additionally, some vehicles had dummy vision ports placed on the sides.
The Kfz.13 had two crew members: a driver and a machine gunner. Source: http://www.kfz13.pl/geneza-powstania/
The Kfz.14 used the same armored body as the Kfz.13. As it was designed to be used as a radio support vehicle, the machine gunner was replaced with a radio operator. The difference was that the radio operator’s seat was facing to the rear. A third crew member could also be present when a message was to be sent through the radio. This would actually be a unit commander who was transported by another vehicle and did not use the Kfz.14 for transportation. It was the unit commander’s job to report back about the enemy positions and to receive future orders. Due to the added radio equipment and its small size, the interior was cramped.
Crew positions on the Kfz.14. Source: https://postimg.cc/p5Rcn1RTA vision port was placed just above the rear spare wheel. Source: http://www.panzernet.net/panzernet/stranky/auta/13.php
Armament
The Kfz.13 was only lightly armed, with one pedestal-mounted 7.92 mm MG 13 machine gun. For the protection of the gunner, a small 8 mm shield angled at 35° was provided. Elevation of this machine gun was -35° to +65° and the traverse was 360°. The machine gun mount with the gunner’s seat had simple spring units that allowed them to be raised. For lowering the machine gun, the gunner simply had to use his own body weight. The obsolescent MG 13 was replaced with a more modern MG 34 in later years. The ammunition load for the machine gun carried inside the vehicle was 1.000 or 2.000 rounds, depending on the source. The crews could also use their personal weapons, usually 9 mm submachine guns or pistols.
An upper view of the MG 13 mount. Source: http://www.panzernet.net/panzernet/stranky/auta/13.phpThe high elevation of the Kfz.13’s machine gun is evident here. Source: http://www.panzernet.net/gallery/kfz13This vehicle is armed with a more modern MG 34. Source: http://www.kfz13.pl/kfz-14/Close view of the internal machine gun mount. Source: http://www.kfz13.pl/kfz-14/
Radio equipment
The Kfz.14 had an improved electrical generator which was able to produce 90 watts of electricity, necessary for the radio equipment to work. Inside the Kfz.14, a Fu9 SE 5 (5 watt) transmitter and receiver radio set was installed. The effective range of voice transmission with this equipment was 6 to 8 km while stationary. When on the move, this dropped to 3 to 4 km. When transmitting messages in morse code using telegraph keys, the range was 30 km while stationary and 20 km on the move. For the use of radio equipment, a large frame antenna could be raised or lowered depending on the need.
The seat positions of the driver (right) and the radio operator (left). Source: http://www.kfz13.pl/kfz-14/A closer look at the Kfz.14’s radio equipment. Source: http://www.kfz13.pl/nadwozie/wnetrze-przod/While on the move, the Kfz.14 antenna was lowered. Source: https://www.worldwarphotos.info/gallery/germany/armored_vehicles/kfz13/
Organization
After 1935, the Kfz.13 and 14 were used to equip Aufklärungs (reconnaissance) detachments of Reiter-Regiments (Cavalry units). Each unit was to be equipped with two Kfz.13 and one Kfz.14. As, in the following years, better designed armored cars were introduced into service with the German Army, the Kfz.13 and 14 were relocated, mostly to ordinary Infantry Divisions from 1938 on.
Despite adopting improved armored cars, the Kfz.13 and 14 would still see service with the German Army in the early years of the war. Source: https://www.worldwarphotos.info/gallery/germany/armored_vehicles/kfz13/
In combat
Prior to the war, the Kfz.13 and 14 were quite common sights in the numerous military parades held in Germany. Their first use in foreign land was during the Anschluss of Austria in 1938 and the German occupation of Czechoslovakia in 1939.
Despite their obvious obsolescence, the Kfz.13 and 14 would see combat action during the war. Their first combat action was during the Polish campaign of 1939. They were part of the spearhead, along with other German reconnaissance armored cars. By the time Poland surrendered, some 23 Kfz.13 and 14 had been lost. Their weak armor proved no match for Polish anti-tank weapons. Another issue noted by troops was that the vehicle generally had poor performance on bad roads. The extra added weight was too much for the chassis, which led to overheating problems.
Kfz.13 armored cars in Prague, 1939. Source: http://www.kfz13.pl/kfz-14/
The next engagements came during the German invasion of the West in 1940. The Kfz.13 and 14 armored cars were once again used in reconnaissance missions. While in France, they performed somewhat better thanks to the road network, though there were still losses.
