Author: Arturo Giusti

Semovente da 47/32 su Scafo AB41

Post author By Arturo Giusti
Post date February 28, 2024
2 Comments on Semovente da 47/32 su Scafo AB41

Kingdom of Italy (1942)
Armored Car – 1 Prototype Built

The Semovente da 47/32 su Scafo AB41 was a Second World War Italian heavily armed armored car prototype based on the AB41 medium armored reconnaissance car chassis.

The design for the Semovente da 47/32 su Scafo AB41 was presented to the Italian Regio Esercito (English: Royal Army) in late 1942, which subsequently requested a prototype. It was ready at the same time the North African Campaign was ending. The vehicle did not perform well during tests and it was abandoned in favor of the better armed and armored AB43 ‘Cannone’.

The Semovente da 47/32 su Scafo AB41 prototype outside the Ansaldo-Fossati plant in Sestri Ponente, 3rd December 1942. Source: Archivio Ansaldo

History of the ‘AB’ Armored Car Series Project

The ‘AB’ armored car series is the best known and most produced Italian armored car series of the Second World War. Its development started in the late 1930s, after the experiences of the Spanish Civil War showed to the Royal Italian Army High Command that the currently-used armored cars, like the Lancia 1ZM, were unsuited to modern wars. At roughly the same time, the police force that dealt with public order in the Italian colonies, the Polizia dell’Africa Italiana (PAI) (English: Italian African Police), issued a request for a new armored car to equip its reconnaissance units, especially for anti-guerrilla roles.

The AB40 mock-up at the Ansaldo factory. Source: Gli Autoveicoli da Combattimento dell’Esercito Italiano

FIAT and Ansaldo started a joint project to develop two armored cars with the maximum communality of parts based on the SPA TM40 (TM for Trattore Medio – Medium Tractor). These were later unified and presented alongside the FIAT 626 medium and FIAT 666N heavy duty truck prototypes to Benito Mussolini, dictator of the Kingdom of Italy at the inauguration of the new FIAT Mirafiori plant in Turin on 15th May 1939.

After some modifications, production started in January of 1941. By the end of the war, a total of about 800 armored cars were produced: 24 AB40s, 667 AB41s,102 AB43s, and a dozen prototypes of various vehicles such as, command armored cars, anti-tank armored cars and lightweight armored cars.

Autoblinda AB41 during training in Sardinia. Source: pinterest.com

History of the Semovente da 47/32 su Scafo AB41 Prototype

As the North African campaign progressed, British reconnaissance vehicles were outfitted with thicker armor and more powerful guns. In 1940, British armored cars were appearing on the battlefield armed with heavy machine guns chambered for cartridges ranging from 13.5 mm to 15 mm. By 1942, the British started fielding armored cars armed with 40 mm guns and with heavier armor, from 7 mm to 12 mm of the Morris CS9 or the Rolls-Royce armoured car to 16 mm to over 20 mm of the Marmon-Herrington and Daimler armoured cars. The same year, the Ispettorato Truppe Motorizzate e Corazzate (English: Motorized and Armored Troop Inspectorate) requested Ansaldo to develop a new armored car with a more powerful armament to deal with these British reconnaissance vehicles.

Ansaldo started the development in June of 1942 and, in December of that year, finished assembling the prototype with license plate ‘Regio Esercito 665B’. Testing of the Semovente da 47/32 su Scafo AB41 (English: Self-propelled gun armed with 47/32 on AB41 chassis) started in early 1943.

Design

Hull

The armor on the hull and superstructure consisted of all bolted plates, which did not offer the same protection as welded plates, but simplified the replacement of armor plates for repairs. The front and rear of the hull was 8 mm thick, while the sides were 8.5 mm thick.

The front of the Semovente da 47/32 su Scafo AB41. Photo taken outside the Ansaldo-Fossati plant in Sestri Ponente, 3rd December 1942. Source: Archivio Ansaldo

The original turret and roof of the AB41 were removed and replaced with vertical walls to create an open-topped vehicle. A 10 mm thick armored shield was placed at the front of the open-topped section where the main gun was to be mounted to protect the gunner from enemy fire. The fenders were also armored to prevent enemy fire from damaging the tires.

The hull of the armored car had an internal structure on which the plates were bolted. At the rear of the superstructure were the two armored access doors for the crew compartment, divided into two parts, which could be opened separately. The radio antenna originally on the left of the superstructures was removed from on the Semovente da 47/32 su Scafo AB41, since no radio was mounted. Had the Semovente da 47/32 su Scafo AB41 gone into production, a radio may have been included.

A horn was mounted on the right side of the front of the hull and a pickaxe was stored on the right side of the hull. The exhaust pipe sat on the rear fender and two spare wheels were placed in fairings on the sides of the superstructure.

Above the engine compartment, there were two air intakes and two hatches for engine maintenance. The back was left unchanged from the original AB41 hull, with the cooling grilles, inspection hatches and rear lights.

Rear of the Semovente da 47/32 su Scafo AB41. Photo taken outside the Ansaldo-Fossati plant in Sestri Ponente, 3rd December 1942. Source: Archivio Ansaldo

Engine and Suspension

The Fabbrica Italiana Automobili di Torino, more commonly known as FIAT (English: Italian Automobiles Factory of Turin), and its subsidiary, Società Piemontese Automobili (SPA) (English: Piedmontese Automobile Company), designed a new engine by upgrading the original engine of the AB41, the FIAT-SPA ABM 2 6-cylinder petrol water-cooled engine, with a 4,995 cm³ displacement. This engine developed a maximum power of 88 hp at 2,700 rpm and was itself derived from the FIAT-SPA ABM 1 mounted on the AB40, which had less displacement and a maximum power of 78 hp.

The Semovente da 47/32 su Scafo AB41‘s new engine was the same as on the Autoblinda AB42 and the future AB43, the FIAT SPA ABM 3. The displacement remained unchanged, 4,995 cm³ as the previous models, but the maximum power was increased to 108 hp (sources alternatively list this figure as 100 hp, 110 hp, and 115 hp) at 2,800 rpm. This significantly increased the speed on roads to about 90 km/h, compared to 80 km/h of the AB41 and 78 km/h of the AB40.

The FIAT SPA ABM 2 6-cylinder engine mounted on the AB41. Externally, it was quite similar to the FIAT SPA ABM 3. Source: Pignato

On this armored car version, as on the AB42, the dual-drive system and rear controls were meant to be removed. The chassis was not meant to be that of the AB40 or AB41, but that of the AB42, and the same used on the SPA-Viberti AS42 ‘Sahariana’. For this reason, some sources claim that this armored car was named Semovente da 47/32 su Scafo AB42 or Autoblinda AB42 con 47/32. However, this was not the case for the prototype

The modifications were made to lighten the chassis, which maintained the 4×4 configuration, but only the frontal wheels steered. The suspension for each wheel was independent, with a coil spring for each wheel.

The photos of the interior of the vehicle show some mechanisms for reverse driving, such as the dashboard for the rear driver and the directional control lever which, when lowered, allowed the rear driver to take control of the vehicle.

This means that, in order to save time and resources, the prototype was probably built on the chassis of an AB41 that was partly modified.

A beautiful photo showing off the vehicle interior. On the right are the fuel and water tanks, dashboard on the left, and directional control lever. On the left is the gunner/commander’s seat. Photo taken outside the Ansaldo-Fossati plant in Sestri Ponente, 3rd December 1942. Source: Archivio Ansaldo

The production vehicles would have been produced on the AB42 chassis. There were three fuel tanks totaling 195 liters. The 118-liter primary fuel tank was in the double bottom of the floor which made it vulnerable to anti-tank mine explosions. The 57-liter secondary tank was mounted in front of the driver, above the steering wheel, while the 20-liter reserve tank was placed in the rear, where on the AB40 and AB41 was placed the rear machine gun. On the left of the reserve tank was a 10 liter water tank used for engine cooling.

Scheme of the fuel system on an armored car of the AB series. Source: pinterest.com

As on the AB40 and AB41, there was a serious problem with the lack of a bulkhead between the crew compartment and the engine compartment. The presence of the 20 liters reserve tank in front of the engine was also an issue as, in case of fire in the engine compartment, the lack of bulkhead would cause the propagation of the flames inside the crew compartment.

The Semovente da 47/32 su Scafo AB41 probably had an unchanged range of 400 km. The prototype was fitted with the tires developed by Pirelli specifically for desert terrain, the Pirelli Tipo ‘Libia’ 9.75 x 24″ (25 x 60 cm). Unsurprising, the rims were not modified and the vehicle could have mounted all the tires produced by Pirelli for the 24″ rims, also used on the other AB series armored cars, the Camionette SPA-Viberti AS42, AS43, and for the SPA TM40 prime mover.

Armament

The main armament on the Semovente da 47/32 su Scafo AB41 was the Cannone da 47/32 Modello 1935, nicknamed ‘Elefantino’ (English: Little Elephant) by the soldiers. This gun was designed by the Austrian Böhler company and over 3,200 units were produced under license by various Italian companies for the Regio Esercito from 1937 to 1945. The main producers were Società Italiana Ernesto Breda per Costruzioni Meccaniche of Brescia, Arsenale Regio Esercito di Torino (ARET) (English: Royal Army Arsenal of Turin), Arsenale Regio Esercito di Piacenza (AREP), and Ansaldo-Fossati in Sestri Ponente. Designed as an infantry support cannon, it proved to be reliable and precise during the Spanish Civil War and the Ethiopian War. With its armor piercing rounds, it was well able to take out the few opposing armored vehicles it could expect to find in North Africa. Its maximum range was 7,000 m, but it was effective up to 4,000 m for infantry support and about 1,000 m for anti-tank fire.

Cannone da 47/32 Modello 1935 on a vehicle mount at the Ansaldo-Fossati plant in Sestri Ponente. Source: Archivio Ansaldo

The gun was mounted on a rectangular structure running horizontally between the superstructure’s sides. It had a traverse of about 40° on the left and right, with a vertical elevation from around -4° or -5° to not more than +20°.

The gun, with its shield, placed on the Semovente da 47/32 su Scafo AB41. The commander/gunner’s seat, the rectangular structure and the two ammunition racks are clearly visible. Photo taken outside the Ansaldo-Fossati plant in Sestri Ponente, 3rd December 1942. Source: Archivio Ansaldo

Ammunition

The cannon had a rate of fire of 28 rounds per minute for the field artillery piece and of about 20 rounds per minute on the wheeled tank destroyer due to the cramped space. The ammunition total consisted of 100 rounds in two rectangular metal racks, each welded under the rectangular structure where the gun was placed.

The cannon fired 47 x 227 mm R rounds of five different types:

Cannone da 47/32 ammunitions
Name	Type	Fuze	Projectile weight (kg)	Muzzle Velocity (m/s)
Cartoccio Granata Dirompente da 47 modello 1935	High-Explosive	Percussion Mod. 35 or Mod. 39	2.45	250
Cartoccio Granata Perforante da 47 modello 1935	Armor Piercing – Tracer	Percussion Mod. 09	1.42	630
Proietto Perforante Modello 1939	Armor-Piercing Composite Rigid – Tracer	Percussion Mod. 09	1.44	650
Proietto Controcarri Effetto Pronto	High-Explosive Anti-Tank	Internal Mod. 41	1.2	//
Proietto Controcarri Effetto Pronto Speciale	High-Explosive Anti-Tank	IPEM front fuze	1.5	//

Precise values on the penetration of the Mod. 35 armor-piercing ammunition are not available. However, an Italian document of the Spanish Civil War era states that it could penetrate 37 mm of armor at a distance of 700 m. The Mod. 39 armor piercing ammunition could penetrate plates with thicknesses of 55 mm at 100 m, 40 mm at 500 m, and 30 mm at 1,000 m, angled at 0°. The HEAT ammunition was rarely used due to its late production in the war and infrequent distribution to the crews. There is also no precise data on the penetration of the HEAT ammunition of the 47 mm gun, but an Italian report from some tests in October 1942 shows that the Effetto Pronto round was not able to penetrate the 52 mm thick side armor of the turret of a T-34/76 Mod. 1942 captured by the Italians on the Eastern Front. The Effetto Pronto Speciale round, produced in very few numbers between early 1943 and the end of the war, had greater anti-tank capabilities and was able to penetrate the front armor of an M4 Sherman.

Wooden crate holding 47 mm rounds. The tanker is holding two Cartoccio Granata da 47 Modello 1935. Source: cmpr.it

Crew

The vehicle had a crew of three with the driver in the front of the hull, the gunner/commander seated on a seat under the gun breech, and the loader standing by the gunner. In addition to directing the crew, the commander also operated the main gun and observed the battlefield. The driver would have had a lot of trouble getting in and out of the vehicle as he had to squeeze through the narrow gap between the ammunition stowage racks, the gun’s trunnions, and the commander’s seat to enter or exit his compartment.

The space through which the driver had to pass to get through to his driving position. Photo taken outside the Ansaldo-Fossati plant in Sestri Ponente, 3rd December 1942. Source: Archivio Ansaldo

Testing

The Semovente da 47/32 su Scafo AB41 was finished on 3rd December 1942 and was taken to the Centro Studi della Motorizzazione (CSM) (Eng: Centre for Motorisation Studies) for testing vehicles and determining whether they should be adopted or rejected by the army.

The results were not good. The height of the gun shield, superstructure walls and cannon raised the center of gravity of the vehicle, making it unstable and increasing the risk of rollovers. The height of the vehicle caused other problems. In the flat deserts of North Africa, a vehicle of this height would have been quickly detected by British anti-tank units. However, the tests demonstrated the effectiveness of the main gun. The 47 mm cannon would have offered excellent firepower to the Italian scouting units.

The same prototype seen from another angle. Photo taken outside the Ansaldo-Fossati plant in Sestri Ponente, 3rd December 1942. Source: Archivio Ansaldo

The biggest problem, as would also happen with the AB42, was that the prototype was ready for testing only after the Italian defeat against Commonwealth troops at the Battle of El Alamein that lasted from 23rd October 1942 to 5th November 1942. This battle put the Italian and German troops on the backfoot in North Africa. Above all, it showed the High Command of the Royal Italian Army that the North African Campaign was lost and that it was a poor use of resources to invest money into vehicles specially developed for desert use.

Subsequent Developments

When the project was not accepted by the Centro Studi della Motorizzazione, Ansaldo and FIAT started a new project that would become the Autoblinda Modello 1941 con Cannone da 47/40 Modello 1938, more simply known as AB43 ‘Cannone’. The prototype was presented to the High Command of the Royal Army on 21st May 1943 and satisfied the requests of the Ispettorato Truppe Motorizzate e Corazzate. The Regio Esercito ordered 380 AB43s and AB43 ‘Cannone’s in summer 1943, but the Armistice signed on 8th September 1943 stopped the production of the armored car.

The AB43 ‘Cannone’ during tests at the Centro Tecnico della Motorizzazione (English: Motor Vehicle Technical Center). Source: Gli Autoveicoli da Combattimento dell’Esercito Italiano

Conclusion

The Semovente da 47/32 su Scafo AB41 was a failed project of Ansaldo, which wanted to produce a vehicle that could meet the requests of the Royal Italian Army and, at the same time, that did not require an expensive modification of the assembly lines.

The Semovente da 47/32 su Scafo AB41 at the Ansaldo-Fossati plant in Sestri ponente. Illustration by Godzilla.

Semovente da 47/32 su Scafo AB41 Specification
Dimensions (L-W-H)	5.20 x 1.92 x ~2.5 m
Total Weight, Battle Ready	~ 7 tonnes
Crew	3 (driver, loader, and commander/gunner)
Propulsion	FIAT-SPA ABM 3, 6-cylinders 110 hp engine with 195 liters tanks
Speed	Road Speed: 80 km/h Off-Road Speed: 50 km/h
Range	400 km
Armament	One Cannone da 47/32 Modello 1935 gun with 100 rounds
Armor	8 mm to 10 mm
Total Production	1 prototype

Sources

Gli Autoveicoli da Combattimento dell’Esercito Italiano, Volume Secondo, Tomo I – Nicola Pignato and Filippo Cappellano

WW2 Italian Partisan Armor

Autoblinda AB41 and AB43 in Italian Partisan Service

Post author By Arturo Giusti
Post date February 24, 2024
3 Comments on Autoblinda AB41 and AB43 in Italian Partisan Service

Autoblinda AB43 with main armament of the 81ª Brigata Garibaldi Volante 'Silvio Loss' used during the Great Partisan Insurrection. Illustration done by Godzilla, funded by our Patreon campaign Sources.

Italian Partisans (1943-1945)
Medium Armored Cars – Dozens Captured

The Autoblinda AB41 and Autoblinda AB43 (English: AB41 and AB43 Armored Cars) were the last two AB series armored cars to enter production. After the Kingdom of Italy surrendered to the Allies on 8th September 1943, the Italian peninsula was occupied by German troops, which captured the majority of Italian soldiers and equipment. In the following months, the Germans created a puppet state with Benito Mussolini as leader.

Many Italian soldiers escaped capture and, together with anti-fascist civilians, created the first Italian Partisan units, starting a guerrilla campaign in Italy. Some Axis equipment was captured by the Partisans during their resistance, and they reused it against their former owners. Light arms, ammunition, trucks, and even tanks and armored cars were redeployed by the Partisans, even if service was limited and badly documented.

Context

On 8th September 1943, the Kingdom of Italy surrendered to the Allies. Over a million Italian Regio Esercito (English: Royal Army) soldiers found themselves without orders and command.

The Italian Royal family, alongside many politicians and generals, fled south before the official announcement of surrender, and were now in Allied hands, organizing an Italian monarchic government that would rule the part of the Italian peninsula freed from Axis rule.

Italian soldiers, pushed from the south by the Allied forces and from the north by Germans, had to choose their own fate. In some units, soldiers chose to return, if possible, to their homes. In other cases, the soldiers followed their officers, depending on their political affiliation.

Many soldiers surrendered to the Allies or tried to resist the Germans and were captured. Many others, loyal to Fascism, saw the Armistice as a betrayal against Benito Mussolini. All over the European battlefields, these men surrendered immediately to the Germans, asking to continue the war on the Axis side. Due the desperate situation in which the German Army was at that moment of the war, many Italian soldiers loyal to the Axis forces were quickly reorganized into independent units or under the dependencies of German divisions.

From the very next day after the Armistice, Italian illegal political parties opposing the fascist regime met secretly in Rome.

These created the Comitato di Liberazione Nazionale (CLN) (English: National Liberation Committee), which organized the Italian partisan units. In the following months, the first cores of resistance were formed in the parts of Italy under Nazi-Fascist control.

The partisan equipment varied greatly. At the beginning of the resistance, the only weapons that the civilians who joined the resistance possessed were their own hunting rifles or pistols and a few guns recovered from abandoned Regio Esercito depots. The former soldiers of the Regio Esercito had their personal weapons, such as the cavalrymen of the 2° Reggimento Cavalleggeri ‘Piemonte Reale’ (English: 2nd Cavalry Regiment). On 12th September, when the regiment was disbanded near Turin, all the cavalrymen were free to choose their own fate, keeping all their equipment, personal weapons, ammunition and money of the regiment.

During the almost 20 months of resistance, the Partisans captured many weapons and vehicles from their enemies by attacking convoys or isolated garrisons. The Allies also provided the Partisans with weapons and ammunition after 1944, parachuting them to pre-determined areas.

A German Steyr 1500 A staff car modified with a Cannone-Mitragliera Breda da 20/65 Modello 1939 and a truck full of Partisans ready to support the insurrection. The vehicles were captured from German troops in Boffalora, Lombardy. Source: museopartigiano.it

An uprising known as the Great Partisan Insurrection was organized by the CLN leaders on 25th April 1945, preceded by a huge workers’ strike from all the north Italian factories that were still active.

Understandably, until mid-1945, the partisan units only engaged in guerrilla actions against the Axis forces in the northern Italian peninsula. This was due to the strong presence of anti-partisan units and control of the countryside by Nazi-Fascist forces.

Reducing their already limited presence in Piedmont, Lombardy, and Liguria, they concentrated on industrial cities or small cities with train stations used to patrol, and as a means of escape in case of attack. This increased the freedom of operation of partisan brigades, which could start capturing vehicles from Axis forces in these areas.

A Carro Armato M14/41 captured by the Partisans during the Great Partisan Parade on 6th May 1945. The vehicle was quickly assembled by SPA workers for the Partisans. Indeed, as visible, the turret mantlet is still in red anti-rust primer. The Partisans had also covered the tank with writings such as SPA, SAP, and LEO. Source: Le Camionette del Regio Esercito written by Enrico Finazzer

Armored vehicles were useful during quick ambushes on Nazi-Fascist columns or assaulting isolated garrisons. However, clandestinely maintaining a tank or an armored car was rather impossible in Italy. Most of the partisan units hid in small villages or isolated houses on high mountains, difficult to reach by anti-partisan units operating on foot and impossible to reach with armored vehicles.

Until early 1945, the Nazi-Fascist forces controlled the majority of main roads and most important cities, meaning that the Partisans could not use roads to quickly move the armored vehicles in support of other partisan brigades.

Italian Partisans on a Lancia Lince scout car in Piazza Sicilia square in Milan after the Great Partisan Insurrection. Even this vehicle was only painted in anti-rust primer. Source: Carri Armati “Partigiani” written by Paolo Crippa

At the same time, spare parts, ammunition and fuel were really difficult to find for the Partisans. These consumables were usually recovered from Nazi-Fascist garrisons or illicitly received from pro-partisan workers that stole them from their factories. Usually, this equipment was delivered in limited numbers, barely adequate for repairing and operating civilian cars and military trucks.

The clandestine forces could not attack larger Axis facilities or depots in order to obtain adequate resources to maintain the armored vehicle. Furthermore, for any kind of repair, the Partisans could not reach a workshop without being noticed by Axis forces. At the same time, it was impossible to organize a partisan-led workshop in partisan-controlled territories due to a lack of trained mechanics, adequate infrastructure, and machinery.

It was deployed on many occasions by the Partisans against isolated garrisons, but at the same time, its use forced the Partisans to perform dozens of missions to steal adequate amounts of fuel, ammunition, and spare parts to keep the tank operational.

A Lancia 3Ro captured from the Germans and reused by the Partisans in April 1945 to liberate the city of Turin. A 7.7 mm Breda-SAFAT medium machine gun was placed on the cab’s roof. The car near the truck was a FIAT 1100 armed with a Breda Modello 1930 light machine gun. The Partisans used any kind of vehicle to transport troops during the insurrection. Source: Archivio della Città di Torino

During the last months of war, the Partisans stopped destroying captured armored vehicles. Instead, in early 1945, they started to reuse them to free the north Italian cities.

A Sd.Kfz.254 armed with a Soviet T-38 turret captured by the Partisans of 11a Brigata Matteotti in Milan during the Great Partisan Insurrection. Source: pinterest.com

Even if their service is badly documented, the Italian Partisans managed to deploy a plethora of armored vehicles of German, Italian, and Allied production in the last days of war on Italian soil. These included a handful of armored cars of the AB series that were reused against their former owners.

Design

The medium armored car AutoBlinda Modello 1941 (English: Armored Car Model 1941) or, more simply, AB41, was an Italian armored car developed by FIAT and Ansaldo. A total of 667 were produced during the Second World War. Some were captured and reused by a variety of forces that participated in the conflict, such as Commonwealth troops, French Partisans, and German troops, to name a few.

The Autoblinda AB43 prototype (left) and a serial production Autoblinda AB41 (right) outside the Ansaldo-Fossati production plant in Sestri Ponente near Genoa. Source: Gli Autoveicoli dell’Esercito Italiano

The AutoBlinda Modello 1943 or AB43 was produced beginning shortly before the Armistice of 1943, with 102 made until 1945. All the armored cars of this model were deployed by the Germans during the war.

Both the AB41 and AB43 were armed with a 20 mm Cannone da 20/65 Modello 1935 automatic cannon produced by Breda and two 8 mm Breda Modello 1938 medium machine guns, one coaxial and one in a spherical support at the rear of the vehicle. The armored cars were developed as long-range reconnaissance vehicles for the Regio Esercito.

The AB41 was equipped with a FIAT-SPA ABM 2 6-cylinder inline petrol engine delivering 88 hp at 2,800 rpm and had a maximum speed on-road of 78 km/h. The AB43 had a slightly more powerful FIAT-SPA ABM 3 6-cylinder inline petrol engine delivering 108 hp at 2,800 rpm, which gave a maximum speed of 81 km/h on-road.

The main difference between the two armored cars models, except for the engine, was the turret. The AB41 had the Carro Armato L6/40‘s turret, while the AB43 had a shorter and wider Modello 1942 (English: Model 1942) turret.

An Autoblinda AB41 together with a Carro Armato L6/40 parked alongside some German trucks at Venaria Reale, near Turin. About 200 AB41s and 100 AB43s were deployed by the Germans. Source: beutepanzer.ru

The AB medium armored car series had a number of particular characteristics, including a double driving position, one at the front and one at the rear, allowing the armored car to be driven by two different drivers who could take over driving by simply lowering a lever. This permitted this fast armored car to quickly disengage from a skirmish in the narrow mountain roads or African villages in which it fought.

It had all-drive and all-steering wheel systems, giving excellent off-road performance. It was also equipped with a powerful 60 km range radio with a 7 m fully-extended antenna on the left side.

Operational Use

The Piccola Banda di Ariano

The Piccola Banda di Ariano (English: Ariano’s Small Band) was a partisan unit composed of 4 men. The founder and commander was Gianluca Spinola, a nobleman and former lieutenant in the Regio Esercito. When the Armistice was signed, he escaped alone from the Civitavecchia Training School with an Autoblinda AB41 armored car that he hid in the Val di Sieve area. He then transferred his family to Florence and met up with his cousin, Franco Stucchi Prinetti, and two former Regio Esercito soldiers: Francesco Piredda and Vittorio Vargiu (the last of whom had been Spinola’s attendant).

The four men patrolled the Via Aretina (one of the longest roads in the municipality of Florence, running through some of its eastern suburbs) during the night, ambushing German columns. Their success was thanks to the darkness in which the Germans usually confused the partisan vehicle as a friendly one.

Unfortunately, none of the attacks of the Piccola Banda di Ariano have been reported in detail, often being forgotten that this partisan nucleus operated almost undisturbed until April 1944 with an armored car, right in the middle of enemy territory. Similarly, it is unknown where Lt. Gianluca Spinola and his comrades found fuel, ammunition, and spare parts for their armored car.

After a series of lightning attacks, in April 1944, Gianluca Spinola and his brave comrades were captured by a patrol of Germans while trying to mine a bridge near Arezzo. They were imprisoned until 14th June 1944, when the Germans shot them and 77 miners who had protested their poor working conditions. The fate of their armored car is unknown, as is the existence of any kind of photographic evidence of the vehicle.

Novara

During the last months of the war, Allied bombers were a serious threat for the Italian production plants. Before and during the war, the Italians usually had enormous production plants in which armored vehicles were assembled. The most important ones were in Turin such as FIAT Mirafiori and FIAT Lingotto, and Genoa, with Ansaldo-Fossati and the Cornigliano Artillery plant.

In order to diminish the risk of a total production breakdown in case of bombardments and to avoid mass strikes of the workers, who increasingly requested for better wages and shorter working shifts, the Germans divided the production of the Turin and Genoa production plants all over the northern Italian regions. Secondary operations or assembly were usually delocalized from the main production plant.

A Semovente M43 da 75/46 captured at the Fonderia Milanese di Acciaio Vanzetti Società Anonima in Milan by the Italian Partisans in late April 1945. Source: italiantanktree.files.wordpress.com

In Milan, the Fonderia Milanese di Acciaio Vanzetti Società Anonima (English: Milanese Steel Foundry Vanzetti Limited Company) assembled some armored vehicles, together with the Società Piemontese Automobili or SPA (English: Piedmontese Automobile Company) in Turin, and a SPA subsidiary plant in Caselle, near Turin for Ansaldo-Fossati.