By 1941, despite their now desperate obsolescence, the Kfz.13 and 14 would see more combat during the Balkan and later Soviet invasions. It appears that all sent to the Soviet Union would be lost by the end of 1941. Any surviving vehicles were removed from operational service after 1941 and were instead given to second-line troops or used as training vehicles.
A destroyed Kfz.13 somewhere in Poland. Source: https://www.worldwarphotos.info/gallery/germany/armored_vehicles/kfz13/A completely burned out Kfz.13. As these were designed as temporary solutions and with minimal armor protection, their combat potential was quite low. Source: https://www.worldwarphotos.info/gallery/germany/armored_vehicles/kfz13/A Kfz.13 during the invasion of the West in 1940. Source: http://www.kfz13.pl/kfz-14/
Modified versions
Interestingly, at least one vehicle would survive up to the war’s end. There is a photograph that shows a modified Kfz.13 or 14 surrendering to the Allies in Prague in May 1945. It has a fully enclosed roof and what looks like a machine gun port placed to the right of the driver’s vision port. This was likely a field modification, but nothing else is known about it.
A very interesting field conversion of the aging Kfz.13. Just above the Balkenkreuz, an opening, possibly for a machine gun, is visible. Source: http://www.kfz13.pl/kfz-14/
Replicas
Despite no Kfz.13 and 14 having survived to today, there are a few replicas that are used in war recreations. One of these belongs to a Historical Reconstruction Group of the 9th Cavalry Regiment from Poland.
This Kfz.13 replica belongs to the Historical Reconstruction Group in Poland. Source: http://www.kfz13.pl/geneza-powstania/
Conclusion
The Kfz.13 and 14 were among the first armored cars adopted for German army service after the First World War. They were designed primarily to be used as training vehicles. As the German war industry was incapable of producing armored cars good enough to meet German Army requirements, as a temporary solution, the Kfz.13 and 14 were used by the front line units. They performed poorly, simply as they were not designed for combat use. Nevertheless, they provided the Germans with valuable experience in how to properly design and use armored cars, and this was their greatest success.
Kfz.13, in prewar tri-tone livery, 1936 Werhmacht large scale exercises.
Adler Kfz.13 prior to the Polish invasion, in dunkergrau livery. Notice the simplified white Balkan cross, an obvious target.
Kfz.13 “Leopard”, Poland, September 1939.
Kfz.13, 1st Kav, 24th Panzer Division, France, May 1940.
Kfz.14 command car, Balkans, March 1941.
German Reich (1935-1937)
Heavy Armored Car – 12-28 Built
One of the essential elements of the German military doctrine of the Second World War (widely popularized as the ‘Blitzkrieg’) was the excellent and continuous communication between military units. To meet this requirement, the German army built a variety of specialized vehicles intended for maintaining communications, such as the Sd.Kfz.251/6 half-track, Pz.Bef.Wg. III command tank, or Kfz.67a, later known as Sd.Kfz.232 (6-rad). This armored car was the command version of the Sd.Kfz.231 6-rad (earlier known as Kfz.67) and was produced mainly in C.D. Magirus’ workshop.
In the second half of the 1930s (the exact year is unknown), Magirus converted some of its command vehicles into even more specialized cars, improving their communication abilities, at the expense of their fighting abilities. The new vehicle was called Kfz.67b. The number of cars built was very small – some sources (for example, the military historian David Doyle) claims 28 vehicles, while others (for example, www.kfzderwrmacht.de), have a lower claim with only about 12. The production of this 6-wheeled car was stopped in favor of 8-wheeled cars that got the same numbers in Sd.Kfz. classification (231, 232, 263). In 1937, when the new Sd.Kfz.263 (8-rad) was introduced, the Kfz.67b name was changed to Sd.Kfz.263 (6-rad). It was named according to its role: Panzerfunkwagen (eng. armored radio car) or Funkspähwagen (radio observation car).
Sd.Kfz.263 (6-rad) with its crew. The vertical umbrella-looking rod is actually the folded straight antenna, covered by a hood. Photo: World War Photos
Design, In Comparison to the 232
The Sd.Kfz.263 6-rad (not to be confused with the later Sd.Kfz.263 8-rad) was required mainly for the sustaining of communication, not for actual fighting. As such, Magirus removed its weapon – a 20mm KwK30/38 gun – to make more space for radios and their operator in the turret. The only weapon of the modified car was a 7.92 mm MG 13 machine gun which replaced the 20 mm gun in the turret. On the left side of turret (that was previously the place for the machine gun), a small observation hatch was placed. Also, the whole turret was welded to the car’s hull, and the turret rotation system was removed. As the turret was set fixed, the cantilevers of the huge frame antenna (known as “mattress”, ger. “matratze”) were simplified from a tripod to two legs. Also, the shape of the antenna was slightly changed.
Thanks to these modifications, space for a radio and its operator was made. The new radio was a 100-watt FuG 11 SE 100 (or Fug.Spr.Ger.a, that was also used in the Kfz.67a – probably both types were used in Kfz.67b, depending on which specimen). It had a 50 km range for transmitting in Morse code, and 10km range for phone connection. To improve its abilities, the Kfz.67b had an additional straight antenna in the turret – this antenna could have been pulled in and out if necessary. However, it was usually covered under the hood. Sd.Kfz.263 (6-rad) with an erected straight antenna. The white cross on the armor identifies this photo at the time of the invasion of Poland in September 1939. Photo: panzernet.net
All vehicles were built on the Magirus chassis (all producers of 6-wheeled armored cars had their own suspension versions which differed in details) called M 206p. Characteristics of this suspension were: a frontal axis which receded a little, small casters before the second axis (which helped to pass obstacles), and side skirts between the frontal wheels and the engine’s part of the hull. Also, the back tow-hooks were placed slightly lower, and fenders had longer front parts than in other versions of the chassis. All these details were characteristics of Sd.Kfz.263 (6-rad).
The vehicle had a six-cylinder S 88 engine (70hp) with five gears: four forward and one reverse. As the war unfolded, these vehicles were updated, but exactly when these modifications took place is unspecified. Modifications included: the MG 13 machine-gun was replaced with the MG 34, frontal tow-hook added, and Notek headlight added. The only external characteristics that showed, telling the difference between 6-wheeled Sd.Kfz.263 and 232, are the single machine gun, a straight and short antenna on the turret, and the two-leg mounting of the frame antenna with ‘8’ shaped central part.
Operational History
From 1935 to 1940, the six-wheeled armored cars were used by reconnaissance units in motorized, light, and armored divisions of the Wehrmacht. Three armored divisions were planned to use 22 6-rad armored cars, including 12 in a reconnaissance battalion. It is known that one battalion used two Sd.Kfz.263s.
All armored car platoons used eight Sd.Kfz.263s (six for six units of radio company + two for two phone companies):
3 Armored Divisions – 22 armored cars including:
One reconnaissance battalion – 12 cars,
Including 2 Sd.Kfz.263s
Armored car platoons – 8 Sd.Kfz.263s
Six units of radio company – 6 cars
Two units of phone company – 2 cars
This setup for reconnaissance battalions was approved 1st September 1938 (and was still in operation during the invasions of Poland and France) for 1-5th and 10th armored divisions in addition to the 1st and 3rd light divisions.
Also, the 2nd light division had 4 companies of armored cars.
The 4th light division had 3 companies:
2nd light division – 4 companies of armored cars
4th light division – 3 companies of armored cars
One company:
Three Sd.Kfz.231s
Three Sd.Kfz.232s
One Sd.Kfz.263
However, six-wheeled cars could have been supplemented in all setups by eight-wheeled armored cars that had the same classification numbers. So the number of 6-wheeled cars in use was smaller than it may seem.
Illustration of the Sd.Kfz.263 6-rad ‘Peterle’ produced by Jarosław ‘Jarja’ Janas, funded by our Patreon campaign. Another photo of Sd.Kfz.263 (6-rad) in Poland. The white cross is painted only in outline for camouflage reasons – this was a common practice. Photo: World War PhotosSd.Kfz.263s were used – as were other 6-wheeled armored cars – during the annexations of Austria and Czechoslovakia. As these vehicles were fast and impressive-looking, they were one of the first armored vehicles that entered occupied countries. They were also often used in propaganda and parades.