Another Ansaldo-Fossati detachment which produced armored vehicles in the late 1944 to early 1945 was the Manifattura Rotondi of Novara, a textile company that stopped working due to its workers being enlisted.

On 25th April 1945, when the Great Partisan Insurrection broke out, the workers of the Manifattura Rotondi contacted the Partisans. According to sources, five Autoblinde AB43 (photographic evidence confirm the presence of six) were in production for a German unit.

On 26th April 1945, the 81ª Brigata Garibaldi Volante ‘Silvio Loss’ (English: 81st Fast Garibaldi Brigade) reached Novara. The task of this mechanized unit was to reach Milan through Novara and to liberate all the small cities on this road from Nazi-Fascist presence.

A total of 6 Autoblinde AB43 medium armored cars lined up in Novara, on the road to Veveri. 3 lacked their turrets. The Lancia Lince scout car is not visible in this image. Source: I Mezzi Corazzati Italiani della Guerra Civile 1943-1945 written by Paolo Crippa

In this zoomed up version of the previous image, it can be seen that one of the three turret-equipped AB43s was not equipped with main armament. The turret is pointing backward with the unarmored front protected by a wooden crate (highlighted in red). It seems that all the vehicles received spherical supports for the secondary armament but it is not clear if the machine guns were installed. Source: Carri Armati “Partigiani” written by Paolo Crippa

In total, six Autoblinde AB43 and an Autoblinda Lancia Lince scout car were received from the workers. It is not clear why there are disagreements between the sources. The factory sources are probably referring to five AB43 under assembly and the sixth one (the one equipped with armament) was awaiting delivery.

Of the AB43, three were not even equipped with turrets. Of the other three, photographic evidence permitting to confirm only one AB43 equipped with armament and another one without main armament. The third armored car was equipped with a turret, but it is not clear if it was armed or not.

The vehicles did not even have camouflage and were painted in bright red anti-rust primer. This was not the best color for a camouflage scheme, but surely the best one to avoid friendly fire from other partisan or Allied units in the area.

The 81ª Brigata Garibaldi Volante ‘Silvio Loss’, commanded by Corrado ‘Fulvio’ Moretti, was part of the Divisione Garibaldi ‘Fratelli Varalli’ (English: Garibaldi Division) commanded by Albino ‘Bruno’ Calletti. The Communist division was subordinated to the Comando Zona Militare ‘Valsesia’ (English: Military Zone Command) commanded by Eraldo ‘Ciro’ Gastone, Vincenzo ‘Cino’ Moscatelli, and Aldo Benoni, a famous Italian partisan commanders.

The 81ª Brigata Garibaldi Volante ‘Silvio Loss’ advanced to Veveri, about 3 km north of Novara in a column with the seven armored cars and some vehicles full of Partisans.

Two turret-equipped Autoblinde AB43 in the Veveri suburbs during negotiations. During this break, the Partisans painted mottos and names of fallen comrades on the vehicles. Source: pinterest.com

In Veveri, there was a German garrison and a blocked column of vehicles. The German soldiers in Veveri were part of the garrison and part of the Stamm Column (from the name of its German commander) that was trying to reach Bergamo. They sent various trucks full of prisoners on the road to Novara to confuse the Partisans. The few German soldiers who arrived in Veveri with dozens of partisan and Allied prisoners had barricaded themselves in city buildings, ready to resist partisan attacks and keep them occupied while most of the Stamm Column advanced toward Lombardy.

Thanks to a local priest, Leone Ossola, the partisans and Germans began negotiations. After six years of war, they felt it was senseless to lose more lives for nothing. After a series of meetings that lasted until late afternoon between Eraldo ‘Ciro’ Gastone, one of the partisan commanders, Leone Ossola, and Colonel Hahn, commander of the local garrison, the Germans agreed to surrender.

The Germans then deposited their guns and surrendered to the Partisans peacefully, while the Stamm Column surrendered on 28th April 1945 in Busto Arsizio, near Milan, to another partisan unit that blocked the road.

The complete Autoblinda AB43 of the 81ª Brigata Garibaldi Volante ‘Silvio Loss’ waiting in the Veveri suburbs. This image shows that, except for the radio antenna and camouflage, the vehicle was fully assembled externally. Source: veveri.it

Same image, but this darker version shows what the partisan was writing on the armored car. W LA ‘LOSS’ is also visible on the front plate, under the front driver port. Source: Carri Armati “Partigiani” written by Paolo Crippa

After having overcome Veveri, the small column of armored cars of the ‘Silvio Loss’ crossed the Ticino River (the border between Piedmont and Lombardy) and joined another motorized column composed of a few trucks and cars requisitioned by the Comando Zona Militare ‘Valsesia’.

On 27th April 1945, the armored cars participated in the small clashes with Nazi-Fascist forces in Turbigo and in Lonate Pozzolo, northeast of Milan. These were no more than small gunfights, often without casualties, after which the Germans quickly surrendered.

On the morning of 28th April 1945, the motorized column of the Comando Zona Militare ‘Valsesia’ started to move southeast to enter Milan, which they reached at about 1:00 pm.

A turretless Autoblinda AB43 in a street of Milan on the morning of 28th April 1945. On the front armor are the inscriptions ‘Valsesia’ and ‘Volante Loss’. Source: Carri Armati “Partigiani” written by Paolo Crippa

In Milan, the armored cars paraded at low speed through the already freed city, reaching Piazza Duomo, the main square of Milan, which was full of cheering civilians and partisans. Three armored cars were parked in the square, surrounded by partisans and enthusiastic civilians. Of the three armored cars, one was armed, one had a turret, and one turretless. The other three armored cars were deployed in city checkpoints to keep order.

A frame from a video of the liberation of Milan. The Piazza Duomo was full of people. Three armored cars were parked in the square. On the left, the one without a turret, in the center the one without armament, and on the right, the armed one. Source: Archivio di Milano via YouTube

The main leaders of the resistance, including CNL members and partisan officers, climbed on top of the vehicle with the turret to start a speech. Teresa ‘Maruska’ Mondini, an Italo-Soviet woman who fought in the Red Army and then with the Italian partisans, also gave a speech atop an AB43. She read a letter written from the Red Army to the Italian Partisans.

Images of the 81ª Brigata Garibaldi Volante ‘Silvio Loss’ in Piazza Duomo, Milan, around 3:00 pm of 28th April 1945. In the first image, commander of the Comando Zona Militare ‘Valsesia’, Vincenzo ‘Cino’ Moscatelli (left), and one of the CNL leaders, Luigi Longo (right), giving a speech. On the armored car’s side is the inscription ‘W la Volante Loss’. In the second image, Teresa ‘Maruska’ Mondini reads a Red Army letter addressed to the Italian Partisans from the Autoblinda AB43 turret. Sources: Carri Armati “Partigiani” written by Paolo Crippa

After this public appearance, the vehicles disappeared from photographic and written sources. These AB43 armored cars were probably deployed to hunt down the last Fascist snipers hidden in buildings, for checkpoints, and to keep order in the city of Milan until the arrival of Allied soldiers.

Even if their fate is unknown, being vehicles in almost factory condition, it is possible that the armored cars were shipped to some manufacturing plant or military arsenal in northern Italy after the war. After the vehicles were completed with essential parts and new camouflages, they could have entered service with the new Italian forces. In fact, even if the war ended, some Italian plants finished assembling and continued to produce a small number of vehicles until they ran out of raw materials in the depots. Some of these documented productions included Lancia 3Ro and Lancia Esarò trucks, Camionette SPA-Viberti AS42 ‘Metropolitane’, Camionette SPA-Viberti AS43 patrol cars, and the armored cars of the AB series, that, after the war were still assembled in the AB ‘Ferroviaria’ version.

An Autoblinda AB43 which took part in the partisan parade in Como after the war. Source: Carri Armati “Partigiani” written by Paolo Crippa

Turin

It seems that Italian Partisans did not initially operate armored cars of the AB series during the liberation of Turin during the Great Partisan Insurrection. On 28th April 1945, at least one Autoblinda AB41 was captured by an unknown partisan unit at the Caserma ‘Alessandro La Marmora’ barracks on Via Asti.

Italian Partisans of an unknown unit pose over an Autoblinda AB41 of the Gruppo Corazzato ‘Leonessa’ in the Caserma ‘Alessandro La Marmora’ barrack on Via Asti in Turin on 28th April 1945. Source: Storia dei Reparti Corazzati della Repubblica Sociale Italiana 1943-1945 written by Paolo Crippa

It seems that no other armored cars were deployed or captured by the Partisans in Turin in the days of the insurrection. However, many armored cars, as well as other armored vehicles, had been deployed by the Fascists units to defend the city, and it seems improbable that only a single AB41 fell in partisan hands. Other ABs were probably knocked out, captured, or damaged and in need of time to be put again in service.

On 1st May 1945, two Carri Armati M14/41 medium tanks and an armored car (probably the one captured at Caserma ‘Alessandro La Marmora’ barrack) were deployed in Robassomero, about 25 km northeast of Turin.

In Robassomero, the armored vehicles supported the 42ª Divisione Unificata ‘Garibaldi’ (English: 42nd Unified Division) and the 2ª Divisione SAP (English: 2nd SAP Division; – SAP for Squadre di Azione Patriottica – Patriotic Action Squads) against some German soldiers of the LXXV. Armeekorps (English: 75th Army Corp).

The German soldiers, survivors of the 34. Infanterie Division (English: 34th Infantry Division) and 5. Gebirgs Division (English: 5th Mountain Division) were caught by surprise. One of the partisan tanks was positioned to fire on the German troops that tried to cross the Stura River, while the second one entered the city supported by the armored car.

The battle in the city was fierce and the Germans managed to destroy the Carro Armato M14/41 that was deployed by the Partisans in the town with a Panzerfaust.

The armored car was probably also damaged in the fighting. Even if this hypothesis cannot be confirmed, it seems that not a single armored car of the AB series participated in the 6th April 1945’s Great Partisan Parade in Turin to celebrate the end of the war.

The Autoblinda AB41 may have also suffered a breakdown, or simply the tires were pierced by German bullets and it was not ready to join the Partisans during the parade.

Other Units

The vehicles already mentioned are only some of the other armored cars captured by the Partisans during the liberation of Italy.

Other armored cars of the AB series were deployed by the Italian Partisans all over the areas not yet freed from Axis presence. Unfortunately, a lack of sources, especially photographic evidence, does not permit an estimation of the total number of armored cars deployed from which unit.

An example of this lack of documentation is the Autoblinda AB43 captured and deployed by the Partisans of an unknown unit in San Martino in Rio in the Reggio Emilia province.

The Autoblinda AB43 captured in San Martino in Rio during the Great Partisan Insurrection. This was in service with the Germans before its capture. Source: Carri Armati “Partigiani” written by Paolo Crippa

An Autoblinda AB41 was captured in Cividale del Friuli in Northeast Friuli Venezia Giulia region. This armored car belonged to the Gruppo Squadroni Corazzati ‘San Giusto’ (English: Armored Squadrons Group) and was picked up by an unknown Italian (or Yugoslavian) partisan unit that deployed it on 28th April 1945 against the German garrison of Cividale del Friuli and on 30th April against the Nazi-Fascist forces in the Udine suburbs.

Conclusion

Due to the absence of any kind of logistical lines during the whole duration of the Italian Civil War, only a few armored vehicles were deployed by the Partisans. When the Great Partisan Insurrection began on 25th April 1945, many armored cars of the AB series, mainly AB43s, were captured by Italian Partisans.

The vehicles were hardly in time to be deployed by the Partisans. Given the fortunes of war, many Nazi-Fascist garrisons surrendered without armed resistance to the Partisans when they saw the armored cars coming.

It is impossible to give a judgment on the scarce service history of the Italian partisan armored cars. However, the Autoblinda AB41 and AB43 were two vehicles that, better than others, could be useful for the Partisans thanks to their mobility and firepower.

Autoblinda AB43 with main armament of the 81ª Brigata Garibaldi Volante ‘Silvio Loss’ used during the Great Partisan Insurrection. Illustration done by Godzilla, funded by our Patreon campaign Sources.

Autoblinda AB43 without turret of the 81ª Brigata Garibaldi Volante ‘Silvio Loss’ used during the Great Partisan Insurrection. Illustration done by Godzilla, funded by our Patreon campaign.

Autoblinda AB43 deployed by the 79a Brigata Garibaldi in Como when it took part in the partisan parade. Illustrations by Godzilla funded by our Patreon Campaign.

Sources

Carri Armati “Partigiani” – Paolo Crippa and Luigi Manes – Witness to War Volume 34

I Mezzi Corazzati Italiani della Guerra Civile 1943-1945 – Paolo Crippa – TankMasterSpecial Italian and English Edition Volume 5

I Carristi di Mussolini: Il Gruppo Corazzato “Leonessa” dalla MSVN alla RSI – Paolo Crippa – Witness to war Volume 3

… Come il Diamante. I Carristi Italiani 1943-45 – Marco Nava and Sergio Corbatti – Laran Editions

Storia dei Reparti Corazzati della Repubblica Sociale Italiana 1943-1945 – Paolo Crippa – Marvia Edizioni

Cold War Italian Trucks WW2 Italian Trucks

FIAT 500 ‘Topolino’

A FIAT 500 ‘Topolino’ deployed by the Regio Esercito as liaison car in North Africa. Illustrations by the illustrious Godzilla funded by our Patreon Campaign.

Kingdom of Italy/Italian Republic (1936-1955)
Car – 519,847 Built

The FIAT 500 was an Italian city car produced by the Fabbrica Italiana Automobili di Torino or FIAT (English: Italian Automobiles Factory of Turin) from 1936 to 1955. It received the nickname ‘Topolino’ (English: Small Mouse) and was the smallest car produced in Europe in that period. It was the car that started the mass motorization of Italy, with half a million produced in three main variants for about 20 years.

Despite its roots as a small city car, the ‘Topolino’ would also go on to have a military career, being requisitioned by various armies and fighting forces.

The FIAT 500 ‘Topolino’ in a FIAT official image of the 1930s. Source: Centro Storico FIAT

History Behind the Project

In 1930, the Italian dictator, Benito Mussolini, felt the necessity of increasing the number of cars present in Italy. In the 1930s, cars were becoming the most iconic symbol of welfare in the Western world and Italian Fascism did not want to fall behind.

To give an example, in 1931, the Italian peninsula had a population of 41.2 millions, with only 188,000 cars and trucks of all kinds, including public and military ones. This meant there was one vehicle for every 240 inhabitants. This low ratio was also due to the Great Depression, which had limited vehicle registrations from 33,436 in 1929 to 14,760 in 1931.

In 1936 (the year in which the FIAT 500 mass production started), there were 220,000 vehicles in Italy for a population of 46 million inhabitants. This translated into one motor vehicle for every 209 Italians, a small number, 10 times lower than France and 40 times lower than the United States’ average.

Politically, Fascism was trying to promote Italian manufacturing capabilities and tended to excel in various fields at the time. The Italian Fascists invested heavily in air races, the naval industry and, finally, even the development of cars.

Trying to emulate other European countries, such Germany with the Volkswagen Beetle, Mussolini convened with Senator Giovanni Agnelli, founder of the FIAT company. The dictator asked the businessman to fulfill the need of producing a cheap car that each Italian family could afford to buy.

The maximum price of the city car was not to exceed 5,000 lira (equivalent to $216 in 1936 or $4,800 in 2023).

Giovanni Agnelli (with the bowler hat) and Benito Mussolini (with the Panama hat) on 8th April 1932, during the official presentation of the FIAT 508 ‘Balilla’ in Villa Torlonia, Rome. Source: ilfattoquotidiano.it

Agnelli, who was not at all happy with the new task assigned to him by the Duce, was forced to accept. He assigned the unappreciated task to the FIAT Design Office placed on the fifth floor of La Palazzina (English: The Building) at the FIAT Lingotto production plant of Via Nizza 250 in Turin. The FIAT engineers, after various briefings, had two different opinions:

The first opinion was that FIAT was actually capable of producing a cheap city car using the same technologies and know-how they had gained developing other cars, but saving up as much as possible on raw materials and equipment.
The second opinion was that the FIAT was not capable of producing such a vehicle in a short time and that the project should be passed to Oreste Lardone (1894-1961). Mr Lardone was an engineer that had worked for FIAT until 1924. In that year, he followed his mentor, Giulio Cesare Cappa, when he was hired at ITALA. In 1928, Mr. Lardone presented a small and cheap ITALA prototype of a city car. The FIAT technicians in favor of the ‘Lardone Option’ suggested hiring Lardone and letting him continue his studies on the prototype under the new requests of the Fascism.

Giovanni Agnelli listened to both opinions and decided to proceed as fast as possible in both directions. He ordered the FIAT Design Office to develop a project following the FIAT standards and hired Oreste Lardone and assigned him a group of technicians and workers to develop and test his prototype.

FIAT Lingotto production plant with the testing track over the roof. On the left is La Palazzina and on the right Lingotto’s freight yard. Source: atlasofplaces.com

Failed Project

After the Wall Street Crash of 1929, ITALA failed during the financial depression and Mr. Lardone accepted and willingly agreed to return to work at FIAT. He started his project, which was a small front-wheel drive city car with 4 seats and a 500 cm3 air-cooled two-cylinder engine and the development proceeded quickly. Lardone’s prototype was finished in summer 1931 and, after the driving tests on the FIAT Lingotto factory roof, the car was ready to be tested on the road.

During the driving test in the city of Turin, a FIAT test driver, Giovanni Agnelli himself and Oreste Lardone took part. Perhaps because of the excessive speed with which the project was carried out to satisfy the Fascist demands, there was an accident with the prototype.

The car exited the FIAT Lingotto production plant and drove for some kilometers around Turin. While testing the climbing capabilities of the car at the Cavoretto slope, the petrol engine caused a fire, from which the three occupants escaped quickly.

Although the accident was probably caused by a simple malfunction of the fuel pump, Giovanni Agnelli was shaken. He immediately fired Lardone and then banned front-wheel drive on FIAT cars.

Original drawings of Oreste Lardone’s FIAT car. Source: Centro Storico FIAT

Delaying the Project

After the failure of Lardone’s project at FIAT, the city car project desired by Fascism continued very slowly and without significant economic investment. Many designers at FIAT thought Lardone’s design was the best idea to keep the car as cheap as possible and did not want to contradict Giovanni Agnelli, who had banned front-wheel drive cars.

Of secondary importance, but nonetheless significant, was the anti-Fascist beliefs held by FIAT’s workers. Despite the fact that, in the late 1920s to early 1930s, the Partito Nazionale Fascista or PNF (English: National Fascist Party) had very high support among the Italian population, the working-class segment was mostly disappointed or opposed to the party of Benito Mussolini and to Giovanni Agnelli himself, who was very close to the regime.

FIAT’s workers usually joked about Benito Mussolini, calling him ‘ël Crapun’ (English: The Bald One), while Giovanni Agnelli was nicknamed ‘Giuanìn Lamera’. Giuanin is a nickname used in Piedmont (the region of Italy where Turin is located) for people called Giovanni (like Johnny for people called John in English-speaking countries), while Lamera means sheet metal in Piedmont dialect.

In general, in Turin, which was a working-segment city where most of the inhabitants were workers or working in activities related to factories and assembly plants, mainly in the automotive sector, Fascism never had the same following as in other cities of Italy. Although fascism emphasized its support for workers and the better conditions theoretically achieved, in reality, the Italian working class never had any tangible benefits during the two decades of Fascism in Italy.

Another problem was the mistreatment of the workers by the Fascist Party in Turin. For example, on 18th December 1922, in retaliation for the killing of two Fascist militants in Turin, the Squadre d’Azione (English: Action Squads) of the PNF in Turin, led by Piero Brandimarte, killed 14 workers and trade unionists and wounded 26 others.

Memorial of the Squadre d’Azione atrocities committed in Turin on 18th December 1922. Piazza XVIII Dicembre, 18th December 2023. Source: Author

With the Wall Street Crash a few years later, the working class experienced another period of suffering, with many workers laid off and wages reduced by 7-8% compared to the period before 1929.

After the economic recovery of the 1930s, the working conditions in the factories did not improve. Silent resistance to the Fascist regime took root at FIAT Lingotto, where, already in 1927, a Communist newspaper was being clandestinely printed and shared. The highest expression of anti-Fascism occurred on 15th May 1939, at the inauguration of the FIAT Mirafiori production plant, which was also attended by Mussolini. Of the approximately 50,000 FIAT workers present at the ceremony, more than 90% refused to applaud and cheer the dictator during his speech.

A frame of a propaganda film of Benito Mussolini visiting the FIAT Lingotto plant on 23rd October 1932. As visible, many workers on the right do not respond to the fascist salute as a sign of silent resistance. Mr. Giovanni Agnelli is on the podium, on the right, in the black suit, while on the left is Benito Mussolini. Source: Archivio Storico Luce

It was also for these reasons that the development of the car desired by Mussolini was delayed and hindered by the workers and managers, who wanted to avoid worker protests and demonstrations against the regime and bad publicity for the company.

Everything changed when Benito Mussolini visited the FIAT Lingotto manufacturing plant on 23rd October 1932. During a private meeting with Giovanni Agnelli, the Italian dictator reminded the businessman of the commitment he had made and the project received new emphasis.

The question returned to the desk of FIAT’s Design Office and one of the main engineers of the office, Antonio Fessia (1901-1968), suggested assigning the development of the car to a young but brilliant junior designer and his personal assistant, Dante Giacosa. The idea was also agreed to by FIAT’s other main engineer, Tranquillo Zerbi (1891-1939). In fact, both considered Giacosa the right man for this project due to his excellent work with the FIAT 508 ‘Balilla’s’ development.

The New Project

Dante Giacosa (1905-1996) is nowadays considered one of the masters of the Italian motor school. Giacosa started working in 1927, aged 22, for the Società Piemontese Automobili (SPA) (English: Piedmont Automobile Company), after graduating from the Polytechnic University of Turin. In 1929, he was transferred to the FIAT Design Office of the Lingotto plant (SPA was a FIAT subsidiary), where he started working on the development of the Pavesi P4 artillery tractor. After a brief career in the FIAT Automobiles Engines Design Office, where he was assigned to the development of the FIAT 508 ‘Balilla’, in 1933, he was promoted to Technical Car Department Office.

Dante Giacosa at the FIAT Lingotto testing track with a FIAT 500 ‘Topolino’ in 1978. Source: topclassico.com

In 1934, Antonio Fessia met with Giacosa, detailing Agnelli’s project to him. At that time, there were examples of cheap cars in Germany and France, but the Italian designers wanted to offer a new Italian designed vehicle without taking a cue from foreign vehicles. The new FIAT car had to be powerful and more comfortable than the foreign vehicles, but with comparable prices.

From the knowledge gained in the development of the FIAT 508, Giacosa studied an even simpler version of the vehicle to make it easy to produce at lower costs, keeping in mind the failure of Lardone.

The FIAT 508 ‘Balilla’ in a 1930s poster. Source: cdn.motor1.com

While Giacosa took on the development of the chassis and the engine, the bodywork was penned by Rodolfo Schaeffer (1893-1964), who was at the time the leader of FIAT’s Coachwork Technical Office.

The plans were to save up on everything superfluous. The fuel pump was not added, preferring a fuel tank that filled the engine by gravity, being placed over the engine. The water pump used to cool the engine was not added, and the radiator was also placed over the engine. With this solution, the cooling of the engine was made thanks to a thermosiphon passive heat-exchange physics system, with the cold water that fell in the cooling system by gravity and the hot water that returned to the water tank.

The position of the radiator over the engine permitted a sensible increase of the aerodynamics of the project. In that period, the front grilles were usually vertical or slightly angled due to the presence of the radiator in front of the engine.

Another solution to save on costs was the introduction of an independent suspension system. To do so, the engine was placed in front of the wheel axle, supported by the coachwork of the car instead of the chassis. This permitted the lowering of the car’s bonnet, improving the aerodynamics.

The simple chassis of the FIAT 500 ‘Topolino’ developed by Dante Giacosa. Source: modelist-konstruktor.com

The lubricant oil pump was retained but was simplified as much as possible, with a rudimentary system. The oil circulated thanks to the mechanical parts that, when the vehicle was in motion, “slammed” the oil to all the parts that needed to be lubricated.

Given the small dimensions of the vehicle, a new tire size was requested from the Pirelli factory of Milan. The tire company developed a small 4/00R15 tire, the smallest tire diameter adopted for a car until then. The vehicle had a spare wheel placed on the rear side, under the rear windshield.

A FIAT 500 ‘Topolino’ after an accident, with its wheel replaced. Source: wikipedia.com

The simple gearbox had 4 forward and reverse gears. The third and fourth gears were synchronized.

Giacosa and Fassia assumed that the vehicle would have a chassis weighing less than 250 kg, plus 180-200 kg of coachwork, arriving at a total weight of 450 kg with all the necessary parts. Their assumption was they could sell the vehicle at 12 liras per kg (5,400 liras) instead of the 17 liras per kg (10,800 liras) for the FIAT 508.

History of the Prototype

Giacosa claims that the new vehicle’s engine’s development began after the coachwork of the car was designed. Giacosa started the engine’s drawing on 1st June 1934 and the engine project was delivered to the Prototype Production Office shortly before August 1934, before the holiday month for FIAT workers.

FIAT’s Prototype Production Office delivered the engine on 15th September 1934, less than two months after the project was finished, although the engine had some noise problems.

The Zero A prototype outside the FIAT Lingotto production plant with a black coat of paint. Source: media.stellantis.com

On 7th October 1934 (other sources incorrectly claimed 17th October), the prototype, at the time called ‘Zero A’ (A for Aero, from the Aero Engine Office in which the engine was developed), was ready for its test drive.

Due to the speed at which the vehicle had been developed, Giacosa had doubts about its capabilities, especially in terms of driving uphill because of the low engine power and braking system. Having the engine at the front, it was believed that the unbalanced weight forward caused problems, overheating the brakes even during short runs.

For the test, Giacosa and Fessia took turns driving the prototype from the FIAT Lingotto plant on the route Ivrea (~ 80 km) – Andrate (~ 15 km) – Biella (~ 20 km) – Vestignè (~ 40 km) – Borgomasino (~ 5 km) – Cigliano (~ 7 km) and, taking the A4 Highway, returned to Turin (~ 60 km) with a maximum speed on the last part of the test of 82 km/h. During the driving, especially in the Andrate – Biella, the engineers took some dirt mountain roads to test the prototype’s suspension and off-road capabilities.

Dante Giacosa and the Zero A during the test drive. The image was taken by Antonio Fessia. Source: Centro Storico FIAT

The road performance was good, comfort during driving was better than other vehicles thanks to the independent suspension, and the brake system worked better than what Giacosa expected.

Three days after the first driving test, on 10th October, the prototype was tested at high speed, reaching the maximum speed of 86 km/h.

The noise problems were solved after a briefing on 11th October during which the various FIAT’s engineers and Giovanni Agnelli himself took part. In a day, the second prototype of the engine, which had 69 hours of testing, was completely dismounted and the rear bearings substituted. The noise persisted and, the very next day, the engine was tested many times, finally finding the problem in the crankshaft bearings. Engineer Giacosa quickly delivered three different crankshaft solutions to substitute the original one on the same day. The new crankshaft led to a quick redesign of the engine.

When Giacosa and Fessia started planning the car, they predicted that 20 hp of power would be needed from the engine. Due to the redesign of the engine, this goal was not achieved, but the result was still excellent. The engine was immediately considered adequate even if it delivered a total of 13 hp due to increased friction of the bearings.

The engine mounted on the Zero A. Source: Centro Storico FIAT

A second Zero A prototype was produced with the necessary modifications. On this second vehicle, the headlights were placed outside the mudguards, while on the first one, they were inside the coachwork.

After more tests during which other small details were fixed, the tooling-up of the production lines was next. Giacosa visited the workshops many times, discussing with worker foremen and continuing to slightly modify the project of the Zero A with their suggestions to make it easier and faster to produce while still maintaining a low waste of resources.