However, during the Polish September Campaign (1939), 6-rad cars suffered mechanical failures, as they had problems off-road and on Polish roads, which were often of very poor quality. To make matters worse for the invaders, armored vehicles were easy prey for anti-tank rifles and cannons. As such, 6-rad Sd.Kfz.231s and 232s were withdrawn from frontline duties to policing or training units after the invasion of France (June 1940). However, Sd.Kfz.263s (6-rad) were still in use (as its limitations were forgivable for vehicles destined mainly for communication, not fighting). These armored cars were still in use in 1941 during the Balkan Campaign and in Operation Barbarossa. However, after the invasion of the USSR started, Sd.Kfz.263s (6-rad) were no longer used.
Specifications
Dimensions
5.57 x 1.82 x 2.87m (18.3 x 5.1 x 9.5 ft)
Total weight, battle ready
5.7 tonnes
Crew
4 (commander, gunner, driver, co-driver)
Propulsion
Magirus 206p (65-70 HP)
Speed (on/off road)
65-70 km/h (40-43 mph)
Armament
7.92mm MG 13 or MG 34 machine-gun, 1500 rounds
Operational maximum range
250-300 km (155-286 miles)
Total production
12 – 28
Sources
Standard Catalogue of German Military Vehicles, by David Doyle, copyright for the Polish edition, 2012, Vesper, Poznań
Kolekcja Wozów Bojowych magazine, nr. 23: Sd.Kfz.231 (6-rad), Oxford Educational sp.z o.o. www.kfzderwehrmacht.de www.1939.pl www.panzernet.net
The Schwere Panzerspähwagen (heavy reconnaissance armored car) concept was first developed into several road wheeled vehicles tested at the secret Kazan proving grounds, in the USSR, following an agreement between the two countries. The first model developed as a series, following the interim Reichswehr Kfz.13, was based on a June 1929 specification asking for an armored car especially designed for scouting operations, with a good endurance, range and off-road capabilities. The first prototype was based on an eight-wheeled chassis, deemed to be too complicated for production -and too costly. A new vehicle was developed instead and mass-produced from 1932 to 1935 as the Sd.Kfz.231, a six wheeled vehicle with a completely armored sloped bodywork, armed with a full revolving turret housing a 20 mm (0.79 in) QF gun coupled with a Mauser MG 13 or, later, MG 34. It was basically a reinforced Büssing-Nag truck chassis, complete with the truck engine. Later on, a Magirus engine, slightly more powerful (70 bhp), was mounted instead. 123 were built in total. The radio version (Fu) was called Sd.Kfz.232 by the Waffenamt (28 built). But this model, popular for propaganda purposes, was nevertheless too heavy for its engine and off-road capabilities were rather limited. It was consequently dropped after June 1940 and phased out, joining various driver training schools.
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Design of the Sd.Kfz.231 (8-rad)
The poor performances of the first, “6-rad” (six wheeled) model led to a complete redesign by Bussing-NAG, with a eight-wheeled vehicle with fully independent steering wheels and a much more powerful engine. The Büssing-NAG 8×8 truck chassis was relatively complex and costly to build, each independent wheel being independently steered and suspended. In fact, when it was first produced in 1937, this was the most advanced armored car in the world. Although some features of the former chassis and sloped bodywork were loosely kept, the biggest change was swapping the positions of the driver and engine. This allowed better visibility and control for the driver, better protection for the engine in a roomier, fully separate compartment, and more fuel was carried. The seats for the commander and gunner were attached to the hand traversed turret, which was of hexagonal shape for added internal space, but the armament was identical. There was still a reverse driver/radio operator, but the extra pair of wheels made for a far better grip and the all-independent steering wheels gave an unprecedented level of maneuverability on all kinds of terrains. In all, the 8 rad was well received by the army reconnaissance units and began to replace its predecessor in some units.
Production
The chassis were built by Bussing-NAG, while Deutsche Werke of Kiel made the assembly of the pre-series and first series with Schichau (at Elbing). The first series differed by having the early vision hull-turret slots, the front and rear fenders extended down over the steering armored covers, and other details, as well as the early KwK 30 20 mm (0.79 in) autocannon and Mauser MG 13 machine-gun (replaced with the MG 34 after 1938). The later series included many minor changes, which included front/rear fenders extended with an angled upward kink. Even later series had shortened fenders, clearing the steering guards; but also new vision ports, an armored cowl over the rear engine hatch, an extra frontal 8 mm (0.31 in) of armor, or Zusatzpanzer (usually used as an extra storage bin) and, on some late models, a large folding anti-aircraft machine gun was mounted on the left side of the hull. The original KwK 30 was also replaced by a KwK L/55 autocannon, which had a muzzle velocity of 899 m/s. Besides this, these machines remained globally unchanged and formed the bulk of of any reconnaissance unit attached to each Panzer Division in terms of firepower. A total of 1235 were built by the time the production stopped in late 1942.