In the end, the serial production FIAT 500 ‘Topolino’ weighed 535 kg, 85 kg more than the first prototype.

The Zero A front and side views (top) and FIAT 500 ‘Topolino’ serial production (bottom). Source: Centro Storico FIAT

The vehicle was presented to Benito Mussolini on 10th June 1936 at his home in Villa Torlonia. While testing the car with Senator Agnelli as passenger, the Italian dictator was impressed by the characteristics of the vehicle, despite its rudimentary production.

Prices, Oddities, and Nickname

The FIAT Sales Division decided the name of the new car FIAT 500 and the launch of the car took place on 15th June 1936. It was publicized abroad as the ‘Smallest Car in the World’ and as ‘L’Auto del Popolo Italiano’ (English: The Italian People’s Car) within Italy.

The FIAT 500 ‘Topolino’ was sold for 8,900 liras (equivalent to $450 in 1936 or $10,000 in 2023) in the standard version and for 9,700 liras (equivalent to $496 in 1936 or $10,995 in 2023) for the convertible car configuration presented in October 1936.

FIAT 500 roof’s folding framework from the inside. Source: twitter.com @EvokeClassics

The FIAT 500’s final total cost was 78% higher than Benito Mussolini’s had demanded because of the inability of the industry to produce such an inexpensive vehicle at the time.

It should also be emphasized that FIAT’s management still wanted to offer a certain degree of comfort for the buyers of the new car. The interior was not spartan, as one might expect from a car aimed at absolute economy.

The 8,900 lira price tag for the car was too much for a worker earning between 200 liras (simple worker) and 400 liras (skilled worker) monthly. The purchase of a FIAT 500 was equivalent to almost 4 years of salary for the former’s case and almost 2 years for the latter.

FIAT poster advertising the FIAT 500 with the motto: ‘I Have an automobile too, the small big car’ emphasizing the affordability of the vehicle to the majority of the population. Source: twitter.com @Centro Storico FIAT

However, the price was not a major obstacle, especially in Turin, where FIAT workers and their relatives had discounts on the purchase of the cars they produced. The biggest problem with the FIAT 500 ‘Topolino’, which did not limit its sales however, were the only two seats available at the front, which became four with a wooden bench placed in the back, suitable only for transporting two children. When the rear passengers were two adults, the increase in weight decreased the car’s performance significantly.

A frame from the US film The More the Merrier of 1943, showing four of the protagonists on board a FIAT 500 ‘Topolino’ convertible car. In order to make room for the rear female characters the roof had to be opened. Source: imcdb.org

The nickname of the car, Topolino, literally means ‘little mouse’ in Italian, but is also the Italian name of Walt Disney’s most iconic character: Mickey Mouse.There are a whole load of theories and opinions about the adoption of this particular nickname for the FIAT 500.

Some sources claim that the car was nicknamed Topolino, after Mickey Mouse, due to the presence on the serial vehicles of the external headlights painted black that, from inside the vehicle, reminded the driver and passengers of the characteristic rounded ears of Disney’s character.

Other sources deny the idea of Mickey Mouse being the origin of the name, claiming that it was given due to the fact it was the smallest car produced at the time in Europe. The nickname ‘Little Mouse’ was possibly given for its dimensions and speed, as a mouse is a small and agile animal.

The first series-produced FIAT 500 ‘Topolino’ during an exhibition. The logo on the stand says: “The very first FIAT car in the world, a small big car”. Source: Centro Storico FIAT

It has to be noted that FIAT never officially adopted the nickname, like, for example, with the ‘Balilla’ nickname for the FIAT 508. However, this is not very important given that these cars are still known today in Italy simply as ‘Topolino’ and ‘Balilla’. The three-digit number or the manufacturer never needs to be mentioned.

Uncle Topolino in the Disney Pixar film Cars 2. The character is inspired by the FIAT 500 Topolino. Source: Disney Pixar

The use of the nickname for the ‘Topolino’ is also so common because, in 1957, FIAT presented a new car model known as the FIAT Nuova 500 (English: FIAT New 500), a completely different vehicle that had nothing in common with the ‘Topolino’. Despite the specification of ‘New’ in its name, the vehicle quickly entered the common knowledge of the Italians simply as the FIAT 500. It is still one of the most iconic vehicles of the Italian industry to this day, together with the Piaggio Vespa motorbike. This is one of the reasons why, today, the FIAT 500 ‘Topolino’ is simply known as the ‘Topolino’, in order to differentiate between the pre-war FIAT 500 and the post-war FIAT Nuova 500.

Dante Giacosa with two of his most famous cars, the FIAT Nuova 500 (left) and FIAT 500 ‘Topolino’ (right). Source: ilgiornale.it

Shortly before the war, the Kingdom of Italy had reached a total of 290,000 vehicles registered, meaning that in 3 years, 70,000 new vehicles were registered. Given these numbers, Italy had a motorized vehicle for every 158 persons.

Design

Engine and Liquids

The engine was a water cooled FIAT Tipo 500 flathead engine, 4-cylinder in line, 569 cm3, giving out 13 hp at 4,000 rpm and with a maximum torque of 32.4 Nm at 2,500 rpm. The car was equipped with a Magneti Marelli Tipo S 25 F 14 distributor, while the horizontal carburetor was a Solex 22HD.

Drawings of the FIAT Tipo 500 engine adopted on the FIAT 500 ‘Topolino’. Source: Centro Storico FIAT

The FIAT 500 ‘Topolino’ had a total weight of 535 kg, but with two passengers and 50 kg of luggage, the total weight reached 750 kg.The spare wheel (10 kg) and a toolbox (3.5 kg) are also considered.

FIAT 500 ‘Topolino’ Speed Fully Loaded
Gear	Maximum speed (km/h)	Surmountable slope (%)
1st	20	22
2nd	32	12.5
3rd	50	7
4th	85	3

The fuel tank had a capacity of 21 liters, of which 3.4 liters of reserve. The fuel consumption of the FIAT Tipo 500 engine was about 6 liters every 100 km, meaning it had a maximum range of 350 km.

The radiator had a capacity of 4.5 liters of water to cool the engine. For the lubricant oil, there were different quantities of various oils with different viscosity. A total of 2 kg of FIAT oil lubricated the engine, and 1.45 kg of FIAT oil CP were used for the gearbox, rear axle housing, and steering box. The brake system was hydraulic on all four wheels, with a brake pedal. The brake system was loaded with 0.55 kg of a special oil for brakes (FIAT suggested the Liquido Speciale Lockheed – Lockheed Special Liquid).

FIAT 500 ‘Topolino’ scheme. Source: favcars.com

Electrical System

The electric system worked at 12 V and was connected to a Magneti Marelli Tipo 6 BA 7 di 30 Ah battery on the first vehicles produced. After an unknown (but low) number of vehicles produced, the battery was substituted with a Magneti Marelli Tipo 6 VX 7, 38 Ah battery. It had a size of 17.5 x 20 x 25 cm and had a total weight of 19.7 kg with an autonomy, without dynamo, of 10 hours of traveling. The dynamo was a FIAT Tipo 75/12 that charged the battery after the engine reached 1,050 rpm.

The starting engine, until engine number 33,508, had a power of 0.7 hp. From engine number 33,509 onward, the power was increased to 0.9 hp. The ignition coil was a Magneti Marelli Tipo 662-04/20 with a power of 12 volts. The spark plugs were Magneti Marelli Tipo MW 125 T 3 P with dimensions of 12 x 1.25 cm until engine number 60,057. From engine number 60,058 onward, the spark plugs had dimensions of 14 x 1.25 cm.

The electrical system of the FIAT 500 ‘Topolino’ according to the Ministerial Decree of 1937. Source: topolinoclubsanmarco.it

The FIAT 500 ‘Topolino’ was equipped with two 20 watt headlights on the front mudguards (35 watts while in main beam mode). A light was placed between the sun visors with a toggle switch on the dashboard.

On the dashboard were the speedometer, the light for the battery charge, and oil pressure gauge. An inspection bulb socket was placed on the left, under the dashboard panel.

On the first vehicles produced, the signal arrows could be added as an extra on the ‘Topolino’. After the adoption of a new Ministerial Decree on signal arrows in 1937, these were added on all vehicles. Precisely, the signal arrows were added from chassis number 14,421. The driver had to operate them manually with a button located near the steering wheel.

A FIAT 500 ‘Topolino’ cut in half. Source: favcars.com

With the decree of 1937, the stop light on the rear also became compulsory on all models and it was placed over the license plate.

Suspension System

The first 46,000 ‘Topolino’ produced had quarter-of-ellipse leaf springs on front and rear axles, with the front ones equipped with hydraulic pistons.

This was an adequate solution for the city car version, but not for the Furgoncino (English: Little Van) version. The first examples had some problems when fully loaded, as their loading bay floor collapsed.

The problem was found to be in the small rear leaf spring suspension and the FIAT Design Office solved the problem by adopting half-of-ellipse leaf springs instead.

In order to increase the production rates and decrease FIAT’s overall costs, it was decided to modify the ‘Topolino’ with half-of-ellipse leaf springs as well, maintaining a single production line for both the models. This change was made in the second half of 1938 and, to distinguish between the two variants of FIAT 500 ‘Topolino’, the terms FIAT 500 a Balestra Corta (English: FIAT 500 with Short Leaf Spring) for the vehicles produced until 1938 and FIAT 500 a Balestra Intera (English: FIAT 500 with Entire Leaf Spring) for the vehicles produced after the modification are unofficially used.

The FIAT 500 a Balestra Intera had an increased weight of 30 kg and was otherwise indistinguishable from the earlier model.

Italian Versions

FIAT 500B

In spring 1948, a new ‘Topolino’ model was presented at the Geneva Motor Show. This was the FIAT 500B, with the pre-war model unofficially receiving the designation FIAT 500A.

A FIAT 500B ‘Topolino’. As clearly noticeable, there are no differences from the pre-war FIAT 500A. Source: zf-24.de

The vehicle externally remained essentially unchanged, but internally had many improvements. The engine was modified with a new iron cast cylinder head with overhead valves and some other modifications that brought the total power to 16.5 hp at 4,400 rpm.

The Solex carburetor was substituted with a Weber 22 DRS reverse intake carburetor. Thanks to the increased output, the maximum speed was increased to 95 km/h while the fuel consumption was reduced to 5 liters for 100 km, bringing the range to 420 km.

FIAT 500B ‘Topolino’ in convertible configuration. Source: pinterest.com

An anti-roll bar was added on the rear axle, while hydraulic pistons were added on all four wheels.

Other improvements were made inside the passenger compartment with the addition, at the request of the customer, of a heating system for the winter season.

FIAT 500C

In 1948, the last version of the FIAT 500 ‘Topolino’ was presented. The new vehicle was the 100th car model designed by FIAT and it was decided to completely change the design of the vehicle.

The chassis was left unchanged, while the engine received a new aluminum cylinder head, maintaining the same output and speed of the FIAT 500B.

A FIAT 500C ‘Topolino’, the last post-war version of the iconic city car. Source: newsauto.it

The coachwork was completely redesigned, with headlights placed inside it and with a new ‘US-style’ front. The spare wheel was also removed from the usual position on the rear and placed behind the passenger seat.

Front view of a FIAT 500C ‘Topolino’ with the new US-style front. Source: twitter.com @nhhotelsit

Like for the pre-war model, in order to accomodate two more passengers at the rear, the convertible variant was needed and the demand on the Italian market for that model was high.

In order to speed up production, the convertible car variant became the standard variant in the production lines. The rigid-roof one was still produced at the specific request of the customer.

Variants

FIAT 500 Furgoncino

The FIAT 500 Furgoncino was introduced in late 1936 and had a payload capacity of 300 kg in its 1 m3 rear space. It was mainly intended for civilian users, such as milkmen, post carriers, suppliers, etc., but was also produced for the Italian Regio Esercito (English: Royal Army). The Furgoncino had a single seat for the driver and the spare wheel was placed on the driver’s right instead of the passenger’s seat. After November 1937, the second seat could be reinstalled at the request of the customer. After the introduction of the FIAT 500 a Balestra Intera, the Furgoncino’s suspension was reinforced compared to the half-of-ellipse leaf springs of the ‘Topolino’, with 13 springs instead of 6 on the city car.

A FIAT 500 Furgoncino with its rear door opened. This particular vehicle was produced in 1940 and was photographed outside the FIAT Lingotto production plant. Source: Centro Storico FIAT

After chassis number 100,900, built in December 1946, the vehicle adopted two configurations: angled rear with a single door or vertical rear with two doors.

FIAT 500B Furgoncino used by the Campari Vermut company as an advertising vehicle. Source: twitter.com @sportgoodies

The FIAT 500 Furgoncino based on the pre-war chassis had a maximum speed of 82 km/h (90 km/h for the FIAT 500B and C chassis) and could overcome 18% slopes. The FIAT 500 Furgoncino production was continued with the FIAT 500B and FIAT 500C and its production ended in 1954.

A FIAT 500C Furgoncino with vertical rear and two doors outside the FIAT Mirafiori production plant in Turin in 1950. On the left, a FIAT 500C Giardiniera is partially visible while, on the right, some FIAT 500B ‘Topolino’ city cars and a FIAT 500B Furgoncino are visible. Source: Centro Storico FIAT

FIAT 500B and FIAT 500C Giardiniera

In 1946, a brilliant designer, Mario Revelli di Beaumont (son of Abiel, developer of the FIAT-Revelli machine gun and other weapons) presented a new station wagon model while working for the Carrozzeria Viotti (English: Viotti Coachworker). This type of car, built on the FIAT 1100 chassis, was called Giardinetta and does not have a proper translation. The term Giardinetta was used for some years in Italy to refer to station wagons.

Revelli di Beaumont’s innovative solution increased the space inside standard city cars by adding a rear door to make room for luggage or other materials. The spare wheel was stored on the floor of the rear section, under the luggage compartment.

A FIAT 500B Giardiniera, the first mass-produced station wagon in the world. Source: clubtopolinofiattorino.com

FIAT, which sensed the vehicle’s potential, introduced a similar model for the FIAT 500B that was officially presented at the Turin Motor Show in 1948. As a matter of copyright, FIAT could not call the car Giardinetta, so the FIAT Sales Division renamed it Giardiniera, which had a double meaning:

Giardiniera was a similar name to the model presented by Carrozzeria Viotti, increasing its publicity.
In Piedmont, Giardiniera is an Italian relish of pickled vegetables, a simple dish, really popular among the Italian peasants and workers during and after the war in northwestern Italy. It was simple to cook and with ingredients that almost every Italian family grew in the garden or bought at the market.

The FIAT 500B Giardiniera was characterized not only by a new rear part bodywork, but also the introduction of a second row of seats. The sides of the coachwork were made not only of iron, but also of wood and Masonite (pressure-molded wood), following the example set by Revelli and the US Woodie cars. The wooden parts were produced by the Sezione Carrozzerie Speciali (English: Special Coachwork Section).

A rear door was added to easily store luggage in the back and the space was appreciated by the customers. The space could be increased by lowering the back of the second row of seats.

The luggage compartment in a FIAT 500C Giardiniera Belvedere, with the second row of seats lowered. On the lower part, under the compartment’s floor, is the spare wheel compartment. Source: twitter.com @mi_classico

The FIAT 500B Giardiniera was the first mass-produced station wagon of the world.

With the introduction of the FIAT 500C, the Giardiniera in Legno (English: Wooden Giardiniera) was still produced until 1951. It was substituted on the production line by the Giardiniera Belvedere.

The difference from the previous model was the absence of the wooden and Masonite parts, supplanted by molded iron plates. The iron plates speeded up the production and obviously reduced the overall cost. The lower cost permitted even more Italian families to buy the car. The FIAT 500C Giardiniera Belvedere was the last variant of the FIAT 500 ‘Topolino’ produced in Italy, with the last vehicles leaving the factories in late 1955.

A FIAT 500C Giardiniera Belvedere in a poster from the 1950s. Source: lov2xlr8.no

Special Variants

FIAT 500 ‘Topolino’ Racing Models

The FIAT 500 ‘Topolino’ was not only the most popular city car in Italy, but also the base of dozens of racing cars produced in small numbers which took part in famous Italian and European racing competitions.

Unfortunately, many of these beautiful vehicles with characteristic shapes were produced in single prototypes by specialized coachworkers and companies that no longer exist. Tracking their stories or finding information is now difficult, and, in some cases, impossible.

FIAT-SIATA 500 Gran Sport from 1937, which took part in the 1937 Mille Miglia cup. Source: ruotedasogno.com

In April 1937, the FIAT 500 ‘Topolino’ made its racing debut at the Mille Miglia (English: Thousand Miles) motorsport endurance race. Not being a racing car, obviously none of the FIAT 500-equipped racing teams came close to the podium. However, the ‘Topolino’ won two different races: the Sport Class up to 750 cm3 was won by a FIAT 500 ‘Topolino’ Testa SIATA modified by the Turin’s company Società Italiana Applicazioni Tecniche Auto-Aviatorie (SIATA) (English: Italian Society for Technical Applications for Cars and Airplanes) with a powerful overhead valve head engine. The car was driven by Piero Dusio and Ciro Basadonna. Another ‘Topolino’ won the National Touring Class prize for under 750 cm3. The teams arrived at the finish line 50th and 51st respectively. A total of 27 racing teams out of 149 participated in the race with FIAT 500s, some modified by specialized coachworkers, while others were simple civilian models.

A FIAT 500 Testa SIATA, numbered 29, driven by Raffaello Guzman and Mario Jelmini during a pit stop at the Mille Miglia of 1937 in which it came 63rd. Except for the powerful SIATA engine, the car remained unchanged from the civilian one. Source: Foto Locchi

In the French 24 Heures du Le Mans (English: 24 Hours of Le Mans) endurance sports car race of June 1937, two SIMCA 5 were among the 48 racing teams. The SIMCA 5 that competed in the 24 Heures du Le Mans was equipped with the smallest engine ever entered in the French race, with a volume of 568 cm3.

The Amedeo Gordini racing team’s SIMCA 5 during one of the 24 Heures du Le Mans editions. Source: 24h-lemans.com

The new engine and coachwork of the Amedeo Gordini racing team (sometimes Frenchified into Amédée Gordini) gave the SIMCA a top speed of 110 km/h. Thanks to its performance, the Amedeo Gordini racing team won the prize for the small-engine car class for three years in a row, from 1937, when the SIMCA 5 was first entered, until 1939, before the forced break due to the war. In 1938, Amedeo Gordini’s SIMCA 5 also won the performance index prize.

The Stanguellini SN750 Spider Torricelli (on a FIAT 500 ‘Topolino’ chassis) at the finish line in 1938. This car won the Sport Class under 750 cm3 prize with the racing team Giulio Baravelli (right) and Adelmo Sola (left). Source: wikipedia.com

In the Mille Miglia race of 1938, the ‘Topolino’ cars returned with even more curious shapes. The ones that won the Sport Class under 750 cm3 prize was the Stanguellini SN750 Spider Torricelli, while the other two ‘Topolino’ coachworked by Zagato came right behind. The vehicles were the FIAT 500 Testa SIATA Spider Zagato and the FIAT 500 Testa SIATA Hardtop Zagato.

The FIAT 500 Testa SIATA Hardtop Zagato driven by Renato Donati and Alberto Garzi during the 1938 Mille Miglia. Source: twitter.com @postmanden1

During the next few years, the FIAT 500 ‘Topolino’ continued its participation in motorsport races. In the 1940 edition of the Mille Miglia, the Stanguellini SN750 Testa SIATA Spider Torricelli arrived 12th, winning the Sport Class under 750 cm3 prize. Even after the Second World War, the FIAT 500 ‘Topolino’ continued its participation in the Mille Miglia with other curious-shaped coachworks.

A FIAT 500 ‘Topolino’ in Bologna shortly before the start of the 1947 Mille Miglia edition. Source: wikipedia.com

It is also worth mentioning the victory of Maria Teresa de Filippis (1926-2016) in the Cava dei Tirreni race in 1948 aboard a FIAT 500 ‘Topolino’. De Filippis then continued her automotive career by becoming the first woman to qualify in Formula 1 races.

Maria Teresa de Filippis on board her FIAT 500 ‘Topolino’ racing car. Source: f1grandprixdriversclub.com

FIAT 500C Coupé Bizzarrini ‘Macchinetta’

Another interesting model was the FIAT 500C Bizzarini, also known as ‘Macchinetta’ (English: Little Car). It was a personal development from engineer Giotto Bizzarini (1926-2023). Bizzarini started the development while he was studying at the University of Pisa and brought the car project as a dissertation for its university graduation. After university, the young engineers started the assembly of the car, which began in 1952 and ended the following year.

The chassis was that of a FIAT 500C, while the engine was taken from a FIAT 500B but with the cylinder head of a SIATA sport car. It also equipped the engine with two Dell’Orto carburetors for a total output of 25 or 30 hp (whether one or both carburetors were working).

The engine was then moved over the front wheel axle to decrease the front imbalance of the car. A new coachwork was designed by Bizzarini and completely made of aluminum to decrease the weight of the vehicle.

Giotto Bizzarini with his FIAT 500C Bizzarini ‘Macchinetta’. Source: wikipedia.com

In the end, the new vehicle, produced as a single prototype, had a maximum speed of 155 km/h. The young engineer went to Ferrari’s plant in Maranello with his product after the assembly.

The founder of Ferrari, Enzo Ferrari, was surprised by the characteristics of the car and decided to hire Bizzarini. This was the start of the fortunate and brilliant career for the Italian designer.

The FIAT 500C Bizzarini ‘Macchinetta’ at present. Source: twitter.com @AndreaImondi

Other Customizations

SIATA Amica 49 and 50

After the Second World War, the Società Italiana Applicazioni Tecniche Auto-Aviatorie produced two GT variants of the FIAT 500B ‘Topolino’, the SIATA Amica 49 (English: SIATA [Female] Friend 49), of which 50 were produced from 1948 to 1949, and the SIATA Amica 50, with 500 produced between 1950 to 1952.

The SIATA Amica 49 had a tubular perimeter frame, while the SIATA Amica 50 had a steel box frame. Both were convertible cars with a SIATA 633 cm3 engine delivering 22 hp that, thanks to the only 580 kg of the car, guaranteed a top speed of 100 km/h. The cars had state-of-art finishes and were among the most luxurious of the era, with elaborate detailing in the upholstery and very distinctive designs.

A SIATA Amica 49, one of the 14 surviving examples. Source: finarte.it

Zagato

It is impossible to speak of racing and sport versions of the ‘Topolino’ without mentioning Zagato. This was a coachbuilder located in Milan that specialized in coachworking ALFA Romeo, Lancia, FIAT, and Aston Martin cars in small batches for racing or GT cups.

Zagato modified the FIAT 500 ‘Topolino’ chassis in many different configurations from 1936 until the 1950s.

FIAT 500 ‘Topolino’ Trasformabile, a convertible car version presented in 1936 by Zagato. Note the elegant wheel rims. Source: carstyling.ru

One of the first Zagato coachworks was the Trasformabile (English: Convertible Car) that had a short life due to the appearance, in October 1936, of a similar variant coachworked by FIAT itself.

In 1938, the production of the racing versions of the ‘Topolino’ was also started, with the already mentioned FIAT 500 Testa SIATA Spider Zagato and the FIAT 500 Testa SIATA Hardtop Zagato.

FIAT 500 Testa SIATA Spider Zagato during the 1938 Mille Miglia edition. Source: imcdb.org

During the Second World War, Ugo Zagato, the founder of the company, started the development of a new style of coachwork known as the Panoramica (English: Panoramic), characterized by windows and windshields of greater dimensions compared to standard cars.

After the war, the Panoramica coachwork was adopted on various car chassis, including the FIAT 500B ‘Topolino’ after 1948 and FIAT 500C ‘Topolino’ after 1950.

FIAT 500C Panoramica coachworked by Zagato in Watkins Glen, United Stated, in 1950. Source: carstyling.ru

In the post-war period, Zagato cooperated with Giorgio Giusti, a designer that modified the ‘Topolino’ engine with a new cylinder head in bronze alloy, the so-called Testa d’Oro or Testadoro (English: Gold Head) for the color of the alloy.

The new 600 cm³ engine, coupled with the aerodynamic shape of the Zagato coachworks, created the famous FIAT-Giusti 500 Drin Drin Zagato, which won the Monthléry race in 1947 and had other great success in other races.

In 1948, also in cooperation with Giusti and on the ‘Topolino’ chassis, the FIAT 750 ‘Daniela’ Testadoro Zagato (five to six produced) and the FIAT 750 ‘Marinella’ Testadoro Zagato (four produced) were created. The new cars were powered by new engines developed by Giorgio Giusti’s own Testadoro company. ‘Marinella’ had a 742 cm³ cast iron engine with an aluminum alloy cylinder head. It gave a maximum output of 45 hp at 6,500 rpm. While ‘Daniela’ had the same engine, it had some modifications that brought it to a maximum output of 48 hp at 7,000 rpm.

The FIAT-Giusti 500 Drin Drin Zagato with the racing team after the Monthléry race in 1947. Source: autopuzzles.com

Other Versions

Other customizations included a three-axle Furgoncino variant produced by Ollearo of Turin and produced in limited numbers. Due to its limited dimensions and payload capacity, this variant was mainly used to advertise various products with their curious shapes.

The FIAT 500 ‘Furgoncino’ in its three-axle variant specifically coachworked for the Cormaiore Mineral Water company. Source: ollearo.com

Another curious variant was the one made for the Fabbrica Italiana Velocipedi Edoardo Bianchi (English: Italian Bicycles Factory Edoardo Bianchi) or simply Bianchi. The company is one of the most famous in Italy not only for its bike production, but also for its participation at the Giro d’Italia (English: Tour of Italy) and Tour de France (English: Tour of France) bicycle races.

For its racing team, Bianchi deployed at least one FIAT 500C ‘Topolino’ in Furgoncino variant produced in 1954 and then specially coachworked as a pick-up by the Carrozzeria Grazia of Bologna in 1961.

The FIAT 500C Furgoncino coachworked in 1961 as a pick-up for Bianchi by Carrozzeria Grazia. Source: catawiki.com

The vehicle followed the cyclists during the race and substituted their damaged bikes in case of accidents or tire punctures. It was used for many years, probably with other vehicles coachworked in a similar manner. It was found in the 1990s and completely restored.

FIAT 500 ‘Topolino’ specially developed for the British market with right-hand drive and four seats. The production of this particular variant is unknown but surely limited. Source: pinterest.com

Production

Exact data on the production of the car per year is unknown. Dante Giacosa, in the book Forty Years of Design with FIAT, mentions that the FIAT 500 ‘Topolino’ reached a production of 100 vehicles daily.

Between mid-1936 and mid-1938, the production was of 46,000 examples, as can be deduced from the introduction of the half-of-ellipse leaf suspensions on the FIAT 500 with chassis number 46,001. This surely was a sensible improvement in Italian vehicle production. The production rates increased, reaching about 20,000 examples produced (compared to an average FIAT 508 production of 16,000 cars per year) until 1940, when the Kingdom of Italy entered the Second World War. The production of everything that was not military-related was drastically reduced, as can be noted by the production of only 177 ‘Topolino’ in 1944.

The production restarted when the war ended in 1945 and was stopped in 1948, with a total of 110,000 examples produced.

A beautiful view of the FIAT Mirafiori’s FIAT 500B assembly line in 1948. On the right, a Furgoncino painted white followed by a FIAT 500B ‘Topolino’ convertible car and by a third Furgoncino. Source: Centro Storico FIAT

The history of the ‘Topolino’ was not finished yet. In 1948, the production of the pre-war model was stopped while, in the same year, the FIAT 500B ‘Topolino’ was introduced. It was produced for shortly more than a year, totaling 21,000 vehicles in various variants. In 1949 came the turn of the FIAT 500C ‘Topolino’ that totalled over 388,000 vehicles until 1955. In total, 519,847 FIAT 500 ‘Topolino’ were produced in Italy between 1936 and 1955.

A FIAT garage in the Netherlands showing some FIAT models before selling them. On the left is a FIAT 600, on the right a FIAT 500C ‘Topolino’ with open bonnet. In the background are at least four other FIAT 500C: three convertible cars and a Giardiniera Belvedere. Source: wikipedia.com

Military Service

Despite being a small city car, the ‘Topolino’ also saw extensive service during the Second World War.

Italy

In North Africa, the Regio Esercito, Italian Regia Aeronautica (English: Royal Air Force), and Wehrmacht deployed small quantities of ‘Topolino’ as staff cars or liaison vehicles. Some Furgoncini were also deployed as ‘medevac’ vehicles or to transport medical equipment.

A group of Italian officers near a ‘Topolino’ used as a staff car in Ventimiglia during the Italian invasion of France in 1940. Source: Istituto Luce

There is no information about their service, but it is easy to suppose that these small city cars were deployed to be as cheap as possible and did not perform well in operational theaters with extreme weather conditions, such as the Soviet Union or the Libyan desert.
The ‘Topolino’ had problems climbing over hills in cities, so it is difficult to imagine how they could perform off-road without adequate maintenance and spare parts.

An Italian soldier undertaking maintenance on a FIAT 500 ‘Topolino’ of the Regia Aeronautica used by the Istituto Luce war correspondents. Source: Istituto Luce

Despite their inadequacy, many images testify to the wide use of ‘Topolino’, SIMCA, and NSU-FIAT in Italian and German service.

A FIAT 500 ‘Topolino’ deployed by the Deutsche Afrika Korps in Libya. As the watermark suggests, the image was taken at the Mehari hotel in Tripoli during the North African Campaign. It was probably requisitioned by the Axis forces and deployed as a staff car for German officers. Source: pinterest.com @ALESSANDRO GIUCASTRO

After the fall of North Africa in 1943 and the later Armistice of 8th September 1943, the Italian Army was disbanded. The majority of the FIAT 500 ‘Topolino’ still present in the Italian peninsula not yet liberated by the Allies falled in German hands and their Italian Fascist allies.

Italian Partisans

A FIAT 500 ‘Topolino’ captured from the Axis forces on the streets of Milan after the Great Partisan Insurrection of April 1945. Source: pinterest.com

Some FIAT 500s were deployed by Italian partisans during the Great Partisan Insurrection of April 1945 to quickly transport small groups of fighters and ammunition to the main cities in which fighting occurred. The ‘Topolinos’ as any other motor vehicle in partisan hands, were deployed as needed also as evacuation vehicles for wounded partisans and took part to the partisans paraded at the end of the conflict.

A wounded partisan is carried by other partisans inside a FIAT 500 ‘Topolino’ during the fighting against Axis forces in Milan between 25th and 27th April 1945. Source: reddit.com u/JCFalkenbergIII

France

The Armée de Terre (English: French Ground Force) adopted the SIMCA 5 (French copy of the ‘Topolino’) for its needs. The vehicles were mainly used as staff cars to transport NCOs, liaison cars to transport important messages from headquarters, as airport cars to quickly carry pilots to the planes located far from the airstrip, and as medical cars to transport lightly wounded soldiers to the nearest hospitals.

A SIMCA 5 of the 98e Régiment d’Infanterie of the Armée de Terre. Source: simca5fgb.unblog.fr

From September 1939 until the fall of France in June 1940, the French Army placed various orders, totalling 1,650 SIMCA 5s.

In early 1940, because of the shortage of light vehicles for the Army, some SIMCA 5s intended for the civilian market were taken from the SIMCA plant or even requisitioned from civilians.

Before the surrender of France on 25th June 1940, about 1,000 SIMCA had been delivered to the Armée de Terre, while an unknown number were requisitioned.

A French SIMCA 5 convertible car used by the Armée de Terre to transport lightly wounded soldiers to the hospital. Image taken in March 1940. The vehicle was of the ‘Découvreable Grand Luxe’ model. Source: wikipedia.com

Some vehicles also fell to French partisans, who deployed them in the same way as the Axis troops.

In 1944, during the fighting in the La Rochelle pocket against the Germans, French partisans built four improvised armored vehicles. Of the four vehicles, two were based on the SIMCA 5 and were nicknamed Joseph Camaret I and Joseph Camaret II.

The chassis were stripped of the coachwork and protected by armored plates recovered from some factories in La Rochelle. The vehicles did not participate in the clashes but took part in the victory parade after the defeat of the German forces. An example survived the war and is now exhibited in La Rochelle as a war memorial.

The Joseph Camaret II and Joseph Camaret I armored cars together with the other armored vehicles produced by the French resistance. The image was taken after the surrender of the German forces. Source: forgesdaunishistoire.e-monsite.com

Germany

After the capitulation of the Armée de Terre, the German Wehrmacht captured many hundreds of SIMCA 5. Many were captured from batches not yet delivered to the French Army or requisitioned from civilians.

After Operation Barbarossa in 1941, the SIMCA 5s were mainly used as staff cars. Some vehicles were used to quickly deploy medics and their equipment to the frontline or to evacuate lightly wounded soldiers from the battlefield.

A SIMCA 5 ‘Standard’ used as a medical car by the Wehrmacht, towed by a pair of horses after a breakdown somewhere in the Soviet Union. Source: pinterest.com

After the Italian Armistice of 8th September 1943 and the subsequent occupation of the Italian peninsula by German forces, the FIAT 500 became even more popular in German service.

With Italy having become an inconvenient ally, the Germans captured many Italian FIAT 500s, commandeering them from private individuals or FIAT plants.

An Italian soldier armed with MAB38 submachine gun stands guard riding a FIAT 500 ‘Topolino’ parked in front of the EIAR public service broadcaster in Rome shortly after the Italian Armistice. Source: Bundesarchiv

The cars were widely deployed by German and Italian fascist troops to patrol areas in which Italian partisans operated or to connect isolated garrisons without deploying more precious military vehicles, such as armored cars or trucks.

A group of German officers standing near a FIAT 500 ‘Topolino’ with an open roof. Date and location unknown. Source: pinterest.com

Partisans normally steered clear of German or fascist vehicles to avoid confrontation. Sometimes, these cars were at the head of columns and there was a risk of losing the skirmish when confronted with reinforcements.

At the same time, in case small groups of partisans were surprised near the road, the two occupants of the ‘Topolino’ could attack them with the favor of surprise or quickly turn back to call for reinforcements. As the war continued, however, the partisans began to arm themselves better and better and began to ambush isolated vehicles.

A Bussing-NAG 4500 super heavy truck next to a FIAT 500 ‘Topolino’, both in service with the Wehrmacht. Source: reddit.com u/vitoskito

Allied Forces

The Allied forces also deployed some FIAT 500 ‘Topolino’ and SIMCA 5 captured from the Axis forces. A SIMCA 5 that was still in German three-tone camouflage was deployed by the Brigade Major of the Royal Artillery as a staff car for the officers.

A British officer and his attendant riding a SIMCA 5 which belonged to the Wehrmacht. The acronym painted on the door stands for Brigade Major of the Royal Artillery. Source: geocities.ws

A SIMCA 5 abandoned in a scrapyard after the end of the hostilities. As the white star painted on the sides and bonnet suggests, the vehicle was deployed by the US Army during the war. Source: oldclassiccar.co.uk

Foreign Versions

SIMCA 5 and SIMCA 6

The French Société Industrielle de Mécanique et de Carrosserie Automobile (SIMCA) (English: Mechanical and Automotive Body Manufacturing Company) was founded in 1934 by Enrico Teodoro Pigozzi, an Italian who lived in France.

In 1926, Pigozzi had founded in France a company to sell FIAT cars and assemble small batches of FIAT cars produced in Italy. After the 1929 crisis, France imposed high taxes on imported vehicles. In 1934, to overcome this problem, Pigozzi with the help of FIAT, founded SIMCA, which would produce license copies of FIAT cars, opening a production plant in Nanterre.

The third model of FIAT car produced was the FIAT 500 ‘Topolino’, known in France as the SIMCA 5 or SIMCA Cinq (English: Five).

A SIMCA 5 in red livery. Source: wikipedia.com

The first preseries FIAT 500 ‘Topolino’ examples arrived at SIMCA, in France, before the official presentation of the car to the Italian Duce. The first SIMCA 5 was presented on 10th March 1936, but the production was delayed due some worker strikes in France in that period.

Unlike its sister from the other side of the Alps, the SIMCA 5 was not only available in two cheap configurations, but was also in expensive ones.

The ‘Standard’ model had a price of 9,900 Francs (equivalent to $382 in 1936 or $8,475 in 2023). It had the same mechanics and characteristics as the ‘Topolino’, but was not equipped with a spare wheel and running board between the front and rear wheel axles. The ‘Standard’ model was produced only until August 1936.

The SIMCA 5 ‘Luxury’ had a price of 10,900 Francs and had the spare wheel, two windshield wipers, and frontal bumper (in Italy, this was an extra). The SIMCA 5’s bumper was divided into two parts, leaving the radiator grille uncovered, while on the few Italian examples that received the bumper, it was in a single piece.

A French SIMCA 5 before the Second World War. Source: simca5fgb.unblog.fr

Other models of the SIMCA 5 were the ‘Grand Luxe’ (11,950 Francs) and ‘Super Luxe’ (12,750 Francs), which had refined interiors. The last and most expensive model, the ‘Découvreable Grand Luxe’ (English: Grand Luxury Convertible Car) had a price of 12,950 Francs.

In October 1937, SIMCA presented a new version of the 5 in van configuration, known as the ‘Fourgonnette’ (English: Little Van). It was externally identical to the Italian one, although it had a lighter payload of 250 kg.

A SIMCA 5 Fourgonnette produced in 1947. Source: wikipedia.com

Production started in 1936 but was stopped due to the war in June 1940 and restarted in 1946, finally stopping in 1948 after reaching a total of 46,472 SIMCA 5s built.

In 1948, while the FIAT 500B was still produced in Italy, SIMCA presented the SIMCA 6, a copy of the already designed but not yet produced FIAT 500C. Only 16,508 were produced from summer 1948 until 1950. In total, in France, 62,980 SIMCA 5 and 6s were produced between 1936 and 1950.

A SIMCA 6, a French copy of the FIAT 500C. Source: wikipedia.com

Polski-FIAT 500

The FIAT 500 ‘Topolino’ was produced in Poland by Państwowe Zakłady Inżynierii or PZInż (English: National Institute of Engineering) in its production plant in Warsaw. The cooperation between PZInż and FIAT started with the license agreement signed on 21th September 1932 for the assembly and later production of the FIAT 508 ‘Balilla’.

Little is known about the production and service of the FIAT 500 ‘Topolino’ in Poland. The Polski-FIAT 500 production probably started in 1937 and was suspended in September 1939, when Germany invaded the country.

A Polski-FIAT 500 used by a Polish company as an advertising car. Source: twitter.com @kuba16241

FIAT-NSU 500

In 1928, the German company NSU Motorenwerke was forced to sell its new production plant of Heilbronn to FIAT due financial problems. In summer 1929, the NSU Automobil AG was founded in the Heilbronn plant. In 1934, it started to assemble and then produce FIAT cars for the German market.

As with SIMCA and PZInż, the first FIAT car produced was a copy of the FIAT 508 ‘Balilla’, known on the German market as the NSU-FIAT 1000. After a series of modifications and new models (such as the NSU-FIAT 1500), in 1937, the German company presented the NSU-FIAT 500.

A NSU-FIAT 500C in convertible car configuration at an old car motor show in Emmendingen, Germany. Source: wikipedia.com

The NSU-FIAT 500 was produced from 1937 to 1941 when, due to war needs, the factory stopped the production of vehicles for the civilian market. In total, until 1941, about 4,000 NSU-FIAT 500 were produced in Germany. The vehicles were also produced in the Furgoncino configuration.

Poster of the NSU-FIAT 500 Furgoncino for the Dutch market. Source: zuckerfabrik24.de

After the war, the FIAT license production was restarted and, in 1951, substituted with the NSU-FIAT 500C, of which 9,064 were produced until 1955.

Surely, the most famous German version of the ‘Topolino’ was the NSU-500 Spider, a roadster coachworked by Karosseriewerke Weinsberg (English: Weinsberg Coachworker). The total number of cars produced in this version is unknown, but it was popular due to its characteristic shape.

A German-produced NSU-FIAT 500 Spider in roadster configuration coachworked by Karosseriewerke Weinsberg. Source: coachbuild.com

Other License Production Around the World

The ‘Topolino’ production history did not end with Germany. Unfortunately there is little information about the other manufacturers and it is difficult to track their histories and total numbers.

The Austrian FIAT-Steyr company produced the FIAT 500 from Complete Knock Down (CKD) kits from 1952 to 1956, namely the FIAT 500C ‘Topolino’ city car, Furgoncino, and Giardiniera variants. No data on their precise numbers is given.

The Indian company Premier produced the FIAT 500 after the Second World War in the B version, but there is no more information about how many were produced.

Another nation which produced the FIAT 500 ‘Topolino’ was New Zealand. The Todd Motors company produced small batches of the Italian car starting from 1937.

A FIAT 500 ‘Topolino’ produced in India used to transport two tigers after a hunting session. Source: simca5fgb.unblog.fr

The ‘Topolino’ in other Parts of the World

The FIAT 500 ‘Topolino’ had a discrete export success for such a small car. It was sold in various nations around the world before and after the Second World War.

At least one example was used during the filming of the US film The More the Merrier directed by George Stevens in 1943, while other vehicles were sold in the United States in small quantities.

A FIAT 500 ‘Topolino’ in front of Marble Collegiate Church and Empire State Building in E 28th Street, New York, in the 1940s. Source: Centro Storico FIAT

Other vehicles were sold to Argentina, where the Italian community was very much present (today, 47% of Argentininans have Italian ancestors). It is unknown how many FIAT 500 ‘Topolino’ were sold in Argentina, but the majority were bought by Italians who lived there.

A child near a FIAT 500 ‘Topolino’. The car has a Buenos Aires license plate. The image was taken in 1951 in Bosque de Palermo, a big park in the Italian-Argentine neighborhood of Palermo in Buenos Aires. Source: twitter.com @BsAs_recuerdo

Returning to Europe, many FIAT 500 were also sold in the Netherlands before and after the Second World War. Other cars were also sold in the United Kingdom, where the Furgoncino variant also had a small success.

In 1939, the British Sidney Smith Garage company in Purley presented the FIAT-SIATA Smith Special, a roadster variant of the ‘Topolino’. It had a 20.8 hp at 2,500 rpm SIATA overhead engine that powered the car to a top speed of 95 km/h. It had enough space to accommodate a driver and passenger and even two other passengers in the rear. The total number of FIAT-SIATA Smith Specials produced is unknown, but at least four still exist today.

The FIAT-SIATA Smith Special roadster produced in United Kingdom in 1939. Source: zeroa.it

In the 1950s, Hamblin, a British small manufacturer of sports car bodies, presented some FIAT 500 ‘Topolino’ converted to sports cars for the 750 cm3 competition class.

A FIAT 500 ‘Topolino’ parked in a street of Amsterdam, Netherlands, in an unknown period after the Second World War. Source: wikipedia.com

Some FIAT 500s were also sold to Bulgaria, Czechoslovakia, Hungary, and Spain almost surely only after the war, but their use and total number is unknown.

Spanish actress Conchita Montenegro in a FIAT 500 ‘Topolino’ in San Sebastian, Spain. Source: wikipedia.com

Three smiling Soviet soldiers posing near a FIAT 500 ‘Topolino’ in Sofia in an unknown period. The vehicle was mobilized by the army during the war. Source: vintagecars.com

Conclusion

The FIAT 500 ‘Topolino’ was one of the most famous cars produced in Italy during the Fascist regime. Thanks to its characteristics and cost, it was bought by a large portion of the Italian population and saw incredible success around the world, with thousands of licensed vehicles produced and sold in many nations.

Developed to be a cheap city car, it was forced into war to be deployed by various armies in Europe, with bad results in dusty desert or harsh steppes. In the ‘Topolino’s’ defense, this was not what it had been designed for.

After the Second World War, it was still produced and sold in Italy and Europe, becoming one of FIAT’s most successful vehicles.

A FIAT 500 ‘Topolino’ in elegant two-tone paint before the Second World War. Illustrations by Godzilla.

A FIAT 500 ‘Topolino’ deployed by the Regio Esercito as liaison car in North Africa. Illustrations by Godzilla.

FIAT 500 ‘Topolino’ Furgoncino deployed as MEDEVAC vehicle. Illustrations by Godzilla.

SIMCA 5 of the 98e Régiment d’Infanterie of the Armée de Terre before German invasion of France. Illustrations Godzilla.

SIMCA 5 of the Brigade Major of the Royal Artillery still in its Wehrmacht camouflage. Illustrations by Godzilla.

FIAT 500A ‘Topolino’ Specification
Size (L-W-H)	3.215 x 1.275 x 1.377 m
Curb Weight	535 kg
Fully Loaded Weight	750 kg
Passengers	2 (4)
Engine	FIAT petrol, in-line, 4-cylinders, 569 cm³, delivering 13 hp at 4,000 rpm.
Fuel reserve	21 liters
Speed	85 km/h
Range	350 km
Production	519,847

Sources

I miei 40 anni di Progettazione alla FIAT – Dante Giacosa
Also in English language as:
Forty Years of Design with FIAT – Dante Giacosa

Il Grande Libro delle Giardinette FIAT – Alessandro Sannia

Il Grande Libro delle Piccole FIAT – Alessandro Sannia

https://www.topolinoautoclubitalia.it/it/storia.php

https://topolinoclubsanmarco.it/fiat-500-a-1936-1947/

https://www.juzaphoto.com/galleria.php?t=3757652&l=it

https://www.catawiki.com/it/l/73145217-fiat-topolino-c-pick-up-1954

http://www.zuckerfabrik24.de/fiat/fiat500A_2.htm#nsuspider

https://www.topolinots.com/Topolino/Storia/Storia.php

http://simca5fgb.unblog.fr/2017/05/01/la-simca-5-elements-historiques-et-fiche-technique/

https://it.motor1.com/news/611793/fiat-500-topolino-motore/

https://www.clubtopolinofiattorino.com/modelli%20Fiat%20Topolino

https://modelist-konstruktor.com/avtosalon/italyanskij-myshonok

https://topolinoclubsanmarco.it/fiat-500-a-1936-1947/

https://lautomobileancienne.com/simca-5-1936-1948/

https://automotivemasterpieces.com/cars/AU-19235

Modern Ukrainian Armor

T-62AG and T-62AGM

T-62AG prototype with 2002 camouflage. Illustration done by Ardhya ‘Vesp’ Anargha, funded by our Patreon campaign

Ukraine (2002)
Main Battle Tank – 1 Prototype Built

The T-62AG and T-62AGM were Ukrainian upgrades for the Soviet T-62 Main Battle Tank (MBT). Both upgrade kits could successfully bring any 2nd Generation T-62 MBT variant to 3rd Generation MBT standards of the early 2000s.

While the T-62AG made it to the prototype stage, the T-62AGM was just a concept, but it would have been an upgrade kit identical to the T-55AGM, just on the more modern T-62. The AGM kit was intended to fit both MBTs.

A single T-62AG prototype was produced and was tested by Egypt in 2009. Unfortunately, due to the Egyptian political situation of 2011, not a single upgraded T-62 was adopted.

The Ukrainian T-62AG outside the Kharkiv Morozov Machine Building Design Bureau. It is distinguishable from the T-62AGM by the absence of new optic devices and laser detectors. Source: armor.kiev.ua

Context

Before the fall of the Soviet Union, Ukraine produced significant amounts of Soviet hardware, such as MBTs, in plants such as the Malyshev Factory in Kharkiv. This single factory made over 800 MBTs in the last year of Soviet rule.

Abandoned T-64s and T-72s at the Kharkiv reparation plant in the early 2010s. Source: livejournal.com Paul Itkin

After the fall of the Soviet Union, between 5,000 and 7,000 tanks remained inside Ukrainian borders. According to the website globalsecurity.com, between 1995 and 2014, the number of operational tanks in the Ukrainian ranks decreased from 5,000 to 1,100 due to budget cuts.

In order to increase the number of operable vehicles, the Ukrainian Army adopted a unique solution. First of all, Ukraine had many tank building plants that had participated in the production of the Soviet T-64 main battle tanks in the eastern part of the country. They could also count on many workshops specialized in repairing Soviet MBTs and on tons of spare parts lying in Cold War era depots. Ukraine then decided to totally remove the few T-62s still in service and reduce the number of T-72 MBTs in its ranks, accelerating the reconditioning of T-64s.

The T-62AG and the T-62AGM were thus only meant for export.

Ukrainian worker scrapping a T-62 at the Kyiv Tank Repair Plant, 1995. Source: www.reddit.com u/Quietation

The necessity of maintaining a large fleet of main battle tanks in the late 1990s pushed the Ukrainians to start developing upgrades for Soviet vehicles, such as the T-62AG and the T-62AGM, which appeared around the same time as other developments in the early 2000s, such as the T-55AGM and the T-72-120. All these upgrades were intended for export, hoping to gain money to recondition the T-64 fleet. However, due to poor market results with these upgraded vehicles, Ukraine started selling main battle tanks (even in bad condition) to various parts of the world, becoming, between 2010 and 2014, the ninth weapon supplier in the world.

The production of armament, such as copies of Soviet small arms and equipment, also offered Ukraine adequate funds to finance its armored fleet.

Piles of Ukrainian tank engines in the Kharkiv repair plant in the early 2010s. Source: livejournal.com Paul Itkin

In the early 2000s, a single MBT in working condition cost the Ukrainian Army 2,000 UAH (about 400 USD) per day, too much to be sustained by a relatively poor nation (53rd largest economy in the world in 2021, behind Iraq ).

The tanks were simply stored inside depots or plant yards. One of the most prominent Ukrainian abandoned fleets was the outdoor storage area in the Kyiv Armored Vehicles Plant. Before February 2022, this held about 350 former Soviet T-62s, T-64s, and T-72s in all kinds of working order, from partially running condition to rusty hulls. The tanks present before the Ukrainian conflict in the Kyiv Armored Vehicles Plant were probably one-third of the main battle tanks present in Ukraine in 2015, as stated by the Kyiv Post newspaper.

T-62AG and T-62AGM

The AG upgrade kit was the first developed and the only one that has been mounted on a prototype, while the AGM kit was never mounted on a T-62. The AGM kit was instead mounted on a T-55. The AGM kit was developed by Ukraine after the AG kit (between 2002 and 2006) and then mounted on a T-55.

Later, the T-55AGM was modified along with the Diseños Casanave Corporation (English: Casanave Designs Corporation) of Peru, which created the Tifón-2A (Typhoon-2A), with Ukrainian designation T-55M8-A2.

The T-62AG kit was developed from a previous upgrade project by the Morozov Machine Building Design Bureau or KMBD for the T-72. The T-72AG was presented by the Morozov Bureau in 1997 at the IDEX ’97 exhibition in Abu Dhabi, in the United Arab Emirates.

A T-72 equipped with the AG kit presented for this tank by Ukraine in 1997. Source: tanknutdave.com

The particularity of the T-62AG, as the KMBD officially reported, was the ease of upgrading any T-62 variant. This meant that all nations that still had the T-62 in use in any of its variants, from the T-62 Obr. 1960 up to the T-62MV, in reserve or active service, could bring their MBT to the T-62AG level. In the early 2000s, around 30 nations still had the T-62 in service.

The kit was intended for customers with limited budgets and was meant to be installed locally, in their own country. The AG kit could be installed on a T-62 in a workshop with only six staff members with the minimum requisite skills in 20 days with iron cutting equipment, welding equipment, and a 15-tonne crane.

Typhoon-2A main battle tank. Next to the vehicle, its creator, engineer Sergio Casanave. Source: wikipedia.org

The AGM kit was intended for nations that could invest more in upgrading T-62s and incorporated more expansive devices. Due to the absence of an actual prototype, the KMBD never provided details of time, staff, and machinery needed to bring a T-62 up to the AGM standard.

At the request of a specific customer, the KMBD could provide the T-62AG with or without a soft-kill Active Protection System (APS) and different main armament, a 120 mm smoothbore gun capable of firing NATO-standard ammunition or a Soviet-derived 125 mm smoothbore gun.

For the T-62AGM, the optional features were increased. First of all, it would have incorporated an autoloader and the APS would be standard. Also, the customer could request different output engines. Another unique feature of the AGM kit was that it could be mounted on any subvariant of the T-54, T-55, T-62, and even the Chinese Type 59.

T-55AGM outside the Morozov Machine Building Design Bureau. The particularity of this kit was that it could be mounted on a variety of MBT platforms. Source: reddit.com u/MARTINELECA

Ukrainian Upgrades on the T-62
Upgrade Name	Weight (tonnes)	Engine Power	Main Gun	Autoloader	Ammunition
T-62AG	39.5	700 hp	125 mm KBM-1M	No	35 x 125 mm
T-62AG	39.5	700 hp	120 mm KBM-101	No	35 x 120 mm
T-62AG (w/ APS)	39.6	700 hp	125 mm KBM-1M	No	35 x 125 mm
T-62AG (w/ APS)	39.6	700 hp	120 mm KBM-101	No	35 x 120 mm
T-62AGM	50.0	850 hp	125 mm KBM-1	Yes	34 x 125 mm
T-62AGM	50.1	1,050 hp	125 mm KBM-1	Yes	34 x 125 mm
T-62AGM	50.0	850 hp	120 mm KBM-2	Yes	34 x 120 mm
T-62AGM	50.1	1,050 hp	120 mm KBM-2	Yes	34 x 120 mm

T-62AG Design

Engine and Transmission

For the upgrade, the old Soviet V-55V diesel engine, delivering 580 hp at 2,000 rpm, and its synchronized manual transmission with five forward and one reverse gears were removed.

Instead, the T-62AG was equipped with a 5TDF in-line 5-cylinder multi-fuel, high supercharger, liquid-cooled, direct injection diesel engine with opposed pistons and horizontal cylinders. This engine was an upgrade of the older 1950s 5TD engine produced by the Morozov Machine Building Design Bureau for the Soviet T-64. A great feature of this engine was its small dimensions within the original T-62 engine compartment. The 5TDF had a maximum output of 700 hp at 2,800 rpm. The new 5TDF engine weighed 1,040 kg compared to the 920 kg of the Soviet V-55V engine.

Due to the engine type, the fuel consumption was high compared to modern conventional fuel tank engines. The table below explains the differences between the 5TDF engine and the older V-55V, the IVECO Cursor diesel engine mounted on the Italian B2 Centauro wheeled tank destroyer and the German MTU MB 837 Ka-500 mounted on the Palmaria SPG. Note that the B2 Centauro weighs about 9 tonnes less than the T-62AG and the Palmaria SPG weighs 6 tonnes more than the T-62AG.

Comparison between 5TDF opposed pistons engine and conventional engines
Engine name	Maximum output (hp)	Engine weight (kg)	Consumption (l/km)	Volume (cm3)
V-55V	580	920	2.1	38,880
5TDF	720	1,040	1.92	13,600
IVECO Cursor	700	975	0.65	20,000
MTU MB 837 Ka-500	750	1,550	1.16	29,900

The engine could operate with diesel, gasoline, kerosene, jet fuel, or a mixture in any proportion. Nonetheless, the standard fuel intended for the vehicle was diesel.

5TDF engine tests with various fuels on a T-64B
Fuel Type	at 2,600 rpm		at 2,000 rpm
Fuel Type	Engine Power (hp)	Exhaust gasses emitted (%)	Engine Power (hp)	Exhaust gasses emitted (%)
Diesel	429	50	372	50
Petrol A-76	248	20	245	23
Kerosene TS-1	345	25	311	24
50% Petrol and 50% Kerosene	273	12	274	16
75% Petrol and 25% Kerosene	257	26	254	22

Even if the percentage of visible exhaust gasses increased sensibly, the 5TDF gave a better performance with diesel fuel.