Operational history
The tactical role of these machines was to provide additional firepower, a squadron of these being attached to each motorized recce unit (Aufklärung Kompanie) attached to the Panzerdivisions. Other vehicles of these units included Kübelwagens and Schmimmwagens, Zündapp or BMW sidecars, Sd.Kfz.221 light armored cars and several other Schwere Panzerspähwagen. In each company, there was also a 232 variant equipped with a powerful long range radio. Later on, it became evident that heavier armament was needed inside each recce unit, and an artillery version was produced, the Sd.Kfz.233. Real antitank capabilities were also needed, which took the shape of the Sd.Kfz.234 and its own variants (1943-45). As an anecdote, it is known that, contrary to the usual practice of the German tank crews, crews of the recce squadrons often nicknamed their vehicles and painted these on the hull, along with some personal drawings. A visual testimony that discipline was somewhat more lax in these separate, independent units.
The 231 and the 232 radio-version were introduced before the campaign of Poland and soldiered until the end of the war. They were seen on nearly every front, from the Mediterranean to Russia, North Africa and most of Europe. With the DAK (Deutsche Afrika Korps), they proved invaluable, fitting perfectly with Rommel’s combined arms tactic and unique vision of desert warfare. The flat ground of the wide desert expenses allowed this armored car to achieve its full potential, although it wasn’t prepared for the hot environment and never properly “tropicalized”. The engine, notably, suffered badly under this climate. The same success story unfolded during the early part of the offensive in Russia, especially in the Ukrainian steppes during the spring/summer 1942 advance. Since the original armor was never intended to sustain more than small arms fire and shrapnel fragments, the platoons tried to evade clashes with other AFVs when possible. However, in many cases, these machines were seen providing infantry support and destroying light tanks and enemy armored cars alike. Speed, combined with surprise, could bring very efficient results thanks to the rapid-fire and devastating HE rounds of the 20 mm (0.79 in) at short range. Their superior agility also helped them to steer backwards and quickly evade superior forces if needed. In other cases, many served as ad hoc police patrol vehicles, dealing with partisans in the Balkans and Russia.
The Sd.Kfz.232 (Fug) radio version
This variant was produced alongside the “regular” model 231, as a command-radio heavy armored car, registered with the Waffenamt as the Sd.Kfz.232 Fu (Funkapparat) 8-rad. These vehicles, conceived by Deutsche Werke of Kiel, were produced by Schichau parallel to the early and late series. They were identical, only differing by their tall “bedstead” frame aerial antenna, fixed with pivots on the turret, thus allowing it to rotate freely. This was a long-range antenna, providing liaison with the HQ, up to a hundred miles away. Total numbers are elusive. Since a heavy armored car platoon counted six vehicles, at least one of them was a radio version, which gives an estimate of 250 vehicles. Production stopped by September 1943, but by then they were upgraded with a more discrete and compact pole wire aerial antenna.
Other versions
Artillery support version: The Sd.Kfz.233
This late model, called by the Waffenamt the Panzerspähwagen mit 7.5cm StuK L/24, and nicknamed “Stumpy”, was closely based on the 231/232 series, but the turret was now replaced by a fixed, open-top barbette, housing a short-barreled 75 mm (2.95 in) KwK 37 L24. This howitzer versio, firing HE shells, was devised in late 1942 by Büssing-Nag, after recce units of the Wehrmacht complained about the lack of self-propelled heavy support in many engagements. Only 109 were built by Schichau between December 1942 and October 1943. They were issued as a platoon of six vehicles in support of reconnaissance battalions. Tactically, they were fast enough to keep the pace of well-advanced reconnaissance columns and provided efficient and fast artillery support when and where it was most needed. Although the gun had a very limited traverse, the complex steering was used at its best by the driver to aim the hull itself quickly and precisely, making this variant a much more capable SPG than the usual tracked vehicles.