The power of the engine was enough to guarantee increased mobility even if the exact performance data is unknown. The 37-tonne T-62 had a maximum speed of 55 km/h with its original 580 hp engine. On the other hand, the T-62AG weighed between 39.5 tonnes to 39.6 tonnes (depending on the variant), and with the new 700 hp, had a maximum speed between 65 km/h to 70 km/h.

The driver could start the engine with an electrical starter, by means of a button. To drive the tank, the driver had a hydraulic steering system and a digital display for the speedometer, fuel reserve, etc.

The 5TDF diesel engine data sheet. The data referred to is shown in the diesel version. Source: kbmia.com

The new transmission had an automatic gearbox with 7 forward and 4 reverse gears. The planetary gears allowed the tank to turn around a track axle when a gear was engaged, or pivot when no gears were engaged. The new transmission also guaranteed a maximum reverse speed of 30 km/h.

New self-sealing flexible-bag-type fuel tanks were installed. These were contained in armored metal containers that had an explosion suppression system. The T-62AG had an increased fuel capacity of 960 liters compared to the original 675 liters. Despite this, the fuel consumption remained similar to the V-55V diesel engine. As on all Soviet-style armored vehicles, on the rear, there were supports for two external fuel drums, for a total capacity of 400 liters of fuel. In total, without the external fuel barrels, the tank had a range of about 500 km.

The air filters for the engine were also modified and mounted at 1.80 m from the ground. This guaranteed a fording capacity of 1.80 m without preparation. The new filters also reduced maintenance with 99.8% air filtering capabilities. Also, the lifetime of the filters was increased to about 1,000 km before the crew had to dismount and clean them. When properly prepared and equipped with a snorkel kit, the T-62AG could ford 5 m deep water obstacles.

Protection and Survivability

The original T-62’s armored structure remained unmodified, with 102 mm thick armored plates on the hull glacis, 80 mm on the hull sides, 242 mm on the turret’s front and 165 mm on the turret’s sides.

Thanks to the appliqué armor kit and stand-off armor panels, the protection increased on the front and sides of the turret and hull. Together with the appliqué armor, the tank was equipped with supports for Ukrainian-designed 3rd Generation Nizh (English: Knife) Explosive Reactive Armor (ERA) blocks on the turret and chassis.

The appliqué armor was the Deflek-T ceramic armor type and was also proposed for the T-55AGM. It consisted of a series of steel plates, composite materials, and polymer plates. The Deflek-T increased resistance against Armor-Piercing Discarding Sabot Fin-Stabilized (APDSFS) rounds by 89% and against shaped charges rounds by up to 170%.

The side protection of the Typhoon-2A are identical, apart from the dimensions, to the ones of the T-62AG. Source:

The Nizh ERA was designed by various Ukrainian companies and manufactured in Ukraine by the state enterprise Fundamental Center of Crucial Technologies and officially adopted by the Ukrainian Army in 2003. The Nizh ERA block has the peculiarity of eliminating or minimizing damage to adjacent blocks by 200% to 300%, increasing the tank’s resistance to multiple impacts compared to other ERA designs. The Nizh is a secure ERA, capable of withstanding small arms fire up to 30 mm automatic guns, without detonation from splinters or high temperatures, such as fire from Molotov Cocktails or napalm.

Compared to the Russian Kontakt-5, the Nizh ERA has increased efficiency, from 180% to 270%. The reason why the Nizh ERA is so effective, is that it uses cylindrical-shaped explosive charges shaped like hollow charges forming shaped charge-like jets that “cut” either the cumulative jet from a shaped charge or kinetic projectiles. This should reduce or completely mitigate their penetration performance. It also guarantees lowered explosive damage on the vehicle’s armor due to detonation, easy mounting, and lower cost.

The Nizh Explosive Reactive Armor reacting to an APDSFS round. The detonation of the first explosive charge ignites a series of other shaped charges that “slice” the dart penetrator, mitigating its effects. Source: YIN67LIV@psn via forum.warthunder.com

The Nizh increased the resistance against 120 mm APDSFS rounds up to 1,750 m/s to 160% and against HEAT rounds to about 260%.

Nizh ERA blocks were positioned on the upper and lower hull front, forward third of the hull sides, turret front, and turret sides. This was made to save weight while still protecting the most sensible areas of the tank. Some Nizh ERA bricks were also installed on the turret’s roof and the turret cupolas. This marginally increased protection against top-attack ATGMs or artillery rounds, but could be more useful against loitering munitions.

A T-64 turret equipped with Nizh ERA modules. Similar modules were also mounted on the T-62AG and were planned to be equipped on the T-62AGM. Source: btvt.info

Both the Deflek-T and ERA blocks sensibly increased the protection of the T-62AG and AGM. To give an example, the T-55AGM, with the same appliqué armor and ERA, was protected from 120 mm APDSFS and HEAT rounds up to 2,000 m. This meant that the protection increased by 250% against APDSFS rounds and by 430% against shaped charge rounds.

Plastic flaps were added as side skirts to protect the lower part of the hull, the hull’s lower frontal armor, and the turret. Plastic protection act as spaced armor by detonating hollow charges earlier, decreasing their penetrative capacity. For maintenance or regular crew checks, the plastic flaps could easily be raised upward.

V-shaped Deflek-T ceramic armor with rubber flaps. Source: fuerzamilitarperu.forosactivos.net

The paint on the additional armor and the T-62AG was meant to decrease its infrared (IR) signature and make it a difficult target for thermal weapons and cameras.

The turret was equipped with an 8-tube 81 mm 902V Tucha, or as the Ukrainians called it, “Khmara” smoke launcher, positioned in three rows on the right side to protect the vehicle.

The T-62AG was equipped with a Laser Warning Receiver (LWR). It detected and located the direction of laser emissions from laser guidance systems and laser rangefinders.

The T-62AG shows off its armament and turret. Source: armor.kiev.ua

The Ukrainian Varta soft-kill Active Protection System (APS), as designed by the Ukrainian Optical-Electronic Countermeasures Complex, was optional for the AG kit and standard for the AGM. The soft-kill APS was produced by the Ukrainian State Institute of Chemical Research in Shostka, Sumy Oblast. The Varta APS consisted of a detecting subsystem with four laser warning receivers. Of these, two were simply detectors that alerted the crew that the vehicle had been targeted by a laser beam, while two precision receivers signaled to the commander the position of the emitted laser with a success rate of 12 spotted positions out of 20 during tests.

When the first receivers detected a laser beam, the Varta automatically sprayed an aerosol screen in the direction of the laser guidance system or laser rangefinder. The aerosol created a screen at 20 m from the vehicle in 0.5 seconds to cover the vehicle. The spays would have been launched by the 81 mm 902V Tucha smoke launchers mounted on the right side of the turret and would have covered the vehicle even from thermal sights.

The Varta had a total of 20 shots available, but only protected the tank on an arc of 45° on both sides of the main gun. The crew could set the Varta soft-kill APS to be automatic, semi-automatic, or manual.

Other countermeasures of the Varta APS consisted of a pair of moving IR lights, which emitted coded pulses to deceive IR-guided missiles, and electro-optical jammers against wire-guided and radio-guided ATGMs. This subsystem was taken from the Soviet Shtora electro-optical active protection system officially adopted by the Russians for the T-90. Despite the effectiveness of these IR and electro-optical ATGMs countermeasures, their detection arc was only 20° on both sides of the main gun and only 2° on vertical.

The T-62AG prototype was not equipped with this expansive soft-kill APS in order to decrease the prototype’s production costs.

The Varta IR light was mounted on a T-84 Oplot MBT at the Ukrainian Weapons and Security exhibition of 2021. Source: wikipedia.org

If the spay failed and the jammers broke, the system could be set to automatically activate one smoke launcher to cover the vehicle from laser beams and conventional optics.

Alternatively, the original T-62 option of igniting diesel on the hot exhaust pipes to generate a smokescreen around the vehicle to cover it and nearby troops remained functional.

A new Nuclear Biological and Chemical (NBC) overpressure system was also equipped, with a radiation sensor to measure external radiation.

An external PRKhR-M monitoring device was mounted to detect poison gasses or radiation. It created an alert for the crew with acoustic and light signals indicating that the area was contaminated, even if it did not specify what type of gas or radiation was detected and in which concentration.

The right side of the T-62AG with 902V Tucha smoke launchers in three rows and a small storage rack. Source: armor.kiev.ua

The fire extinguisher system was of a modern type, with optic and thermal sensors, automatically activated with high degrees of efficiency with an extinguish time of 0.15 seconds in the fighting compartment and a maximum of 10 seconds in the engine compartment. In case of failure, it could be activated manually using three levers located in different parts of the vehicle to be quickly pushed by crew members in case of necessity. Each crew member also had at their disposal a fire extinguisher. The engine deck was equipped with screens that prevented burning liquids from Molotov Cocktails launched at the tank from pouring into the engine compartment.

To increase crew comfort, a KTR Climate Control System was installed. Not only did it warm the fighting compartment in frigid temperatures, but it also acted as an air conditioner for warmer temperatures.

For further increased crew comfort, new seats and an automatic transmission were introduced to decrease the stress on the driver during long drives.

Main Armament

To make the vehicle able to counter the most modern MBTs, the Morozov Machine Building engineers upgraded the tank’s main armament. The older 115 mm U-5TS smoothbore gun was substituted with a 120 mm KBA-101 or a 125 mm KBM-1M smoothbore gun, depending on a customer’s requirements.

These two guns are the Ukrainian designations for the 120 mm KBM-2 and 125 mm KBM-1 smoothbore guns without an automatic loader.

The 125 mm KBM-3 Ukrainian smoothbore cannon. Source: btvt.narod.ru

The KBM-1 is a copy of a Soviet 2A46M 125 mm gun, with a total length of 6.90 m and a barrel length of 6,000 mm (L.48). It was capable of firing Gun-Launched Anti-Tank Guided Missiles (GLATGMs). It had a maximum muzzle velocity of 1,700 m/s with 3BM42 ‘Mango’ Soviet-designed APDSFS rounds.

When the Soviet Union collapsed, Ukraine had tank production plants but not a single gun plant. The 2A46M smoothbore gun was then produced from 1998 in a reconditioned drilling pipe factory. Even if the factory had many of the necessary toolings for gun production, the result of producing smoothbore barrels with unskilled workers was a decrease in barrel life to 50% or even 25% compared to the Soviet ones. For these reasons, the KBM-1 production was quickly stopped. A new 125 mm smoothbore tank gun was designed by the Ukrainians. It had the same caliber but was 6,678 mm long, reducing the breech dimensions. It was designed as KBM-3 and mounted on the Ukrainian T-84 MBT.

The introduction of the KBM-3 casts doubt that the Ukrainians mounted the KBM-1 gun on the T-62 upgrade in 2002, as they had a better quality gun in production at the time. This is probably a common error, given that many sources state that even the T-55AGM was equipped with the older 125 mm KBM-1 gun.

Both Ukrainian 125 mm tank guns could fire all the Soviet and the majority of Russian ammunition for their original 125 mm smoothbore cannon.

The Ukrainian 120 mm L.50 KBM-2 smoothbore gun. In this drawing, the barrel is equipped with the BOVT-1 muzzle reference system. Source: btvt.narod.ru

The design of the Ukrainian KBM-2 gun began in 1999 by the State Scientific and Technical Center for Artillery and Rifle Arms with the help of the French company GIAT and produced at the Malyshev Factory. It did not have standard NATO 120 mm gun length, as it is 50 calibers long, with a barrel length of 6 m, and not L.44 or L.55, as on standard NATO MBTs. Despite the difference in barrel length, the Ukrainian gun is capable of firing a whole range of 120 mm NATO-standard rounds. The KBM-2 had a total weight of 2,600 kg, 100 kg more than the KBM-1.

The smoothbore guns were designed with a short-recoil system, between 260 mm and 300 mm, with a maximum recoil of 310 mm. The recoil system took up most of the recoil travel of comparable guns, permitting them to be installed in the small turret of the T-55 and T-62. The operational life of the two smoothbore guns was 1,000 rounds fired.

The increased firepower gave the T-62AG the anti-tank capabilities of many modern MBTs, such as the Leopard 2A5, M1A2 Abrams, Merkava Siman IV, and Russian T-72, T-80, and T-90. Thanks to an adequate fire-control system (FCS), protection, and new armament, the T-62AG could become a serious threat against each of these MBTs, designed decades after the official entrance into service of the T-62.

A feature shared only with a few new MBTs was the GLATGM capabilities. The Kombat ATGM, developed and produced by Ukraine, could be fired by the 125 mm gun, with a maximum range of 5,000 m. On the 120 mm version, another type of ATGM was fired, the Falarick 120 GLATGM.

The Ukrainian Kombat GLATGM brochure of the Engineering and Aviation Design Bureau Limited Liability Company. Source: kbmia.com

The Falarick 120 ATGM was developed by the Belgian company Cockerill as the Falarick 105 for 105 mm rifled guns.

A further development by the Kyiv Engineering and Aviation Design Bureau for 120 mm smoothbore guns is the Konus ATGM. It had the same range and speed as the Kombat GLATGM. The missiles were equipped with tandem HEAT warheads to defeat even targets equipped with ERA blocks or spaced armor, with a total armor penetration for the Kombat of 750 mm and 700 mm for the Konus. The ATGMs could also be deployed against helicopters.

The Belgian-Ukrainian Konus GLATGM brochure of the Engineering and Aviation Design Bureau Limited Liability Company. Source: kbmia.com

The turret rotation was enabled by an electric engine, while a hydraulic system elevated and depressed the gun. In case of breakdown, the turret could be rotated by a manual handwheel, as was the gun.

The total main gun ammunition for the T-62AG was 35 120 mm or 125 mm rounds and 5 GLATGMs. The T-62AGM had a 34 round reserve for both 120 mm or 125 mm guns and 5 GLATGMs.

Secondary Armament

The secondary armament on both the AG and AGM variants consisted of a 7.62 mm KT-7,62 medium machine gun, a Ukrainian variant of the Russian PK machine gun. Upon the customer’s request, it could be substituted with a Soviet 7.62 mm PKT medium machine gun. The machine gun was mounted coaxially to the main gun, on the right, and could be operated by the gunner and commander.

The TK-7,62 medium machine gun produced by Ukraine. Source: kbmia.com

The 12.7 mm KT-12,7 anti-aircraft heavy machine gun, a copy of the Russian NSVT machine gun, positioned on the commander cupola, was stabilized in the vertical axis. At the customer’s specific request, the Soviet 12.7 mm NSVT heavy machine gun could be mounted instead of its Ukrainian copy.

The only difference in this regard between the AG and AGM kits was that, on the AG, the anti-aircraft gun was manually operated. On the AGM, the 1ETs29E anti-aircraft machine gun control system was installed. It permitted the commander to aim and fire the KT-12,7 with the hatch closed. The remote-controlled gun had PZU-7M sights and a rangefinder incorporated into the fire-control system. The PZU-7M sight had a magnification of 1.2x, 50° field of view, and an elevation from -10° to +85°.

While remotely operated, the 12.7 mm machine gun could engage targets up to 2,000 m during the day and up to 800 m during the night. The machine gun had an elevation from -5° to +75° and a total traverse of 170°. In total, there were 450 rounds for the 12.7 mm KT-12,7 heavy machine gun in three 150-round magazines and 2,500 rounds for the KT-7,62 on both tank models.

The KT-12,7 heavy machine gun in its brochure. Note that the 250-round magazines mentioned in the table were used on the K-12.7 field version. Source: kbmia.com

T-62AG Fire-Control System and Optic Devices

The original T-62 was equipped with a TSh2B-41 optical sight with a magnification ranging between 3.5x with a field of view of 18° to 7x with a field of view of 9°. Thanks to this sight, the original T-62 could detect targets up to 3,000 m during the day. For night vision, there was the TPN-1-41-11 electro-optical active-IR monocular periscope with a maximum magnification of 3.5x and a field of view of 6°. It worked thanks to L-2G tungsten white IR searchlights and could detect targets up to 800 m during the night.

The commander had at his disposal a TKN-3 day/night binocular periscope with an active-IR night channel. For this optic, there was an OU-3GK white IR spotlight mounted on the commander’s cupola. The TKN-3 was a generation 0 image converter with only active night vision with a maximum range of 400 m. The magnification ranges from 4.75x for the day channel to 4x for the night channel.

The original T-62 engagement procedure was simple. The commander spotted targets and estimated their ranges with his optic. The gunner aimed his optical sight, coaxial to the main gun, and elevated it against the target.

The T-62AG’s front. The previous Soviet optics are all visible together with the rangefinder. Source: armor.kiev.ua

The Fire-Control System of the T-62AG is of an unknown type, even if it maintained the original Soviet optics and devices of the Volna FCS adopted on the Soviet T-62M. One of the most notable external subsystems of the Volna was the KTD-2 Soviet rangefinder mounted over the cannon barrel. This rangefinder had a minimum range of 500 m and a maximum of 4,000 m.

A drawing showing the position of new equipment inside the T-62AG turret fitted with 120 mm KBM-101. Source: morozovkmdb.com

Modularity Items Shared by Both Upgrades

The appliqué armor and stand-off armor panels were both designed to be easily removable if damaged and replaced with new panels in less than an hour. The armor modules could be even substituted by new types of armored modules if the need arose to update the add-on armor kit.

The ease of removing panels would also be useful in peaceful times. The crews could train without the armor modules, thus saving on weight, which in turn minimized fuel consumption and wear and tear.

As an alternative to the Varta soft-kill APS, the vehicle could be equipped only with Linkey-SPZ Optronic Countermeasure Systems.

When the LWR detected an enemy laser beam pointed at the MBT, it automatically launched a smoke grenade to hide the tank behind a smokescreen.

The laser beam detecting receivers of the Linkey-SPZ on the T-55AGM prototype. Source: wikipedia.org

The smoke launchers could be equipped with 81 mm smoke grenades that were a Ukrainian copy of the Soviet 81 mm 3D6 smoke grenades. This old grenade only covered the tank from optical sights. The GD-1 aerosol grenades were adopted by Ukraine against thermal sights, similar to the Russian 3D17 smoke grenades.

On both the T-62AG and T-62AGM upgrades, the engine, transmission, cooling system, and other parts were easily removable as a whole by the crew with a crane and substituted with a new one to put the tank again in combat in the shortest possible time. To do so, the crew had to remove the tracks from the sprocket wheels and remove the engine compartment.

The T-55AGM engine compartment equipped with a 5TDFMA 1,050 hp engine. Source: Tanque Principal de Combate T-55M8A2 Tifon-2

This meant that the crew could even substitute the 850 hp engine-equipped compartment with the powerful 1,050 hp 5TDF engine-equipped compartment, making the AG and AGM upgrades more versatile.

T-62AGM Design

The T-62AGM was a further development of the T-62AG. The AGM kit was intended to be installed on T-54s, T-55s, Type 59s, and T-62s, depending on a customer’s needs. The AGM kit consisted of the upgrade of firepower, mobility, and protection modules of the Soviet-style MBTs.

Engine

Due to some additions, such as the autoloader, the weight of the AGM kit would have been higher than that of the AG by about 10 tonnes. For this reason, more powerful engines would be mounted on the vehicle.

The first option was the Ukrainian 5TDFM, with the same weight and characteristics as the 5TDF, but delivering 850 hp at 2,800 rpm. When this new engine was officially presented by the Ukrainians in September 2011 at the 8th International Exhibition of Armament, Military Equipment and Ammunition in Nizhny Tagil, Russia, it was recognized by sector experts as the best in the world in its class. Even Vladimir Putin, who visited the Exhibition, admired the Ukrainian development, considering it “promising”, as many media outlets reported.

The 5TDFM multi-fuel engine data sheet. Source: kbmia.com

The overall vehicle’s increased weight did offset the advantages of the new engine, as its speed and range remained unchanged. The 5TDF, together with its upgraded variant, could operate in external temperatures of -40° to +55°, making the upgraded MBT capable of operating in basically any location in the world.

The 5TDFMA multi-fuel engine data sheet. Source: kbmia.com

Optionally, the T-62AGM could also be equipped with the even more powerful 5TDFMA engine, also developed from the 5TDF. It developed 1,050 hp at 2,850 rpm, with a total weight of 1,080 kg. With the new powerful engine, the vehicle’s performance on and off-road increased, as did fuel consumption and the MBT’s total weight, from 50 tonnes to 50.10 tonnes.

The 5TDFMA engine, mounted on the T-55AGM prototype that weighed 46 tonnes, increased the performance of the vehicle to 78 km/h with forward gears and up to 35 km/h with reverse gears.

Ukrainian Engines
Name	Weight (kg)	Dimensions (mm)	Power (hp)	Specific Fuel Consumption (g/kWh)	Fuel Consumption (diesel – l/h)
V-55V	920	Unknown	580	174	86
5TDF	1,040	1,413 × 955 × 581	700	158	96
5TDFM	1,040		850	160	118
5TDFMA	1,080		1,050	153	140

The Morozov Machine Building Design Bureau technicians underlined how modular this new upgrade was. Depending on the customer’s financial capabilities, only certain aspects could be upgraded, leaving the others unchanged. For example, only the firepower of an older T-62 could be increased by installing the autoloader and new optics, while leaving the old powertrain and protection untouched to save on costs.

Fire-Control System and Optic Device

The T-62AGM was equipped with the LIO-V Fire-Control System (FCS), the same ballistic computer produced by the Malyshev Factory in Kharkiv adopted by the Ukraninans on other upgraded MBTs, such as the upgraded T-64BV, and the T-84 Oplot.

The FCS was equipped with two rangefinders for the commander and gunner. Other subsystems are the DVE-BS anemometer and the 2E42M main gun 2-axle stabilizer.
The FCS subsystems provided the LIO-V with data on the outside temperature, air humidity, and wind speed, necessary for shooting accuracy. After receiving the inputs, the digital ballistic computer made the necessary corrections to aim the gun and provided a very high possibility of hitting the target on the first shot. The LIO ballistic computer permitted the crew to open fire with the highest chance of hitting the target while standing still or moving, against static or moving targets up to 2,000 m (over 2,000 m, it had an 80% chance to hit the target with the first shot). The tank could fire in all weather conditions, day and night.

The gunner was equipped with the 1G46M day sight. It had a two-axis stabilizer and incorporated a laser rangefinder. By changing the laser rangefinder’s frequency, the crew could use the laser beam as target designators for missile guidance capability.
The gunner’s sight was also fitted with a 2-axis stabilizer to increase precision during moving. The magnification ranged from 2.7x with a 20° field of view to 12x with a 4° field of view. The incorporated rangefinder had a minimum range of 400 m to a maximum of 5,115 m ± 10 m.

The 1G46M gunner’s day sight. This was part of the Ukrainian T-72AMT upgrade presented at DEFEXPO 2020 in India. Source: twitter.com @obiekt219

The gunner had at his disposal a night vision Buran-Catherine thermal imaging sight. The Buran-Catherine incorporated a gunner’s optronic sight and a monitor for the commander. At any moment, the commander could check on the monitor what the gunner was watching.

The Buran-Catherine sight could detect an armored vehicle at 12 km, recognize it at 5 km and identify it at 2 to 2.5 km, depending on the weather conditions during day and night.
Another FCS subsystem was the duplicate armament control for the commander. Thanks to these controls and the thermal imaging monitor for the commander, in case of necessity, the commander could override the gunner and aim and fire the main or coaxial armament. The Buran-Catherine thermal imaging sight enabled the gunner and the commander to detect and engage targets in every kind of weather condition at long range and with high accuracy. This increased the tank’s capabilities during the night or in poor visibility conditions.

The Buran-Catherine thermal imaging sight. Source: discasanave.com

The commander had at his disposal an unknown variant of the AGAT observation subsystem. It seems that the Ukrainian AGM upgrade had the AGAT PNK-5. Probably, the Ukrainian had planned to mount various kinds of commander’s periscopes, according to the customer’s requests.

The AGAT PNK-5 was an independent 3-channel panoramic periscope with a maximum magnification of 8x on the day single channel and detection range of 5,000 m and a magnification of 7.6x on the day multi-channel. In the night channel, the maximum magnification was 5.8x and the detection range was 800 m.

The AGAT PNK-5 independent panoramic periscope. Source: fuerzamilitarperu.forosactivos.net

The driver has at his disposal two TNP-165A vision hyposcopes produced by the Izyum Instrument Making Plant, with a horizontal field of view of 71° and a vertical field of view of 33°. The commander had four new TNPO-160 commander’s vision hyposcopes in his cupola, with a horizontal field of view of 78° and a vertical field of view of 28°. These substituted older Soviet models.

Autoloader

The main armament of the T-62AGM could be a 120 mm KBM-2 or a 125 mm KBM-3 smoothbore cannon. The two guns were equipped with an autoloader developed by Ukraine to be mounted in a new bustle on the T-62 turret. The number of rounds stored in the autoloader was 18, as on the T-55AGM.

The Ukrainian autoloader was displayed inside a turret bustle of a T-72. This was part of a Ukrainian upgrade presented at the DEFEXPO 2020 in India. The autoloader and other upgrades similar to the ones planned for the T-62AGM would be added to the T-72AMT. Source: twitter.com @obiekt219

The system, identical to the one of the T-55AGM, was mounted behind the gun’s breech, on a turret bustle. It had a horizontal loading carousel system and was operated by a complex digitized electrical-mechanical system with a PN-43-2SM control panel for the gunner and a PK43-2M control panel for the commander. The second panel for the commander allowed him to check the ammunition loaded in the carousel and use it in case the gunner was wounded or his systems were broken.

The 120 mm KBM-2 smoothbore gun was developed by Ukraine and presented at the DEFEXPO 2020 in India for the T-72AMT upgrade package. Source: twitter.com @obiekt219

The T-62AGM’s autoloader guaranteed a loading time between 5 to 7 seconds, depending on the ammunition position inside the carousel.

The turret bustle, composed of blow-up panels, was separated from the rest of the turret by a bulkhead with a small rounded armored door that automatically opened only when the gun needed reloading. If an enemy round hit the turret bustle, the crew would be safely protected by the bulkhead from an ammunition detonation.

Despite this, the vehicle had 21 main gun rounds and GLATGM stored in the fighting compartment.

Other Unknown Features

As they were never officially adopted by Ukraine or other nations, some systems installed on the T-62AG and T-62AGM are currently unknown.

The Varta soft-kill APS was not mounted on the prototype of the T-62AG in 2002. This would have permitted the Ukrainian technicians to save up money for further developments or to recondition abandoned T-64s.

The Ukrainian Ukroboronprom (Ukrainian Defence Industry) association of multi-product enterprises in various sectors of the defense industry of Ukraine eventually improved the vehicle. At the DEFEXPO 2020 in India, Ukroboronprom presented the T-72AMT. The new upgrade for the T-72 had new equipment, such as powerful multi-fuel engines, a new Duplet ERA, and a new Zaslin APS that substituted the Varta soft-kill APS. Despite these upgrades, it incorporated many subsystems already seen in the T-62AG, the AGM kit, and the Peruvian Typhoon-2A.

The T-72 upgrade project had the BOVT-1 Muzzle Reference System (MRS) that automatically and continuously measured the muzzle end angular position both in azimuth and elevation axes and notified the crew in case of barrel distortion. This could have been a useful upgrade, and it is standard on all of the most modern MBTs around the world.

Another unknown system is the radio apparatus that would have substituted the R-123 mounted on old Soviet versions of the T-62. Among the potential radio apparatus is the R-030U digital radio transceiver mounted on the Peruvian Typhoon-2As. It operates from 30 to 110 Mhz and has sixteen pre-programmed channels. Its maximum range is 20 to 25 km. It sends and receives coded data transmission systems compatible with all NATO standard equipment.

Similarly, the radio apparatus could also have been an R-173M, the upgraded version of the R-173 radio mounted on the T-62M, adopted on the T-62AG prototype. It operated from 30.0 to 79.9 Mhz. It had ten pre-programmed channels and a maximum range of 20 km with a 3 m long antenna. This simple and cheap radio produced by the Ternopol Radio Plant weighed just 43 kg and operated without problems at any temperature between -50°C to +50°C.

The intercom system was based on the AVSK-1 equipment, with a terminal for ShSh-1 helmets for each crew member and an external fourth terminal for infantry that cooperated with the tank.

In addition, on other Ukrainian upgrades, such as the T-72AG and Typhoon-2A, a GPS Satellite Navigation System model TIUS-NM is present. This system is located in the turret, close to the commander, and provides his position with great accuracy as well as that of other allied vehicles. There is no information if it was equipped on either the T-62AG or T-62AGM projects. This system facilitated the control of friendly forces on the battlefield, which is very important when enemy forces are nearby, at night, or in adverse weather conditions (fog, rain, etc.). The system also allowed it to transmit coded information about its location to friendly forces.

The T-72AMT could be equipped with two types of Auxiliary Power Units (APUs), depending on the necessities of the customer. The previous Ukrainian upgrades were most likely equipped with an APU, even if the exact model is not known. The Typhoon-2A was probably equipped with the 8 kW EA-8 auxiliary power unit mounted in the engine compartment.

Unfortunately, many sources confuse the T-55AGM kit and the Typhoon-2A MBT-specific items. For example, on the AGM upgrade, an AGAT PKN-5 independent panoramic periscope was planned, while, on the Typhoon-2A, the commander’s optic is an AGAT PKN-4S.

The last and most significant upgrade on the T-55AGM, Typhoon-2A, and T-72AMT was to the suspension. Thanks to the new transmission and more powerful engine, the MBTs are now able to overcome higher obstacles and steeper slopes, both forward and in reverse.

In the AGM kit for the T-55, the suspension is also equipped with modern shock absorbers and new torsion bars that provide a much smoother ride. Three return rollers, which further dampen vibration, particularly when moving over rough terrain, were added. The old Soviet RMSh or OMSh single-pin all-iron links have been replaced by new, wider Western-style two-pin rubber padded tracks. This, in addition to the modified suspension, further improves the vehicle’s performance by reducing noise and vehicle ground pressure per cm³.

Failed Export

As Ukraine’s Narodna Armiya military gazette and some Western sources confirmed, in mid-2009, an upgrade of the T-62 was proposed to the Egyptian High Command.

The War Production Ministry of the Egyptian Republic organized a tender for the upgrade of some of its older military hardware, such as T-62 MBTs, OT-62 TOPAS amphibious APCs, and OT-64 wheeled APCs. The tender was attended by several countries, including Russia and Ukraine, and finished on 14th December 2009 with the Ukrainian victory.

The Russian Federation attacked the Egyptian decision in its mass media, claiming that the copyrights on the T-62 tank upgrades allegedly belonged to the Uralvagonzavod Tank Plant and that, consequently, the Ukrainian Kharkiv Plant had no legal right to upgrade Soviet-era armaments.

A contract was agreed between the War Production Ministry of the Egyptian Republic and Ukrainian Special Export (Ukrspecexport), a Ukrainian state-owned arms trading company, part of the state conglomerate of the Ukrainian Defense Industry. The contract included the upgrade of 200 Egyptian OT-62 TOPAS and 200 Egyptian T-62 MBTs. Egypt and Ukraine probably signed a contract to upgrade the T-62s with the AGM kit. Even if the sources do not mention the exact upgrade proposed to Egypt, it is clear that the work would have taken place in Ukraine. It seems strange that a nation like Egypt, with several armored vehicle repair and production facilities and skilled workers, did not independently mount the AG. The AG kit was developed by KMDB to be mounted on the tank in 20 days by a team of six workers, anywhere in the world. Based on that, it can be assumed that Egypt opted for the T-62AGM to be mounted in Ukraine, given the difficult modifications to the turret due to the automatic loader and new optics.

The Ukrainian T-62AG after 2002. It was probably reconditioned with new camouflage to participate in the Egyptian tender in 2009. Source: reddit.com u/patriot-renegade

The first batch of Egyptian OT-62s was shipped to the Kharkiv Morozov Machine Building Design Bureau and started to be upgraded in July 2010. It was planned to deliver the first upgraded vehicles in mid-2011. Nothing is known about the T-62s, which would probably have been upgraded after the OT-62s, but it seems none ever arrived in Ukraine.

The start of the Arab Spring, a series of anti-government protests, uprisings, and armed rebellions that spread across much of the Arab world from late 2010 until 2012, affected the planned upgrade. Heavy protests started in Egypt in early 2011 and forced president Hosni Mubarak to stand down in February of the same year. After political turmoil, Abdel Fattah el-Sisi became the new president, taking power following a coup. He canceled the Ukrainian conversion of the T-62s because Egypt was no longer interested in T-62 upgrades.

The Ukrainians offered the vehicle again in early December 2018 at the Egyptian Defense Exhibition 2018 (EDEX-2018) at the International Exhibition Centre in Cairo. Ukroboronprom offered a T-62 equipped with 6TD-2 diesel engines.

The full-scale Russian invasion of Ukraine in February 2022 has put a hold on any Ukrainian T-62 upgrade exports.

Conclusion

Unfortunately for the Ukrainian industry, the T-62AGM and T-62AG did not arouse any interest in the overseas market when they appeared in the early 2000s. The success gained by the T-55AGM, adopted with some modifications by the Peruvian Army with the name Typhoon-2A, made some people consider a comeback of the project. As this never happened, not a single T-62AG or T-62AGM was ever produced, except the prototypes, and their fate is unknown today.

T-62AG prototype with 2002 camouflage. Illustration done by Ardhya ‘Vesp’ Anargha, funded by our Patreon campaign

What-if of the T-62AGM with three-tone digit camouflage. Illustration done by Ardhya ‘Vesp’ Anargha, funded by our Patreon campaign

T-62AG and AGM Specification
	T-62AG	T-62AGM with 5TDFM	T-62AGM with 5TDFMA
Size (L-W-H)	10.200 x 2.640 x 2.395 m
Weight, battle ready	39.5 tonnes in both 120 mm and 125 mm variant	50 tonnes in both 120 mm and 125 mm variant	50.1 tonnes in both 120 mm and 125 mm variant
Crew	4 (commander, gunner, loader and driver)	3 (commander, gunner, and driver)
Engine	5TDF multi-fuel engine delivering 700 hp at 2,800 rpm	5TDFM multi-fuel engine delivering 850 hp at 2,800 rpm	5TDFMA multi-fuel engine delivering 1,050 hp at 2,850 rpm
Speed	65 km/h	60 km/h	~ 75 km/h
Range	~ 500 km	~ 500 km	~ 450 km
Main Armament	120 mm KBM-2 or 125 mm KBM-1 smoothbore guns with 35 rounds	120 mm KBM-2 or 125 mm KBM-1 smoothbore guns with 34 rounds
Secondary Armament	1 KT-7.62 medium machine gun with 2,500 rounds and a KT-12.7 with 450 rounds
Armor	Rolled Homogeneous Armor with ERA blocks
Production	1 prototype

Sources

Desarrollos Industriales Casanave SA Latin America Associate

https://www.kyivpost.com/post/7951

Worldwide Tank Fire Control Systems – Directorate of Intelligence of the Central Intelligence Agency

http://www.army-guide.com/

https://www.pmulcahy.com/tanks/ukrainian_tanks.html

sdtb.kiev.ua

https://www.kyivpost.com/post/7951

https://web.archive.org/web/20151222143334/http://interfax.com.ua/news/economic/43065.html

https://www.upi.com/Defense-News/2010/08/20/Ukraine-to-upgrade-Egyptian-Soviet-era-T-62-tanks/51511282327267/

https://web.archive.org/web/20151222114615/http://www.morozovkmdb.com/rus/body/t62.php

Modern Italian Armor

IVECO ACTL Family

IVECO M1250.70 T WM tank transporter as it was unveiled at Eurosatory 2016. Illustration done by Godzilla, funded by our Patreon campaign.

Italian Republic (2000-Present)
Military Transport Vehicles – Unknown Number Built

The IVECO AutoCarro Tattico Logistico or ACTL (English: Tactical Logistics Truck) is a whole range of logistic and special purpose trucks specifically developed at the request of the Esercito Italiano (English: Italian Army) in the 1990s.

The ACTL family was intended to substitute all Italian logistic vehicles deployed during the Cold War and, thanks to their effectiveness and NATO standardization, thousands were bought by various other nations, mainly in Europe. They are produced in a total of three different main variants, with two, three, and four axles, with many sub-variants and sub-versions produced.

The IVECO M170.31WM or ASTRA ACTL SM 44.31 BAD, the lightest version of the ACTL family of the Italian Army in the standard cargo truck configuration. Source: coccardetricolori.it

The Italian Companies that Produced the ACTLs

The vehicles were developed by IVECO DV (Industrial VEhicles COrporation Defence Vehicles), which is part of the IVECO Group. It includes various Italian and European brands, such as the German Magirus-Deutz, the Spanish Pegaso, and the French Unic and Heuliez Bus SAS. The Italian FIAT Veicoli Industriali (English: FIAT Industrial Vehicles), Officine Meccaniche or OM (English: Mechanical Workshops), Lancia Veicoli Speciali (English: Lancia Special Vehicles), IVECO BUS, and Anonima Sarda Trasporto e Recupero Automezzi, or more commonly ASTRA (English: Anonymous Sardinian Transport and Vehicle Recovery), are all a part of this large conglomerate.

All the vehicles of the ACTL family were developed by the IVECO Group. The ones for the Italian Army were built by the ASTRA production plant in Piacenza, Italy. For this reason, they have two different nomenclatures. In Italy they are commonly known as ASTRA ACTL, partly because the company’s logo is placed over the radiator grille, while for the international market, they are presented under the IVECO brand and sold with the company’s logo. These are produced at the IVECO plant of Bolzano.

This choice is made by IVECO to take advantage of its popularity around the world, as many civilian and military customers already know the Italian brands for its qualities. Because of this they are shown at military expos and exhibitions around the world under the IVECO trucks logo instead of the less known ASTRA brand.

IVECO (top) and ASTRA (bottom) logos. The IVECO one can be seen on the front of trucks sold on the international market, while the ASTRA one appears on the trucks sold to the Italian Army. The ASTRA branding is also visible on the Italian Army trucks, in the middle of the radiator grille. Source: IVECO and ASTRA combined by author

The Spanish Army trucks are produced by Pegaso and the French Army ones by IVECO and Soframe.

History of the Project

After the Italian participation in the Gulf War and in peacekeeping missions in the Balkans in 1999s one thing was clear to the Italian Army. The standard Italian logistic truck, the IVECO ACM 80/90, was no longer enough to service new military hardware, such as self-propelled guns and MLRS, which fired high numbers of rounds in short periods. The ACM had a weight of 4,700 kg and a payload capacity of 4,000 kg.

In response, the Italian Army created a list of requirements for a new vehicle:

loading capacity doubled compared to the ACM 80/90
hauling capacity doubled compared to the ACM 80/90
transport capacity at least doubled compared to ACM 80/90
a common frame to use spare parts in common
reduced fuel consumption on road transfers and increased overall efficiency
standardized with NATO equipment.

An IVECO ACM 80 on a road near Pellizzano, in the Trento province, in 2009. This was the predecessor of the IVECO ACTLs. Source: flickr.com @MARVIN 345

IVECO proposed the ASTRA HD6 and HD9 (HD for Heavy Duty) 6×6 and 8×8 trucks. These were judged positively by the Esercito Italiano and the development of a military family starting from the ASTRA trucks was initiated by the IVECO Group.

An ASTRA HD9 in dump truck configuration for the civilian market. Source: astra-trucks.com

At the tine of publication of this article, the IVECO ACTL is available to the Italian and international market in three different series:

Standard Militare – Military Standard: the most produced series, developed from the Italian Army requests. It comprises dozens of versions. Various hundreds have been produced and sold around Europe.
- ASTRA ACTL SM 44.30 BAD, basic with loading platform
- ASTRA ACTL SM 44.30 CAD (sometimes referred as PLE)
- ASTRA ACTL SM 44.31 BAD, with loading platform
- ASTRA ACTL SM 44.31 CAD
- ASTRA ACTL SM 44.31 CAT aeronautical fuel carrier and filler (7,500 liters)
- ASTRA ACTL SM 44.31 AAT water carrier (8,000 liters)
- ASTRA ACTL SM 44.31 telescopic aerial work platform
- ASTRA ACTL SM 44.31 AAT fuel carrier (8,000 liters)
- ASTRA ACTL SM 44.31 mobile work platform
- ASTRA ACTL SM 44.31 AAT dump truck
- ASTRA ACTL SM 66.40 BAD fuel carrier (8,000 liters)
- ASTRA ACTL SM 66.40 BAD water carrier (8,000 liters)
- ASTRA ACTL SM 66.40 CAD container transporter
- ASTRA ACTL SM 66.40 CAD artillery tractor
- ASTRA ACTL SM 66.40 CAD aeronautical fuel carrier and filler (8,000 liters)
- ASTRA ACTL SM 66.45 AMT dump truck
- ASTRA ACTL SM 66.45 BMT concrete mixer with pump
- ASTRA ACTL SM 66.45 BIT prime mover
- ASTRA ACTL SM 88.42 BAT with Isoli M200 crane
- ASTRA ACTL SM 88.42 BAT with Isoli M120C crane
- ASTRA ACTL SM 88.42 BAT container transporter
- ASTRA ACTL SM 84.45 BAT container transporter
- ASTRA ACTL SM 84.45 BAT aeronautical fuel carrier and filler (18,000 liters)
- ASTRA ACTL SM 88.45 BAT with Isoli M200 crane
- ASTRA ACTL SM 88.45 BAD container transporter
- ASTRA ACTL SM 88.45 BAD SAMP-T SAM transport erector launcher
- ASTRA ACTL SM 88.45 BID container transporter
- ASTRA ACTL SM 88.45 BID single hook loader
- ASTRA ACTL SM 88.45 BIT with TCM C 300M crane
- ASTRA ACTL SM 88.45 BIT with TCM C 400M crane
- ASTRA ACTL SM 88.50 TIM Tank Transporter
Standard Militare ‘Heavy’ – Military Standard Heavy: designed to transport heavier loads, developed from the battle-proven SM series. This version is mainly intended for engineering and as tank transporters and only a few models entered service with the Italian Army.
- ASTRA ACTL SMH 44.30 BAD dump truck
- ASTRA ACTL SMH 44.31
- ASTRA ACTL SMH 66.40 BAD fuel tanker
- ASTRA ACTL SMH 66.45 BAT with TCM C 300M crane
- ASTRA ACTL SMH 66.45 BAT with TCM C 400M crane
- ASTRA ACTL SMH 66.45 AAT dump truck
- ASTRA ACTL SMH 88.45 APS – single hook loader
HD6 – Heavy Duty 6: 3rd series produced with ASTRA civilian cab. This version is designed for use in urban environments for specific operations where the use of vehicles with a strong military appearance would not be well perceived by the population.
- ASTRA ACTL HD6 66.45 dump truck
- ASTRA ACTL HD6 66.45 ASPIDE SAM transport erector launcher
- ASTRA ACTL HD6 66.52 prime mover
- ASTRA ACTL HD6 66.45 with Isoli M120 crane
- ASTRA ACTL HD6 66.45 TIM prime mover
- ASTRA ACTL HD6 66.52 prime mover

The ASTRA-type nomenclature can be understood as follows:

ASTRA-type nomenclature
Abbreviation	Meaning	Notes
ASTRA ACTL SM 44.31 BAD
ACTL	AutoCarro Tattico Logistico
Series: ASTRA ACTL xx 44.31 BAD
SM	Standard Militare	Sometimes also named as SMR
SMH	Standard Militare ‘Heavy’
HD	Heavy Duty	Refers to the civilian cab
Drive configuration: ASTRA ACTL SM xx.31 BAD
44	4×4
66	6×6
84	8×4
88	8×8
Engine output divided per 10: ASTRA ACTL SM 44.xx BAD
30	300 hp
31	310 hp
40	400 hp
42	420 hp
45	450 hp
50	500 hp
Wheelbase: ASTRA ACTL SM 44.31 xAD
A	3,300 mm
B	3,750 mm
C	4,200 mm
Transmission: ASTRA ACTL SM 44.31 BxD
A	Automatic
M	Manual
I	Hydromechanical
IM	Hydromechanical	For prime movers
Brakes: ASTRA ACTL SM 44.31 BAx
D	Disks
T	Drums

The IVECO export nomenclature is easier to follow, with the two axle variants of the ACTL known as the IVECO M170WM, the three axle variant known as IVECO M250WM, and the four axle variant known as IVECO M320WM. To show their power output, the IVECO nomenclature maintains the power output in horsepower divided by 10, such as the IVECO M170.30WM, IVECO M250.40WM, and IVECO M320.45WM to name just a few. The ASTRA ACTL SM 88.50 TIM Tank Transporter is the only one with a different designation type, IVECO M1100.50.

Due to the double nomenclature, the simpler and clearer IVECO nomenclature will be used in this article. The ASTRA nomenclature will be used in the captions if the exact model is specified by the original source.

An IVECO M170WM of the 8° Reggimento Artiglieria Terrestre ‘Pasubio’ (English: 8th Ground Artillery Regiment) equipped with the ARTHUR (ARTillery HUnting Radar) counter-battery radar system. Italy has at least 5 systems in service. Source: wikipedia.com

Design

The common design of the ACTL (66% of parts are shared by the whole range) allows the description of the characteristics of the vehicles, such as frame, cabs and some configurations, which are common in all the series.

Starting from the front of the vehicle, the cab is a classic European-style cab-over with three seats, of which the left one is for the driver. Comfort reaches very high levels compared to other military vehicles, as the interiors are identical to the civilian cabs of the IVECO/ASTRA family of heavy trucks. The crew members have enough space to place all their equipment (personal weapons, backpacks, etc).

On request, the vehicles can be equipped with longer cabs. This permits two types of customization: the addition of a second row of seats or the addition of a sleeping berth for the driver.

An ASTRA ACTL SM 66.40 CAD exhibited in the Piazza Castello Square in Turin for the occasion of the National Army Day on 4th November 2008. The dimensions of the cab are noticeable, together with its internal space. Source: wikipedia.org

The protection on the standard military cab is NATO AEP-55 STANAG 4569, even if the exact level is not reported by official documentation. It consists of a bulletproof windshield, light armor plates that protect the cab from objects (such as stones) being thrown at it, small arms fire, anti-personnel mines, and light IED (Improvised Explosive Devices) explosions. This maintains a high degree of protection while operating in asymmetric warfare conditions, in which IEDs and ambushes are widely used by terrorist forces against unarmored logistic vehicles.

Apart from physical protection, the cab is also equipped with an NBC (Nuclear, Bacteriological, and Chemical) system with which the truck can also operate in contaminated areas, protecting the crew.

All the cabs have a hatch on the center of the roof. It is mainly used to check the ground from a higher position or to escape in case of the vehicle overturning. At the request of the customer, it can be equipped with a rail and support for a machine gun.

Despite the fact that the standard cabs are already protected from small arms fire and light IEDs, the protection can be enhanced with the application of armor kits made of kevlar. The armored kit, which weighs 2 tonnes, increases the resistance of the cab and survivability of the crew against small arms, IEDs, and grenade splinters. Like for the standard cabs, no data on the precise STANAG 4569 level are made public by IVECO DV.

A bad quality image of a render presented by IVECO Defense Vehicles. It shows the armor panels, bulletproof windshield, and armored doors of the armored cab. Source: idvgroup.com

To transport the vehicle on railways or for aerial transport, the vehicles can be equipped with a lower profile cab or, the height can be decreased by operating the Central Tires Inflation System (CTIS) on the vehicles equipped with such a system. The IVECO M170 can be loaded on Lockheed C-130 ‘Hercules’ cargo planes, while the other trucks of the IVECO ACTL family can be loaded on Airbus A400M ‘Atlas’.

The first axle (and second axle on the 4 axle trucks) has spring suspension integrated with hydraulic shock absorbers, including a stabilizer bar. The rear one or two axles have tilting spring suspension on a central pivot, supplemented by six longitudinal reaction bars. This type of suspension assures traction of all the wheels even while driving on rough terrains, permitting the trucks to overcome more obstacles than other suspension types without reaction bars.

Pressure in the wheels is maintained by a compressor with manual adjustment. The CTIS can be mounted at the request of the customer.

Apart from the CTIS, armored cab or lower cab, the customer can ask for many other types of additions, such as: sel-helping winches built by TREIBMATIC with a power of about 9,000 kg (90 kN), run flat tires, traction control system, protected gunner position, a preset for communication systems (radios installed by the customer according to his needs), an electromagnetic compatibility system of MIL level and, as the IVECO DV claims on its official website, “many other options are also available”.

Specific models can be provided with bodyworks with specific superstructure solutions. These can increase the capabilities of the whole range of vehicles of the ACTL series, obviously increasing the cost and weights depending on variants.

An ASTRA ACTL SM 44.31 equipped with a telescopic aerial work platform with its jacks lowered. This is one of the dozens of specialized equipment with which the ACTL can be equipped. Source: sicurezzaesoccorso.com

All the vehicles of the IVECO ACTL family are equipped with a pre-heater to help start the engine, even in frigid temperatures of -32°. If the pre-heating system is unserviceable, the engine is limited to be started at temperatures of -10°.

The electrical system is 24 V, with two 150 Ah batteries in series or four 110 Ah batteries in series-parallel and a 24V-35A alternator. The system is equipped with a radio interference suppression device.

An ASTRA ACTL SM 66.45 BMT concrete mixer with pump together with other civilian ASTRA concrete mixers. Source: facebook.com @Pesanti & Eccezionali

The IVECO ACTL trucks can ford deep rivers up to 850 mm without preparation and up to 1,200 mm with a snorkeling kit.

Main Versions of the ACTL Family

IVECO M170WM

The IVECO M170WM is the lightest version of the ACTL series. It is powered by a diesel IVECO Cursor 8 E3 6-cylinder inline 4-valve-per-cylinder, turbocharged engine with a volume of 7,800 cm³, developing 310 hp at 2,400 rpm, and maximum torque 1,100 Nm at 1,900 rpm. The Cursor has a total weight of 680 kg and, despite its power, respects European law on engine emissions level 3 (EURO 3).

IVECO M170 of the Italian Army in standard soft-skinned truck configuration. Source: flickr.com @JRug

It can be substituted with a slightly more powerful model of the Cursor 8 E5, giving out 330 hp. In both models, the maximum speed is about 90 km/h fully loaded, with a maximum range of 1,200 km.

Both the engines are coupled with the ZF 5HP502 automatic gearbox produced by the ZF Friedrichshafen AG company. To transfer the power from the gearbox to the rear axle, a IVECO TC 1800 transfer box is used. The vehicle is equipped with brake disks on both front and rear wheels and is equipped with ABS. The tire size is 14.00R20, with a single wheel on the front axle and twin wheels on the rear.

On the request of the customer, the gearbox can be substituted with the ZF 12 AS 2330 TO that can work both in semi-automatic and automatic modes.

The M170, with a total weight of 10 tonnes, has a payload capacity of 7 tonnes, and a towing capacity of 20 tonnes. This means that the Gross Combined Weight or GCW (truck + trailer + cargo) is 37 tonnes.

IVECO M170 with armored cab, which increases the total weight by about two tonnes. Source: militarytoday.com

Using the ASTRA nomenclature, the vehicles of the SMH series, thanks to their heavier frame, have a payload capacity of 9.5 tonnes and a towing capacity of 29 tonnes. Obviously, with armored cabs, the payload capacity is reduced, on both SM and SMH models, by about 2 tonnes.

IVECO M250WM

This is the medium truck of the ACTL series with three all-drive axles. The M250, in addition to maintaining 66% common parts with the other vehicles of the series, also has some parts in common with the IVECO TRAKKER heavy duty truck developed for the civilian market but also deployed by many armies.

IVECO M250 with radiator grille opened. Source: pinterest.com

The M250 can be equipped with three different types of the IVECO Cursor C10 engines depending on the needs:

The IVECO Cursor C10 of the M250 is a 6-cylinder in-line, 4-stroke, 4-valve-per-cylinder, turbocharged engine with a volume of 10,308 cm³.
The Cursor C10-400 develops 400 hp at 1,600 rpm and a maximum torque of 1,900 Nm at 1,480 rpm.
The Cursor C10-420 develops 420 hp at 1,570 rpm and a maximum torque of 1,900 Nm at 1,600 rpm.
The last Cursor, the C10-450, develops 450 hp at 1,570 rpm, with maximum torque 2,100 Nm at 1,050 rpm.

For all the variants, the maximum speed is about 90 km/h fully loaded, while the maximum range is about 1,200 km.

The engine, no matter which exact model, is coupled with a ZF 6HP902 automatic gearbox, while the transfer box to the rear axles is an IVECO TC 2200.

At the request of the customer, the vehicle can be equipped with a ZF 16 AS 2601 OD that can work both in semi-automatic and automatic modes.

The brakes, coupled with ABS, are commonly discs, but certain specific versions (dump truck and prime mover, for example) have drum brakes installed.

The curb weight of the M250 is 13 tonnes (15 tonnes with armored cab). The maximum payload capacity is 12 tonnes, while the maximum Gross Combined Weight is about 45 tonnes.

As with the IVECO M170, the Standard Militare ‘Heavy’ version with a more robust chassis can transport cargo with a maximum weight of 13 tonnes but a maximum load of 45 tonnes, for a total GCW of 71 tonnes.

IVECO M250 in dump truck configuration towing a Adamoli R3A30 trailer loaded with an IVECO VTLM ‘Lince’. Source: flickr.com @JRug

The most peculiar version of the M250 is the artillery tractor, better known with the ASTRA nomenclature of ASTRA ACTL SM 66.40 CAD.

Behind the usual three-seat cab (for the driver, commander, and an artillery crew member), it is equipped with a secondary cab with side doors and windows. It is used to comfortably transport six more artillery crew members.

Behind the secondary cab, the vehicle is equipped with a cargo bay that is smaller compared to standard M250 ones. The lower part of the cargo bay has 155 mm round racks for 16 rounds plus their separated charges.

An ASTRA ACTL SM 66.40 CAD artillery tractor with second cab for artillery crew members behind the standard cab. Source: wikipedia.com

IVECO M320WM

This is the heavy truck version of the ACTL series with four axles. It is produced in two main versions: four-wheel drive or all-wheel drive.

As with the M250, it can be powered by two types of IVECO Cursor C10: the C10-420 and the C10-450, with the same power output characteristics as on the lighter chassis.

The gearbox is an automatic ZF 6HP 902. On the 8×8 version, the transfer box for the rear axles is an IVECO TC 2200, as on the M250.

At the request of the customer, the gearbox can be substituted by a ZF 16 AS 2601 OD that can work both in semi-automatic and automatic modes or by an automatic ZF 16AS2631.

An ASTRA ACTL SM 88.45 rolling on an Italian road without a loading superstructure. Source: flickr.com @JRug

The weight of the vehicle is 12.85 tonnes (15 with the armored cab). Its total weight (truck + cargo) is 32 tonnes, meaning that the maximum onboard cargo is about 19 tonnes. The truck can also tow 24 tonnes for a GCW of 56 tonnes.

In the SMH version, it can carry heavier cargo (even if the total payload capacity is not specified) and tow a total weight of 45 tonnes, reaching a GCW of about 80 tonnes.

This is not a lot compared to the M250 payload and towing capacities, but the M320 was developed mainly for specialized versions, such as a crane transporter, container transporter and, Transporter Erector Launcher (TEL) for Surface-to-Air Missiles (SAMs). A TEL is a truck (or a tracked vehicle) that can carry, elevate to fire position, and launch one or more rocket propelled weapons (SAMs, tactical ballistic missiles, ICBMs, etc).