Command vehicle: The Sd.Kfz.263
The Panzefunkwagen 263 was one of the command vehicles “most wanted” by any general during the war, due to its speed and off-road agility. One of these was Rommel’s personal vehicle. This was basically a model 232 with a modified “bedstead” antenna, with the turret replaced by a fixed, large superstructure housing a single MG 13 or, later, MG 34 machine-gun. Roomier, it was especially designed at the very beginning of the 231 series as a mobile HQ for small units. Production started in 1937 and stopped in late 1943 (716 or 928 units produced in total, depending on the source), in parallel with the regular Sd.Kfz.231/32 versions.
Frequently associated with the “Puma” name, which in fact was only an unofficial nickname of a sub-version, this series counted an entire array of vehicles, based on a brand new chassis, first designed in 1942. The Sonderkraftfahrzeug 234 had a brand new, redesigned hull, a reinforced monocoque chassis, reinforced, which allowed an increase in protection. All came from a wartime specification after the campaigns in Poland, France and early experience in Africa. Bussing-NAG conceived the chassis, but parts and final assembly was performed by three other companies. The 234/1 had a 20 mm (0.79 in) autocannon, but the 234/2 (“Puma”) was equipped with a deadly 5 cm (1.97 in) KwK 39 L/60 in a brand new turret. The 234/3 was a SPG, and the 234/4 was a “Pak-Wagen”, accomodating a Pak 40 7.5 cm (2.95 in) 46 caliber antitank gun. Only 478 Sd.Kfz.234 were built until March 1945.
20 mm (0.79 in) QF KwK 30/38
7.92 mm (0.31 in) Mauser MG 34
Operational maximum range
300 km (186 mi)
Total production
1235
Sd.Kfz.231 (early type) Berlin, September 1937. There is little photographic evidence that the first production has been camouflaged in the usual three-tone camouflage pattern of the time.
Early type Schwerer Panzerspähwagen 232 (Fug) 8-rad, reconnaissance unit attached to the 4th Panzerdivision, Invasion of Poland, Warsaw sector, September 1939.
Sd.Kfz.231 attached to the 13th Panzerdivision, in the Caucasus, November 1942. This one is summarily painted in Braun RAL 8020.
Sd.Kfz.231 from the Panzer-Aufklärungs-Abteilung 13 (13th Panzerdivision) Dniepr sector, summer 1943.
Sd.Kfz.231 (8-rad), SS Aufk.Abt.3 SS PanzerDivision “Wiking”, Heeresgruppe center, early 1943.
Sd.Kfz.231 of the SS Aufk.Abt.2, Panzerdivision “Das Reich”, Normandy, June 1944.
Sd.Kfz.232 from the LSSAH (SS reconnaissance unit), Greece, April 1941.
Sd.Kfz.232 (8-rad), 5th Leichte-Division, attached to the 3rd Panzerdivision, Agedabia, Libya, April 1941.
Sd.Kfz.232 (8-rad), Ausfklärungsarbeitung unit of the SS Panzergrenadier Division “Das Reich”, Kharkov sector, March 1943.
German Reich (1938-1941)
Armored Scout Car – 2,380 Built
Leichter Panzerspähwagen Sd.Kfz.222
This modernized version of the 221 appeared when the needs of the army evolved and required a better design. First, the hull shape and internal structure was rearranged. There was a step down behind the turret – which was larger and 10 sided – and the rear was now pyramid-like. It was longer, and since heavier weapons were to be installed, the chassis had to be strengthened. It was rebuilt from scratch and had no relationship with the former commercial chassis. The production, assumed by Weserhütte, Schichau, MNH, Büssing-NAG and Horch, started in 1936 and ended in 1943, and was quite numerous, with no less than 1800 vehicles (according to some sources) in seven series.
The first one received the usual MG 34 machine-gun and the turret top, still open, was protected by an anti-grenade mesh in two pieces. But the main improvement was the lightweight Rheinmetall 20 mm (0.79 in) autocannon -the weapon of choice of German armored scout vehicles. The 20 mm (0.79 in) and the MG 34 were coaxial. The 20 mm KwK 30 gun was fully automatic, had a 280 rpm fire rate and could fire a 5.2 oz AP shell at a muzzle velocity of 2,625 ft/s (800 m/s). It was replaced, on later series, by the KwK 38, which had a better rate of fire, 480 rpm. The series 1 to 5 received a sPkw I Horch 801 chassis with the 3.5 liter engine, and the series 6-7, the sPkw V chassis and 3.8 l engine. The overall weight rose accordingly to 4.8 tons.