An ASTRA ACTL SM 88.42 BAT or Complesso Autoscarrabile APS 95 in desert camouflage loaded with an old ambulance during a parade. The truck belongs to the Italian Red Cross and the Isoli company brand is clearly noticeable. Source: sicurezzaesoccorso.com

The Peculiar ACTL HD6 Versions

The ASTRA ACTL HD6 version has, for now, only been sold to the Italian Army (and for this reason seems to not have received an IVECO nomenclature), maintains all the other characteristics, but increasing the number of powerpack solutions and features from the standard ASTRA cab installed on civilian trucks.

This version was made for two main reasons. First of all, a truck equipped with a civilian cab costs less than a truck equipped with a military cab. Secondly, the vehicles are intended to be deployed in the Italian mainland in which, for example, the bulletproof windshield is not needed. When deployed in peacekeeping missions, the ASTRA ACTL HD6 can be preferred due its more civilian-style resemblance. In fact, on some occasions, a strong military appearance would not be well perceived by the civilian population of the region in which the peacekeeping missions are undertaken.

ASTRA HD6 66.52 prime mover with a Bertoja semi-trailer. This is a clear example of a light military appearance truck in service with the Italian Army. Source: astra-trucks.com

IVECO M1100.50 Tank Transporter

When the C1 Ariete Main Battle Tank (MBT) entered service with the Regio Esercito between March 1998 and August 2002, the army was not equipped with a vehicle to transport it.

The older FIAT-IVECO 320.45 WTM (that had nothing in common with the M320) three axle tank transporter could tow the standard Leopard 1A1, 1A2, and 1A5 of the Italian Army (with weights ranging from 40 to 42.2 tonnes) and the 47.7 tonnes of the M60A1 Patton, but was overloaded with the 54 tonnes of the C1 Ariete.

The ASTRA ACTL SM 88.50 TIM Tank Transporter with LOHR SMC 64-6.3 DI semi-trailer for heavy loads. The yellow sign on the cab, ‘Trasporto Eccezionale’, means ‘Overload Transport’. According to the Italian Traffic Codes, just the tank transporter towing an empty LOHR semi-trailer is considered an overload transport. Source: wikipedia.org

A new tank transporter was needed and the heavier truck of the IVECO ACTL family was taken and modified for this role.

The 8×8 IVECO chassis was modified into a prime mover. It was equipped with a diesel IVECO Cursor C13 6-cylinder in line, 4-stroke, 4-valve-per-cylinder, turbocharged engine with a volume of 12,900 cm³, developing 500 hp at 2,000 rpm, maximum torque 1,850 Nm at 900 rpm. As with the M320, the engine is coupled by a ZF 6 HP902 automatic gearbox and the usual IVECO TC 1800 transfer box.

The final vehicle, weighing 19 tonnes, still has many components in common with the other ACTL vehicles but an extreme towing capacity. As a semi-trailer, the Italian Army bought the license for the French LOHR SMC 64-6.3 DI with a capacity of 64 tonnes, but seems that the version produced in Italy has received some upgrades permitting it to reach a capacity of over 70 tonnes of cargo.

The Gross Combined Weight permitted by law is 110 tonnes but, in cases of emergency or oversize load, the truck total load can reach 130 tonnes. This is a perfect example of the robustness of the Italian version of the LOHR, that can be loaded with a payload of 92 tonnes.

This heavier vehicle still has a maximum speed on-road of 80 km/h even while towing some types of vehicles. When reaching a total weight of 110 tonnes, the speed is reduced to 60 km/h to avoid overstressing of the chassis. At a maximum payload of 130 tonnes, the speed is reduced to 40 km/h.

Towing a LOHR semi-trailer loaded with a C1 Ariete, the GCW is 92 tonnes. In other words, the tank transporter loaded with the Italian main battle tank can reach maximum speeds of 80 km/h.

The IVECO M1100.50 were produced in 2003 and entered service in the Italian Army starting from 2004. Due to IVECO’s policy of not revealing information about the number of vehicles produced and sold to the customers, the exact number of IVECO M1100.50 produced and delivered to the Italian Army is unknown.

IVECO M1250.70 T WM

With the introduction in the past decades of modern main battle tanks with composite armor, add-on kits, and other features, their total weight has further increased.

The M1 Abrams, which weighed 54 tonnes in its first variant, can now weigh 66.4 to 68.8 tonnes in the M1A2 SEPv2 and M1A2 SEPv3 versions, respectively. The Leopard 2 reached 66.5 tonnes in the 2A7V variants.

In June 2016, on the occasion of the Eurosatory 2016 exhibition in Paris, IVECO DV proposed to the international market the new IVECO M1250.70 T WM tank transporter.
The new IVECO behemoth is only slightly heavier than its predecessor, 19.6 tonnes with standard cab and 22 tonnes with the armored cab.

The IVECO M1250.70 T WM tank transporter unveiled at Eurosatory 2016. Source: kolesa.ru

The new vehicle is powered by the most powerful engine of the Cursor series, the diesel IVECO Cursor 16 In-line 6-cylinder, 4 valves per cylinder, turbocharged engine with liquid cooling.

Its maximum power output is 580 hp at 2,100 rpm with a maximum torque of 2,990 Nm at 1,500 rpm. The gearbox for this truck is an automated ZF TC-Tronic 12TC3041 WO plus intarder with 12 gears + 2 reverse gears. The transfer box is a ZF Steyr VG2700 equipped with neutral position. On request, the gearbox can be substituted with a fully automatic Allison HD 4700 equipped with retarder.

Another possible request is a new cab interior layout with a fourth seat. The IVECO M1250 is equipped with ABS and drum brakes on all the four axles. On the cab rear, near the engine cooling system, there are two Rotzler HZ200 winches with a combined capacity of towing up to 50 tonnes (250 kN each).

The same IVECO M1250.70 T WM at Eurosatory 2016. Source: 40ton.net

This new powerful vehicle can reach a Gross Combined Weight (GCW) permitted by law of 125 tonnes, being capable of towing all MBTs currently in service with all the armies in the world without problems. Nevertheless, in case of emergency or oversize load, it can tow up to 150 tonnes. This makes the IVECO M1250 the most powerful tank transporter in the world at the moment, outclassing the US M1300 and German MAN HX81 tank transporters. Thanks to its robustness, it can reach a maximum speed of 70 km/h with a GCW of 125 tonnes.

Even if it seems that not even a single order was placed for the truck by Italy in 2016, it is possible to assume that, in the near future, the Esercito Italiano will order a small number of M1250s for the Leopard 2A8s that it will purchase in 2025. In fact, the new version of the Leopard, of which the Italian Army has placed an order for 250 examples, weighs 67 tonnes, 13 more than the C1 Ariete.

Being presented for the international market, the IVECO M1250.70 T WM tank transporter has not yet received an ASTRA nomenclature.

Comparison Between Tank Transporters
Name	Curb weight (tonnes)	GCW (tonnes)	Engine output (hp)	Maximum speed (km/h)	Range (km)
M1070A1	20.60	108.46	700	80	750
M1300	19.84	131.65	700	//	//
Renault TRM 700-100	16.80	98.00	700	80	800
Ural-63708	15.00	100.00	600	90	800
KamAZ-65225	11.90	75.00	360	80	1,000
IVECO 320.45 WTM	15.42	85.00	450	65	600
MAN HX81	23.50	130.00	680	88	800
IVECO M1100.50	19.00	110.00 (130)	500	90	800
IVECO M1250.70 T WM	19.60	125.00 (150)	680	70	800

Models on the IVECO/ASTRA Chassis

Complesso Autoscarrabile APS 95

The Complesso Autoscarrabile APS 95 (English: Multi Lifting Complex APS 95) is probably the most famous version of the IVECO ACTL family. In Italian, autoscarrabile designates a truck that can lift a container or a loading bay autonomously without the use of a crane. This system guarantees the autonomy of loading and unloading cargo without the help of other specialized vehicles, such as cranes, and without modifying the layout of the truck by adding a crane on it.
These systems, introduced by various armies starting from the 1980s, are currently in service with the majority of the NATO armies. This is thanks to the ISO (International Standardization Organization) that standardized the container and loading bay dimensions to 6.10 x 2.40 m and weights between 14 to 16 tonnes.

An example of an M320WM with a MULTILIFT Mark IV lifter loading a container. Source: isoli.com

The Italian multi-lifting complex is the MULTILIFT Mark IV developed by the British company CARGOTEC and produced under license in Italy by the company Isoli SPA.

This type of lifter can lift a variety of loads including containers, flat loading platforms, and standard cargo bay platforms. This allows a single ACTL to transport containers loaded of ammunition, spare parts or other equipment, light vehicles such as the VBL Puma APC or IVECO VTLM ‘Lince’, or be used as a standard cargo truck, increasing versatility on the battlefield. It is also easy to be used by the truck driver by means of a joystick to lift or unload the cargo. The control panel is placed both in the cab, on the right of the driver and externally. This makes the system easy to be operated by its crews and speeds up the operations.

The Italian Army also developed special containers (such as surgery and command post) that are loadable by the MULTILIFT Mark IV.

An ASTRA ACTL HD6 84.45 with MULTILIFT Mark IV system in desert camouflage loaded with two special containers. The vehicle belongs to the Military Corps of the Italian Red Cross. The writing in Arabic on the cab means “Italy”. Source: sicurezzaesoccorso.com

The modularity of the MULTILIFT Mark IV system added to the off-road capabilities of the IVECO vehicle ensure that the complex has excellent maneuverability, being able to reach areas of the battlefield that are difficult or nearly impossible for other logistics vehicles to reach, autonomously release cargo, and retreat in a very short time, increasing the safety of the vehicle even at a very short distance from the frontline.

This is impossible for logistics vehicles that require cranes to unload cargo. With the flat loading bay, the vehicle is useful for recovering damaged vehicles with a maximum weight of 16 tonnes and quickly retreating to field workshops in the rear lines.

An M320WM loading a standard cargo bay platform. Source: isoli.com

ASTRA ACTL SM 88.45 BAD SAMP-T SAM TEL

The SAMP-T missile began development in1989 as a joint Italian and French program. In French, SAMP-T stands for Sol-Air Moyenne-Portée – Terrestre (English: Ground-Air Medium-Range – Ground). The missiles are both surface-to-air and anti-missiles with a maximum range (in the ASTER 30 version) of 120 km.

An ASTRA ACTL SM 88.45 BAD in Transporter Erector Launcher configuration for the SAMP-T Surface-to-Air Missiles. Source: ilmessaggero.com

The SAMP-T missile complex entered service in 2013 and 24 launchers were adopted by the Italian Army.

Each Italian SAMP-T battery is composed of 6 different types of vehicles, all on IVECO 320WM chassis.

The ARABEL 90 multifunction radar mounted on a truck performs target discovery, acquisition, identification, and tracking.
The Command Module where the mission is planned, supervised, and where the logistical support of the battery is coordinated.
The Engagement Module where tactical control of the system is exercised.
The Generator Unit is used to power the radar and the other modules during long-period missions. It features a double generator set in order to ensure continuity of operation.
The Transporter Erector Launcher on which eight ASTER 30 missiles are loaded.
The Transloader Module, an ASTRA truck equipped with a crane to load or unload the missiles of the battery TELs.

All the six IVECO 320WM variants for SAM batteries are equipped with hydraulic jacks that are operated by the truck’s engine thanks to a Power Take-Off (PTO) system. When necessary, the driver stops the vehicle, shifts out of gear on the gearbox, engages the handbrake and, via a manual override, connects the engine’s flywheel to a second driveshaft that operates the hydraulic system. This is the same for the winches mounted on the other standard trucks of the ACTL family.

Two ASTRA ACTL SM 88.45 BAD TELs and an ASTRA ACTL SM 88.45 BAD Transloader during reloading operation of the battery. The vehicles belong to the 4º Reggimento Artiglieria Controaerei ‘Peschiera’ (English: 4th Anti-Aircraft Artillery Regiment). Source: aliseoeditoriale.it

The ASTER 30 Franco-Italian missiles have a total weight of 450 kg, of which 15 kg of High-Explosive – Fragmentation warhead with a lethal radius of 2 m.

Once out of the launcher, the missile reaches a maximum altitude of 20 km and a speed of 1,400 m/s (Mach 4.5).

The ASTRA 88.45 equipped with ARABEL 90 multifunction radar module. Source: notiziegeopolitiche.net

The ASTRA HD6 66.45 was also adopted as a transloader for the Skyguard SHOrt Range Air Defense (SHORAD) loaded with Aspide 2000 Italian medium range SAM. It is commonly deployed to tow the launcher trailers loaded with 4-6 missiles. The truck carries 6 missiles and a crane with which it loads the missiles carried on the trailer.

An ASTRA HD6 66.45 Transloader towing a Skyguard launching trailer. The vehicle was deployed during the Kosovo Force (KFOR) UN mission. Source: fiammeblu.it

Recovery and Cranes

As recovery vehicles for damaged trucks or light Armored Fighting Vehicles (AFVs), the Italian Army had adopted various versions of cranes produced and installed on the IVECO ACTL by the Isoli SPA company.

The lighter variant is the Isoli M120 crane that is mounted on the ASTRA ACTL HD6 66.45 with civilian cabs. The crane has a lifting capacity of 12 tonnes and is commonly used for field preparation of armored vehicles, such as the Centauro heavy armored cars and the Armored Personnel Carriers (APCs) of the Italian Army, the VCC-80 Dardo and the VBM Freccia.

An ASTRA ACTL HD6 66.45 with Isoli M120 crane while undertaking maintenance on a KFOR B1 Centauro. The image was taken in Rome during a military drill in the city center to show the civilians how the Italian Army operates. Behind the truck, on the right, the Circus Maximus is partially visible. Source: sicurezzaesoccorso.com

The second variant of ASTRA ACTL with a crane is the ASTRA ACTL SM 88.42 BAT equipped with the Isoli M200 crane. This type of medium crane can lift up to 20 tonnes of cargo and is commonly used on Italian military bases. Like the other ASTRA ACTL SM 88 modified to receive a crane, it is equipped with four hydraulic jacks operated by the truck’s engine thanks to a PTO system.

An ASTRA ACTL SM 88.42 BAT with Isoli M200 crane. Source: isoli.com

The third version of the mobile crane on IVECO ACTL chassis is equipped with a TCM C 300M crane. This type of crane can lift up to 30 tonnes with its boom, which can elevate at 80°, reaching a maximum height of 14.80 m. It can be equipped with an armored cab both for the truck and for the crane to safely operate even near the frontline. It is deployed by the Italian Army to lift equipment in its military bases, maintenance in field workshops, or in case of natural disasters, helping the civilian population.

An ASTRA ACTL SM 88.45 BIT with TCM C 300M crane during a military equipment display in 2016. Source: sicurezzaesoccorso.com

The last and heaviest mobile crane on the IVECO ACTL chassis is equipped with the TCM C 400M crane. This heavy crane has a maximum lifting capabilities of 40 tonnes with a boom that can elevate to 80°, reaching a total height of 23 m.

The ASTRA ACTL SM 88.45 BIT can be equipped with the ROSPO M, which is a recovery device mounted on the rear of the IVECO ACTL equipped with TCM C 400M to lift the front or rear axle of damaged vehicles.

The ROSPO M is a versatile system that can be equipped with many towing supports to tow damaged VBM Freccia, MRAPs, and ‘Lince’.

ASTRA ACTL SM 88.45 BIT with armored cab and TCM C 400M crane. Source: sicurezzaesoccorso.com

Italy also tested the TCM C 700 SP mobile cranes on ASTRA ACTL HD6 chassis. These have a total lifting capability of 70 tonnes, but it is not known, for now, if the Italian Army officially adopted it. The last model, with a similar fate, is the TCM C 1300 with a lifting capacity of 130 tonnes.

Upgrades

At Eurosatory 2018, the French company Marrel, a subsidiary of the Fassi Gru company specialized in crane production, presented an upgraded multilift variant for the IVECO M320.

The Marrel Ampliroll AL16500 DM is a telescopic moving hook loading system with CHU (Container Handling Unit). It has a total weight of 3,480 kg and a lifting capacity of 16.5 tonnes. This allows it to easily lift NATO standard containers. The system was not adopted by the Italian Army but is used by the PPTLogs of the French Army.

The Marrel Ampliroll AL16500 DM lifting system. Source: sollevare.it

At Eurosatory 2022, which took place from 13th to 17th June 2022, IVECO Defense Vehicles presented a facelift to the IVECO ACTL family. The new trucks maintain the same engines and characteristics. The upgrades concerned new cabs, with the standard military ones restiled while the older ASTRA HD6 civilian cabs were substituted with the more modern IVECO T-Way civilian cabs that were militarized.

The IVECO ACTL with militarized T-Way cab that substituted the old HD6 cabs. Source: armyrecognition.com

The IVECO ACTL truck family now comprises a heavier 10×10 truck and their GVW now range from 18 tonnes up to 40 tonnes. On the cabs front, the new IDV acronym of IVECO Defense Vehicles is present.

The New IVECO M320Wm cab presented at Eurosatory 2022. Source: mnogotonn.com

Italian Use

IVECO has never officially published the total number of vehicles produced and to which nation they were sold.

An ASTRA ACTL SM 66.45 BIT towing an empty Bertoja three axle flatbed semi-trailer. The vehicle belongs to the 3° Stormo (English: 3rd Wing) of the Aeronautica Militare (English: Air Force). Source: flickr.com @JRug

An unknown number of trucks are in service with the Aeronautica Militare (English: Air Force), the Marina Militare (English: Royal Navy), and the Esercito Italiano. There is very little information about their use and deployment with the different branches of the Italian Armed Forces.

The Aeronautica Militare deploys the trucks to transport equipment and personnel to the airbases. On the rare occasions in which the Italian Air Force has been deployed outside the Italian peninsula, the vehicles have rarely been spotted.

For the Marina Militare there is a similar situation, the trucks are used to transport equipment for the amphibious units and there are a few in service with this branch of the Italian Armed Forces.

An ASTRA HD6 66.45 of the Brigata di Marina ‘San Marco’ (English: Navy Brigade) amphibious unit. The truck is a simple 3-axle one without cargo bay’ sides loaded with a container. Source: sicurezzaesoccorso.com

Another two Italian users are the Guardia di Finanza (English: Financial Police), which uses some fuel carriers on the ASTRA ACTL SM 44.31 chassis to refill its helicopters of the Reparto Operativo AeroNavale or ROAN (English: Aero-Naval Operations Department) and the Croce Rossa Italiana (English: Italian Red Cross), which deploys Complesso Autoscarrabile APS 95 (with both SM and HD6 cabs) in its military corps to transport medical equipment and mobile labs.

An ASTRA ACTL SM 44.31 CAT fuel carrier of the Reparto Operativo AeroNavale of the Guardia di Finanza. Source: sicurezzaesoccorso.com

Export

France

France was one of the first customers of the IVECO ACTL, called Porteur Polyvalent Terrestre or PPT (English: Multipurpose Land Carrier) in France.

The Direction Générale de l’Armement or DGA (English: General Directorate of Armaments) placed an order in 2010 for 200 new vehicles from IVECO DV and Soframe (French company under Lohr management) to substitute some aging vehicles of the Armée de Terre (English: French Ground Forces).

The vehicles produced for the French Army are based on the IVECO M320WM, but many parts are produced in France by IVECO French subsidiaries. At first, France had planned to buy a total of 2,400 vehicles, but later the number was reduced to 1,800 to be ordered in various batches.

From what is known, France has ordered three batches for a total of 900 IVECO vehicles produced and delivered until 2019. More are expected to arrive.

A French PPLog in Mali loaded with a flat platform with a VBA armored personnel carrier. This particular vehicle is equipped with armored cab and rooftop cupola armed with a 7.62 mm FN MAG machine gun. Source: milinfo.org

The French Army had two different variants in service: the Porteur Polyvalent Logistique or PPLog (English: Multi-role Carrier Logistics Vehicle) and the Porteur Polyvalent Lourd de Dépannage or PPLD (English: Multi-role Truck Recovery Vehicle). These vehicles will probably be joined by another two variants that have not yet entered in service but are planned to be produced with the next batches: the Porteur Polyvalent de l’AVant or PPAV (English: Versatile Forward Carrier) and the Porteur Polyvalent Benne du Génie or PPBG (English: Multi-purpose Carrier Engineering Tipper). Of the 900 vehicles received:

50 are PPLD with armored cabs
700 are PPLog with standard cabs
150 are PPLog with armored cabs

A French PPLD in service with the French Army in Mali. Source: master-fighter.com

The French trucks can be equipped with both armored and standard military cabs. The IVECO PPTs are modified to receive the PR4G radio, DAGR or PLGR GPS and SITEL information system.

A total of 400 vehicles were ordered with armored cabs and entered service from 2016. These vehicles include a 7.62 mm self-defense armament mount over the turret with ballistic protection for the gunner and a reserve of 2,000 rounds, a medium-power jammer, a run-flat device in case of tire puncture, and ballistic protection against small arms fire, artillery splinters and anti-mine/IED protection.

A French PPLog with standard military cab without roof hatch loaded with a Light Protected vehicle (English: Light Protected vehicle) on a flat platform. This version is very similar to the Italian versions except for the lifting system. Source: flickr.com @Hugo Maillet spotting

The Porteur Polyvalent Lourd de Dépannage can tow damaged vehicles up to 50 tonnes and can lift with its crane up to 12 tonnes, being able to recover the majority of wheeled and light armored vehicles of the French Army. With the crane, it can lift engines, turrets and other parts in field workshops, speeding up the maintenance or repair operations.

The Porteur Polyvalent Logistique, like the IVECO M320, can lift a weight of 16.5 tonnes and can easily transport ISO 1C containers.

A French PPLog with armored cab equipped with gunner position, loaded with a soft-skinned cargo bay towing a two axle trailer with a container. Source: soframe.com

The Armée de Terre deployed an unknown number of IVECO vehicles during its counterinsurgency Operation Barkhane in Mali. The armored cab variants were assigned to the French forces which were headquartered in Chad and operated in Mali. The operation ended only in November 2022 and there is no official documentation nor opinion on the vehicles published right now.

Romania

Romania is one of the main customers of the IVECO ACTL family trucks. The Romanian Ministry of National Defence started the purchase of IVECO trucks in 2015. During that year, a total of 57 IVECO trucks were sold to Forțele Terestre Române (English: Romanian Land Forces) followed in 2017 by a second batch of 173 trucks.

The Romanian Army was impressed by the truck’s characteristics and needed to substitute its old DAC444 and 665 military trucks. In December 2019, a contract for the purchase of 2,902 IVECO trucks was signed between the Romanian Ministry of National Defence and IVECO DV.

An IVECO M320 of the Romanian Army in recovery vehicle configuration towing an ABC-79M reconnaissance vehicle. Source: pinterest.com

A first batch of 942 IVECO trucks was delivered starting from 2020. It was composed of all the ASTRA ACTL SM main variants on 4×4, 6×6, 8×4, and 8×8 chassis, including the M1250.70 tank transporter. In April 2021, a new IVECO DV production plant was inaugurated in Romania in the city of Petrești. with a full rate production of 440 vehicles per year.

On 4th October 2023, it was announced that IVECO DV would start the delivery of the second batch of 1,107 trucks in the near future.

Romania is for now the second largest user of the IVECO ACTL family.

IVECO M1250.70 towing a TR-85M1 Romanian MBT. Source: facebook.com @Iulian lamandi

Spain

In May 2015, a contract between the Ejército de Tierra (English: Spanish Ground Forces) and the IVECO DV group was signed for the purchase of 700 IVECO ACTL trucks to be delivered until 2021, plus an option for more for the future.

The IVECO trucks are produced in Spain by the IVECO Group subsidiary Pegaso and are known in Spain as IVECO-Pegaso.

An IVECO-Pegaso M250.37WM with a Spanish produced Luna GT 12-16R crane of the Spanish Grupo Logístico Aerotransportable VII of the Brigada de Infantería Ligera Aerotransportable ‘Galicia’. This particular vehicle had a customized crane and engine. Source: flickr.com @Elentir

As with the Romanian Army, the contract included many variants of the truck on 4×4, 6×6, 8×4, and 8×8 chassis. In March 2022, a second contract for the purchase of other vehicles was signed, even if the total number was not made public. The new 2022 contract had an overall cost of €128 million.

An IVECO-Pegaso M170 of the Spanish Army towing an OTO-Melara 105 mm M56 howitzer. Source: twitter.com @FUTER_ET

Ukraine

A total of 10 155 mm FH-70 howitzers were transferred from the Italian Army in the third aid package launched by the Draghi government in May 2022 to support the Ukrainian land forces during the Russian invasion of Ukraine. The howitzers arrived with other equipment such as 6 Panzerhaubitze 2000, Aspide and Skyguard batteries, and other equipment and medical aid.

Together with the 10 howitzers, 10 ASTRA ACTL SM 66.40 CAD artillery tractors arrived in Ukraine, which were immediately deployed with the howitzers against the Russian forces.

At the time of writing (October 2023), not a single ASTRA seems to have been destroyed by Russian artillery or loitering ammunition, as it is missing from the Oryx Blog lists.

Two ASTRA ACTL SM 66.40 CAD artillery tractors towing their 155 mm FH-70 howitzers in a Ukrainian field. The Ukrainian white cross coat of arms is clearly visible on the doors. Source: twitter.com @UAWeapons

Other Lesser Known Users

Belgium

The Defensie van België (English: Belgian Army) purchased a total of 400 IVECO M250.45WM trucks in 2005. Later, the Belgian Army ordered a second batch of 379 IVECO M250, of which 350 with an armored cab.

An IVECO M250 of the Belgian Army. Source: flickr.com @chrispit1955

Denmark

The Danish Army bought 20 (or 21, depending on the sources) IVECO M320 trucks.

These trucks, known as IVECO M320 E42, are in service with the Danish Royal Air Force and are the perfect example of IVECO truck’s modularity when customers ask for modifications: the trucks have single wheels on all the axles and are equipped with a Cormach 156000 E4 hydraulic crane. The maximum lifting capacity is 29.7 tonnes.

An IVECO M320WM of the Danish Royal Air Force with Cormach crane. Source: ditzj.de

Ireland

The Irish Army also adopted the IVECO M320 truck, with 55 vehicles bought.

An IVECO M320 of the Irish Army in track-laying variant. Source: wikipedia.org

Unconfirmed and Failed Export

Some sources claim that the Algerian Army bought 110 ASTRA HD6 trucks, but this is not confirmed by official sources nor photographic evidence.

USA

In October 2022, IVECO DV joined AM General, a US company that provides vehicles to the US Army, in the development of the new Common Tactical Truck (CTT) program for the US Army.

The program, which will lead to the production of 40,000 trucks for a total contract value of US$14 billions, selected in January 2023 four Requests for Prototype Proposal (RPP). Unfortunately, the joint IVECO-AM General development of the Heavy Mobility Range Vehicle (HMRV) CTT was not accepted. Oshkosh Defense, Mack Defense, American Rheinmetall Vehicles/GM Defense, and Navistar Defense projects were instead accepted for the second phase of the program.

A render of the AM General/IVECO joint project for the CTT program. Source: idvgroup.com

United Kingdom

The IVECO ACTL also failed the tests in the United Kingdom. At least 3 vehicles were tested by the British Army during an unknown period, but they were rejected. It seems that, in 2012, the British Army preferred to buy a total of 206 IVECO TRAKKER 6×6 and 8×8 in various configurations similar to the ones on the ACTL chassis. It is plausible to assume that the British Army preferred the TRAKKER due to their lower prices compared to the ACTLs. They were bought to be operated in the country, where such powerful and protected vehicles were not needed. As on many other occasions, this could not be confirmed due to the absence of official information from the producer.

Camouflage

The IVECO ACTLs were the first vehicles of the Italian Army which adopted the three-tone camouflage based on the CIELAB 1976 colorimetric system. The Italian variant, studied by the Ufficio Tecnico Territoriale or UTT (English: Territorial Technical Office) of Turin is applied following the NATO STANAG 4422 regulations.

A three-tone camouflaged IVECO M170. Source: fiammeblu.org

These regulations consist of 45% dark green, 41% black, and 14% brown with an error acceptable for each color of ± 0,5%. The UTT also studied desert and winter camouflages and also easily removable paint. A special paint is used for the tarpaulins because they are made of elastomer.