Since the chassis was more robust, the protection increased and a more efficient was used. The effectiveness of the vehicle also improved, despite some limitations in off-road capabilities. The 222 was introduced in 1938 and quickly became the main German armored scout car, largely distributed to Aufklärung Abteilungs (recce squadrons) of SS units, Panzerdivisions and Motorized Infantry Divisions. There were a few in Poland, but more largely represented during the Western campaign and in France.
On a good road network they excelled, and were seen many times by Allied soldiers and officers -to their astonishment- well beyond the supposed frontline, creating panic and havoc, thanks to their speed and devastating main gun. The crews soon grew to like this vehicle, although it was somewhat cramped, and often painted non-standard personal emblems and nicknames on the hull, a favor only granted to recce squadrons, which had a strong esprit de corps.
These machines excelled in the Balkans in 1941, but in North Africa, although the Afrika Korps received lots of them, there were complaints about their lack of effective range, due to the limited volume of their fuel tanks. Many additional jerrycans were carried, fitted everywhere on the hull and mudguards. The hull itself received additional storage boxes, which also acted like extra armor. In most cases, an additional rack was fitted to the nose, receiving five more jerrycans. As the war evolved, these were gradually removed from the frontline and replaced by the Sd.Kfz.250/9 half-track (Hanomag), especially in Russia, because of their better range and off-road performance.
A handful (something like 40 to 60) were also sold to the Republic of China in 1939. In many cases, some 222s were seen bringing their firepower to assist infantry on the spot, and were especially efficient against enemy infantry and light vehicles. However, it was vulnerable to the Russian PTRS-41 rifle. Some managed to survive until 1945, affected to police operations and anti-partisan warfare in occupied territories.
Panzerspähwagen (Fu) Sd.Kfz.223
This radio version was based on the 222, but for stability and practical reasons, their large turret was removed and replaced by surplus lighter 221 turrets, which were also shifted backwards. Their trademark was a large, fixed four feet bed-frame aerial antenna, and they combined long and medium range sets of radios. The 223 was produced to an extent of 550 machines by Weserhütte, MNH, Büssing-NAG and Horch from 1935 to January 1944, in two series, differing by their engine, the 8-cylinder Horch 3.5 l or 3.8 l Despite having the same problems -limited all-terrain performance and range- they served on every front until 1945 with Aufsklärung squadrons. A normal provision was one 223 for three 222s.
Few Leichter Panzerspähwagens 221/222/223 have survived to this day, but 5-6 remain in private collections, some in running condition, and at least one Czech modern day replica, based on a shortened truck chassis which received a steel frame and welded metal plates, pretty much like the original.
Leichter Panzerspähwagen 221 converted as tank hunter with the Mauser 2.8cm sPzB 41. Some reconnaissance SS unit in the Caucasus, summer 1943. Sd.Kfz.222 from the XXth Motorized Division recce squadron, Poland, September 1939. Sd.Kfz.222 from a XVth Panzerdivision recce unit, France, May 1940. Sd.Kfz.222 of the Deutsche Afrika Korps, recce unit attached to the XXIst Panzerdivision, Libya, fall 1941. These vehicles were criticized for their insufficient range and were literally crammed with fuel jerrycans. Sd.Kfz.222 on the Eastern Front, summer 1941. The brownish camouflage was applied locally. Sd.Kfz.222 from the XXIst Panzerdivision, Caen sector, Normandy, summer 1944. Notice the late KwK 38 long barrel 2 cm (0.79 in) gun and MG 42. Sd.Kfz.223 Leichter Panzerspähwagen (Fu), the regular radio version, here from a recce squadron attached to the 164th Leichte Afrika Division (former 90th LAD), El Alamein sector, Egypt, fall 1942. Sd.Kfz.223, Russia, XIIIth Panzerdivision, Operation Barbarossa, summer 1941. Sd.Kfz.223 in western Ukraine, unidentified SS Aufklärung Abteilung, fall 1943.
SdKfz 260, recoignisable to its single whip antenna. These vehicles were unarmed and apparently had no marking, no balkankreuz. SdKfz 261, equipped with a four-pole bed frame antenna in the winter 1942-43, eastern front.
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Germans Tanks of ww2
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German Reich (1943-1945)