The types of paint used diminished the IR signatures of the trucks but not to resist chemical attacks. The camouflage schemes were created by AutoCAD software application which, thanks to the IVECO original scheme delivered to the UTT, automatically created possible solutions after adding the percentage of paint the Italian Army used.

White painted IVECO M170 for UN peacekeeping missions. The vehicle has reflective lines on the sides. Source: fiammeblu.org

Conclusion

The ASTRA/IVECO ACTL family is certainly one of the most famous in the world. Due to their robustness and limited costs compared to other logistics vehicles, they are becoming one of the most widely used logistics vehicle families in Europe, with seven European nations having adopted them.

The commonality of spare parts shared by all the vehicles of the family together with the possibility of being adopted in many specific variants make the ACTL family one of the most versatile of its type.

IVECO M170.31WM or ASTRA ACTL SM 44.31 BAD of the 9° Reggimento Alpini, Battaglione Multifunzionale ‘Vicenza’ of the Esercito Italiano. Illustration done by Godzilla, funded by our Patreon campaign.

IVECO M250.40WM or ASTRA ACTL SM 66.40 CAD in standard cargo truck configuration. Illustration done by Godzilla, funded by our Patreon campaign.

ASTRA ACTL HD6 84.45 with MULTILIFT Mark IV system or Complesso Scarrabile APS 95 of the Croce Rossa Italiana – Corpo Militare for peacekeeping missions. Illustration done by Godzilla, funded by our Patreon campaign.

IVECO M320.45WM or ASTRA ACTL SM 88.45 BID with armored cab loaded with a standard NATO container. Illustration done by Godzilla, funded by our Patreon campaign.

IVECO M1250.70 T WM tank transporter as it was unveiled at Eurosatory 2016. Illustration done by Godzilla, funded by our Patreon campaign.

IVECO ACTL family Specification
IVECO ACTL family Specification	IVECO M170.30WM	IVECO M250.40WM	IVECO M320.45WM
Size (L-W-H)	7.150 x 2.550 x 3.035 m	9.00 m x 2.55 x 3.50 m	9.342 x 2.50 x 3.055 m
Curb Weight	10 tonnes	13 tonnes	~ 15 tonnes
Gross Vehicle Weight	17 tonnes	25 tonnes	32 tonnes
Crew	3	3	3
Engine	IVECO Cursor C8, 300 hp	IVECO Cursor C10, 400 hp	IVECO Cursor C13, 450 hp
Speed (km/h)	90	90	90
Range (km)	1,200	1,200	1,200

Sources

https://www.idvgroup.com/products/tactical-and-logistic-vehicles/high-mobility-range/

http://www.ferreamole.it/images/astra8850/astra01.htm

https://www.esercito.difesa.it/equipaggiamenti/Artiglieria/Artiglieria-Controaerei/Pagine/SAMP-T.aspx

https://www.isoli.com/it/product-category/defence-vehicles/

https://www.astra-trucks.com/it/

https://www.senat.fr/rap/a13-158-8/a13-158-813.html

https://www.opex360.com/2013/11/20/risque-de-rupture-capacitaire-pour-le-trasport-logistique-de-larmee-de-terre/

https://soframe.com/catalogue/pplog-porteur-polyvalent-lourd-de-depannage-depanneuse-militaire/

https://soframe.com/catalogue/ppld-depanneuse-militaire-porteur-polyvalent-lourd-de-depannage/

https://www.defense.gouv.fr/terre/nos-materiels-nos-innovations/nos-equipements-terre/nos-vehicules/nos-vehicules-logistiques/ppld-porteur

https://www.idvgroup.com/2022/10/10/am-general-teams-with-idv-in-pursuit-of-the-u-s-armys-common-tactical-truck-program/

https://www.armyrecognition.com/eurosatory_2022_news_official_online_daily/eurosatory_2022_idv_unveils_its_modular_military_range_vehicle.html

WW2 German SPAAGs

Schwere Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen

Post author By Arturo Giusti
Post date November 20, 2023
No Comments on Schwere Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen

Early production Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen für 5 cm Flak 41. Illustration by Pavel Alexe.

German Reich (1942-1945)
Wheeled Self-Propelled Anti-Aircraft Gun – Unknown Number Built

The Schwere Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen was a self-propelled anti-aircraft gun (SPAAG) used by the German military during World War II. It was built by converting a standard Mercedes-Benz L4500A heavy-duty truck into an anti-aircraft vehicle by mounting either a 2 cm, 3.7 cm, or even a 5 cm anti-aircraft gun on the truck’s bed. This was a cheap conversion of a standard heavy-duty truck produced by Mercedes-Benz that could guarantee an adequate defense to German columns. It showed its limits due to the partial armor that protected only the most sensible parts of the truck, exposing the crew during the fighting. Together with other wheeled SPAAGs, it was intended as a stopgap solution until properly designed anti-aircraft vehicles were developed.

A column of Schwere Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen für 3.7 cm Flak 37 near Toulon during Operation Achse, 19th September 1943. Source: panzerserra.blogspot.com

History of the Project

The need for mobile anti-aircraft vehicles became evident with the development of aviation technology in the early 20th century. Initially, these vehicles were intended to engage enemy balloons, which were used for reconnaissance and artillery spotting.

As aircraft technology advanced and became more prominent in warfare, the role of mobile anti-aircraft vehicles evolved to include countering this new threat. The German Army, in particular, recognized the importance of anti-aircraft defenses and began producing a series of SPAAGs during the First World War.

These early SPAAGs were mounted on wheeled chassis and were often equipped with machine guns or small caliber artillery guns. They were relatively mobile and could quickly respond to enemy aircraft, making them a valuable asset on the battlefield. Their primary purpose was to protect vital industrial and military targets against enemy aircraft.

Despite being built on civilian truck chassis, SPAAGs offered greater mobility than towed anti-aircraft guns. As the war progressed, these vehicles were upgraded with additional equipment, such as range finders, searchlights, and acoustic detectors, which further improved their effectiveness against enemy aircraft. Interestingly, SPAAGs also proved to be effective against enemy tanks thanks to their mobility and firepower. This versatility made them a valuable asset on the battlefield, and they continue to be used in modern military conflicts.

Three anti-aircraft trucks armed with a 7.7 cm gun were produced by Erhardt and used during the First World War. Source: W. J. Spielberger Gepard The History of German Anti-Aircraft tanks

After the First World War ended, Germany was prohibited from having certain military vehicles, including SPAAGs, by the Treaty of Versailles. This was done to limit Germany’s military capabilities and prevent another world war. In 1930, the German Army gradually started to rearm and also began to develop and build more armored vehicles. After the Nazis took over Germany in 1933, the Treaty of Versailles was completely disregarded.

With this general rearmament, the concept of SPAAG was brought up again. This time the Germans turned to their half-tracks as the main chassis. This came in the form of the Sd.Kfz.10/4 half-track armed with a 2 cm Flak 30 anti-aircraft gun. Such vehicles were allocated to more mobile formations, such as the Panzer divisions.

No particular attention was given to wheel-based SPAAGs. One of the first such vehicles was the small Kfz.4 Truppenluftschutzwagen (English: Air Defense Vehicle) introduced in 1938. It was a 4-wheeled cross-country personal carrier armed with a Zwillingslafette 36 (English: Dual Mount 36) and machine guns. The idea behind the Kfz.4 was to have a small reliable vehicle that could effectively defend itself and the troops against low-flying aircraft with its dual machine guns. However, these vehicles would only be produced in small numbers.

The Kfz.4 was often armed with the Zwillingslafette 36, but other vehicles that were at hand were also used in this manner. Source: http://acemodel.com.ua/en/model/576

It was also quite common to have the mounts placed in trailers that were towed by motor vehicles or, probably more often, drawn by horses. Source: www.portalmorski.pl

As the war progressed, the Luftwaffe had more difficulty providing sufficient protection for the ground forces. These, in turn, were forced to find alternative solutions. Half-track SPAAGs were mainly allocated for highly mobile formations, such as the Panzer divisions. Other military units had to use what was at hand. This led to the development and deployment of various anti-aircraft weapons on wheeled chassis, including trucks. One solution was to improvise by placing an anti-aircraft gun in the rear cargo bay of a truck. This was a simple and quick solution that could be implemented with whatever resources were available at the time. Such improvised vehicles were relatively common as they were cheap and easy to build. Their improvised nature and lack of armor limited their combat effectiveness. But, as often nothing better was available, these did the job to some extent.

A German Opel Blitz standard medium truck equipped with a 2 cm Flak 30 loaded in the cargo bay. Source: https://forum.warthunder.com/index.php?/topic/382235-opel-blitz-Flak-38-truck/

As improvisations were not the proper solution, the Germans resolved to build more dedicated designs. These vehicles were more effective and reliable than improvised solutions. The armament consisted of either 2 cm or larger 3.7 cm anti-aircraft guns. In rarer cases, the much larger 5 cm anti-aircraft gun was used. They all shared a basic overall design, with a front armored cabin, central firing, and rear storage compartments. Sources do not go into detail about when these vehicles were constructed or their numbers. Given that the half-track SPAAGs received armored cabins after 1942, it would suggest that these too were built around the same time. Production numbers are unknown, but it is most likely that not many were built given the overall limitations of the wheeled chassis.

Such vehicles followed the same basic configuration, with a front cabin, center gun platform, and rear crew seating and storage bins. Source: http://panzerserra.blogspot.com/2023/04/mercedes-benz-l4500a-schwere.html

But it is important to note that even such vehicles were far from perfect. Despite the attempts to improve their performance, they were in essence still improvisations, albeit to a slightly lesser degree. Designing a dedicated wheel-based SPAAG would have taken too much time and resources.

Names

The SPAAG on Mercedes-Benz L4500A chassis received the official name of Schwere Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen (English: Heavy Off-Road Truck 4.5t Mercedes-Benz L4500A as Anti-Aircraft Gun Truck). Für (English: for) and the designation of the main armament – für 3.7 cm Flak 37, für 5 cm Flak 41 and für 2 cm Flakvierling 38 – were added.

The generic Heer designation of this type of SPAAG was Mittlerer Flak Kraftwagen (English: Medium Anti-Aircraft Motor Vehicle) with Kraftfahrzeug or Kfz. (English: Motor Vehicle) code number 410. The Mittler designation refers to the anti-aircraft gun designation, not the load capacity of the vehicle’s chassis.

The Kfz.410 was also split in three other designations: Kfz.410/1, Kfz.410/2, and Kfz.410/3, even if it is not clear if the sub-designations referred to the chassis used or main armament installed on the truck chassis.

Another slightly shorter official designation that was used was Schwerer Geländegängiger Lastkraftwagen 4,5t für Flak (Selbstfahrlafette) (English: Heavy Off-Road Truck 4,5t for Anti-Aircraft Gun [Self-Propelled Gun Carriage]).

Design

Chassis and Frame

The 4.5 tonnes Mercedes-Benz L4500 was a heavy-duty truck that was developed as a larger version of the L3000 medium truck. It entered production in 1939 at the Mercedes-Benz plant of Gaggenau, in south-west Germany. Between the months of September and October 1944, two Allied bombings raids on the city destroyed the Mercedes-Benz plant, forcing it to restart production at the Saurer plant in Vienna until the end of the war. Today, the Mercedes-Benz L4500 is a rare and highly sought-after collector’s item, with a number of examples preserved in museums and private collections around the world.

A Mercedes-Benz L4500A during off-road tests in 1938 before mass production began. Source: mb143.ru

Model	L4500S	L4500A
Empty weight	5.250 tonnes	5.717 tonnes
Payload capacity	5,150 tonnes	4.685 tonnes

This was an uncommon capacity for the period and permitted the Mercedes-Benz truck to transport, for example, a Panzer I in its cargo bay. The towing capacity is not specified, but it was able to tow an 8.8 cm Flak anti-aircraft gun or a tank transporter trailer.

All three variants of the truck shared the same frame and bodywork but differed in the suspensions used. The Mercedes-Benz L4500S and L4500A were equipped with leaf spring suspension on both front and rear axles, while the Mercedes-Benz L4500R had, on the rear axles, Panzer II light tank suspension and tracks.

A Mercedes-Benz L4500R with Panzer II suspension and tracks. Source: worldwarphotos.info

Mercedes-Benz L4500R mit 3.7 cm Flak 37 on the Eastern Front. Source: materielsterrestres39-45.fr

During its service history, some modifications were made to the chassis to speed up production output and lower the overall cost of the vehicle.

In 1943, a new type of cab substituted the original civil cab. The new Einheitsfahrerhaus (English: Standard Cabins) was a box-shaped pressed-wood cab developed to fit on various German and Italian trucks and half-track chassis. Another modification, which appeared in late 1944, when production switched to Saurer, was a different and shorter bumper, simplified fenders, and lastly different headlights.

A late production Mercedes-Benz L4500 with Einheitsfahrerhaus cab, shorter bumper, simplified fenders, and different headlights. Source: twitter.com @MrPotat45319251

Mercedes-Benz L4500 heavy-duty truck production 1939 – 1945
Model	Number Produced
Mercedes-Benz L4500S	6,402
Mercedes-Benz L4500A	2,711
Mercedes-Benz L4500R	1,486
Total Produced	10,599

Of the 6,402 Mercedes-Benz L4500S produced, 2,021 were converted into firefighter trucks and 1,214 were equipped with gasifier engines. Of the 2,711 Mercedes-Benz L4500A, 308 were converted into off-road firefighting trucks. The total number of Mercedes-Benz L4500A trucks converted in SPAAGs is unknown.

Mercedes-Benz L4500 with gasifier. Source: worldwarphotos.info

The civilian variants were standard cargo trucks with wooden cargo bays. A bus version called O4500 was produced only in 1943-1944, and a firefighting truck, called LF25, was also built.

Engine and Suspension

The Mercedes-Benz L 4500 engine was the diesel 4-stroke, inline 6-cylinder Mercedes-Benz OM 67/4 water cooled, 7,274 cm3, delivering 112 hp at 2,250 rpm. This powerful engine was of the precombustion chamber injected type with Over Head Valves (OHV).

The diesel engine, mounted in front of the cab, was coupled with a single disc dry clutch and 5 gears and one reverse manual gearbox with reductors. The maximum speed was 66 km/h on-road.

The Mercedes-Benz OM 67/4 diesel engine was mounted on the Mercedes-Benz L4500. Source: panzerserra.blogspot.com

The fuel capacity was 140 liters in a single tank placed under the cab. The truck had a fuel consumption of 25 liters per hour on-road, which meant that the truck had an on-road range of about 500 km.

The vehicle was equipped with a ZF Typ 721 steering system that assisted the driver in turning the steering wheel and a peculiar brake system: a hydraulic system for the front drum brakes and a pneumatic system for the rear drum brakes (and the trailer brakes). Although all wheels were equipped with drum brakes, the parking brake blocked only the rear axle (and the trailer brakes). The vehicle was equipped with 10.5-20″ tires with twin wheels on the rear axle.

A Mercedes-Benz L4500A with railway conversion. Source: legendsoftrucking.de

The Mercedes-Benz L4500A had an off-road gear, which permitted the driver to switch on the front-wheel-drive. With this off-road gear, the performance of the truck was diminished, with a maximum speed decreased to 43 km/h, while the payload capacity was reduced to 4.085 tonnes.

Mercedes-Benz L4500A Specifications
Length	7. 86 m
Width	2.35 m
Height	3.34 m
Wheelbase	4.60 m
Ground Clearance	34 cm
Water Depth	80 cm
Turning Radius	19.3 m
Payload	4.685 tonnes
Payload With Off-road Gear	4.085 tonnes
Total Weight Permitted by Law	10.400 tonnes
Total Weight With Off-road Gear	9.800 tonnes

Armor

The Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A, due its crucial role and vulnerability on the frontline, was equipped with armored plates to protect part of the crew from light arms fire.

The great payload capacity of this massive German truck allowed the bolting of armored plates on the cab without overstressing the chassis. The Germans called the armored structure Behilf Panzerung (English: Auxiliary Armor).

The engine compartment was protected on the front by an armored plate-shaped V fixed on the bumper on the lower part, and by means of a long rod on the upper part.

Early production Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen für 3.7 cm Flak 36 showing off all the modifications. The iron rod of the engine compartment armored plate is visible over the bonnet. Source: http://panzerserra.blogspot.com/2023/04/mercedes-benz-l4500a-schwere.html

The armored cab was composed of armored plates revered on an internal structure and shared similar shapes to the armored cabs of other German vehicles, such as the 8.8 cm Flak 18 (Selbstfahrlafette) auf Schwere Zugkraftwagen 12t (Sd.Kfz.8) nicknamed “Bunkerflak”, the Sd.Kfz.7/2 anti-aircraft armored half-track, and the similar Büssing-NAG 4500A anti-aircraft armored truck.

A rare Schwere Geländegängiger Lastkraftwagen 4.5t Büssing-NAG 4500A als Flakwagen für 3.7 cm Flak 37. The engine bonnet clearly identifies it as a Büssing-NAG. Source: flickriver.com

On the front armored plate of the cab, there were two slits protected by the armored glass, while on the side hatches, there were two sliding slots. A fifth slit was placed on the rear of the armored cab to connect the crew inside the cab with the other soldiers on the platform. For self-defense, ventilation and observation, there were two hatches on the armored roof from which the commander and driver could check the area around or defend the vehicle with personal weapons. The commander had a split hatch with parts fixed on the sides, while the driver’s hatch, albeit of the same dimension, had a single part openable to the front.

The armored cab’s plate thickness is not specified in official documentation, but it probably ranged between 10 mm to 14.5 mm, similar to other German armored cabs. This thickness was barely enough to protect the occupants of the cab from light arms fire and artillery splinters. This level of protection did not even protect the vehicle from enemy air strikes, the most likely opponent to defend against.

The crew in the rear platform, apart from the protection given by the armored cab and gun shield (8 mm to 10 mm thick), was severely exposed.

During production, some parts were simplified in the hope of speeding up the assembly and to decrease costs. The slots protected by armored glass were substituted with bigger ones without armored glass and with armored ports. The side slots were replaced with sliding slots of bigger dimensions. The bench on the rear was removed and the cab was shortly elongated. Also, the radiator’s plate was replaced with a longer one.

An early-production armored cab (top) and a late-production armored car (bottom). The different dimensions of the doors and radiator cover are clearly noticeable. The slots were different too. Due to the short bumpers, the Notek night driving devices were fixed on the armored plate on the later models. The top image detail also clearly shows the differences between the commander’s and driver’s hatches. Sources: panzerserra.blogspot.com and flikr.com @Panzer DB

Modifications

Behind the armored cab, a new firing platform made of iron sheets was fixed on the truck chassis. The platform was equipped with foldable sides made with robust wire mesh. When in firing position, the sides were folded horizontally to permit a 360° traverse of the anti-aircraft gun and increase the floorspace for the gun’s operators. Right behind the armored cab was the padded bench for the gunner and loaders. In the middle of the platform was the main armament.

At the rear, a stowage box was placed, the top of which could open. It was used to transport ammunition for the anti-aircraft gun, toolboxes, and other parts. Over the rear stowage box was a backrest to allow it to be used as a bench for other crew members.

Early production Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen für 3.7 cm Flak 37 with 7 crew members. This image shows the vehicle in battery position with lowered sides and jacks. The trailer towed by the truck was a Sonderanhänger 57. Source: panzerserra.blogspot.com

In later vehicles, the stowage box on the rear was removed and replaced with a bench, while the front bench was removed too. This gave more space for the crew but reduced the possibility of transporting other equipment.

A total of four jacks were added, two for each side of the firing platform, and used to increase the stability of the vehicle while firing. These jacks were not introduced on the half-tracked SPAAGs because of the sturdier chassis and bigger contact area of the tracks, which gave more stability than wheels. During serial production, the four jacks were first simplified to save on raw materials and then reduced to one for each side. The new jack model was composed of a telescopic rod with a foot placed on the front of the firing platform. Sapper tools were placed on the platform’s foldable sides while, under the platform, on each side, was a 20-liter fuel can support.

The vehicles were equipped with Notek night lights placed near the front armored plate that protected the radiator.

A late production Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen für 2 cm Flakvierling 38. The jack was rudimentary compared to the previous model. Other differences from earlier models are the bigger slots of the armored cab and new simplified firing platform without rear stowage box. The truck is towing a Sonderanhänger 56 ammunition trailer. Dreux, France, 7th June 1944. Source: panzerserra.blogspot.com

There was a compartment in the rear stowage box of the platform for an unknown but limited number of round clips or magazines.

Crews regularly transported spare ammunition on one-axle standard military trailers. The most common ones were the Sonderanhänger 56 or Sd.Ah.56 (English: Special Trailer 56) for 2 cm Flak ammunition, the Sonderanhänger 57 or Sd.Ah.57 (English: Special Trailer 57) for 3.7 cm Flak automatic cannon rounds or the multiuse Sonderanhänger 51 Sd.Ah.51 that could be loaded both with 3.7 cm Flak 36/37 or 2 cm Flakvierling 38 ammunitions. The trailer also transported the gun’s spare optics, spare parts, and other tools.

Main Armament

2 cm Flakvierling 38

The 2 cm Flakvierling 38 was a common anti-aircraft gun of the Second World War. It was designed by Mauser-Werke to replace the older 2 cm Flak 30 and was introduced in May 1940. Its effective firing range was between 2 to 2.2 km, while the maximum horizontal range was 5,782 m. The maximum rate of fire was 1,680 to 1,920 rpm, but 700-800 rpm was a more appropriate operational rate of fire. The elevation was –10° to +100°.

The gun was placed on a triangular-shaped platform with three supporting legs. For transportation, this platform was connected to a two-wheel bogie. To hold the gun in place, three stabilizer connectors for the 2 cm Flakvierling 38 legs were added on top of the vehicle’s rear positioned platform.

A Mercedes-Benz L4500 mit 2 cm Flakvierling 38 on the North African front. Source: materielsterrestres39-45.fr

3.7 cm Flak 36 and 37

The 3.7 cm Flak 36 was intended to replace the inadequate 3.7 cm Flak 18. It could engage enemy air targets up to 4.8 km. The firing rate was 160 rounds per minute but 80 rpm was a more practical fire rate. The elevation was –8° to +85°. It was generally an effective design that had improved firepower over the weaker 2 cm rounds. Unfortunately for the Germans, they never produced enough of them. The Flak 37 version received some improvements, such as a better gun sight but, in general, these two were almost identical.

The 3.7 cm Flak 36/37 used a similar triangular-shaped platform, with three supporting legs, albeit somewhat larger. Early 3.7 cm Flak 18 used much complicated two two-wheel bogie. Later models would use only a single two-wheel bogie. The installation process of these two guns on the Mercedes-Benz’s rear-positioned platform would be the same as on the 2 cm gun.

The 3.7 cm Flak 36 offered much-improved firepower over its 2 cm weaker “cousin”. Source Wikipedia

On some trucks armed with 3.7 cm automatic cannons, other ammunition racks were placed under the firing platform, behind the rear axle. Each rack could be loaded with three iron crates for 2 8-round clips each, for a total of 96 rounds.

An early production Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen für 3.7 cm Flak 37 on the march on the Eastern Front. It had at least 6 crew members and an ammunition rack under the firing platform. Source: miro-antik2012 e-shop

5 cm Flak 41

The 5 cm Flak 41 was Krupp’s response to the request made by the German Army for an anti-aircraft gun to fill the gap between the 3.7 cm and 8.8 cm anti-aircraft guns. In 1935, Rheinmetall was tasked with developing such an anti-aircraft gun. A few years later, in 1939, Krupp was also contacted for the same purpose, but its design would be rejected. Rheinmetall 5 cm anti-aircraft gun was deemed a better design and it would be accepted for service in November 1940.

The gun was placed on a triangular-shaped platform, equipped with two side folding outriggers to provide better stability during firing. For transportation, this platform was connected to two two-wheel bogies, which were then moved either by a heavy-duty truck or a half-track.

This gun was gas operated and equipped with a vertical sliding breech. With a muzzle velocity of 840 m/s, it had a maximum firing range of up to 9 km, while the more practical range was 5.6 km. The horizontal firing range was 12.4 km. It had a full traverse of 360° with an elevation of –10° to +90°. The total weight of the gun was 3.1 tonnes.

It could fire a few different rounds. The standard high-explosive round had two different settings. It could be timed to explode after 5 to 8 seconds or longer, at 14 to 18 seconds, depending on the combat need. In addition, this round was also provided with a tracer that burned for up to 10 seconds. It could also fire an armor-piercing round (basically a modified 5 cm PaK 38 round) and a training round. The practical firing rate was 130 rounds.

While issued early in the war, these guns proved disappointing. They were unstable during firing, slow in tracing enemy aircraft, and due to their large size, difficult to conceal and move. After some 200 (precise numbers differ greatly between sources, from 80 to 200) guns were built, the production was canceled. Despite their limited production numbers, these guns saw combat in their original configuration but also in some self-propelled versions.

For transportation, the gun and its platform were connected to two two-wheel bogies, which was then moved either by a heavy-duty truck or a half-track. Source: Wiki

Despite the limited number built, some 20 5 cm Flak 41 saw service in France during the Allied advance in 1944. Source: J. Bernstein P-47 Vs. German Flak Defenses

From photographic evidence, it is possible to confirm that at least four 5 cm Flak 41 were installed on Schwere Geländegängiger Lastkraftwagen 4.5t chassis. At least one was mounted on a Schwere Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen, two were mounted on unarmored Mercedes-Benz L4500A chassis, and the fourth one was installed on an unarmored Schwere Geländegängiger Lastkraftwagen 4.5t Büssing-NAG 4500A als Flakwagen.

A 5 cm Flak 41 on an early production Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen. Source: http://panzerserra.blogspot.com/2023/04/mercedes-benz-l4500a-schwere.html

Close-up view of the 5 cm Flak 41 firing platform. Source: https://forum.warthunder.com/index.php?/topic/558769-db-l-4500-a-with-5-cm-flak-41-l67/

Crew

The driver was placed in the left side of the armored cab, while the commander sat on the right side. Behind the cab was a padded bench on which the gunner and one or two loaders sat. It was not unusual for crews to number up to 7 soldiers, with 4 loaders and ammunition carriers for the gun.

A late production Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen für 2 cm Flakvierling 38, location and date unknown. Its crew consisted of 5 soldiers. Source: flikr.com @Panzer DB

Only the commander and driver were protected from enemy light arms fire by the armored cab, while the rest of the crew sat outside without any protection, even against bad weather.

Unprotected Versions

During the production of SPAAGs on Mercedes-Benz trucks, there were small series built using unarmored vehicles.

The first one appeared to be produced in late 1942 according to the presence of some vehicles in North Africa, under the Deutsche Afrika Korp control.

This was a really rudimentary conversion probably produced in limited numbers, possibly for testing. This version was equipped with the original metal cab and without jacks. The precision of the main gun was badly influenced by the bad stability of the wheeled platform, so the crews tried to solve the problem using jacks to raise the chassis from the ground and sandbags stacked around the wheels when in battery position.

An unarmored Mercedes-Benz L4500A armed with Flakvierling 38 anti-aircraft quad automatic gun in North Africa. In the foreground, the jack is used to raise the chassis while the sandbags are visible on the sides. Source: tapatalk.com

This peculiar version also sported different ammunition racks and crew benches on the firing platform. The folding sides were made of iron sheets instead of serial production wire meshes.

Another version that appeared later in the war was an unarmored Mercedes-Benz L4500A with an open-topped cab, foldable windshield, and early production firing platform with 4 jacks and wire mesh foldable sides.

The proof of the existence of at least two unarmored Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen für 5 cm Flak 41. Source: tapatalk.com via e-shop

Photographic evidence confirms the production of at least 2 unarmored vehicles with open-topped cabs armed with the rare 5 cm Flak 41. The unarmed version of the Geländegängiger Lastkraftwagen 4.5t on Mercedes-Benz L4500A was produced in limited numbers, which perhaps stopped after these 2 prototypes. These vehicles seem to have remained in Germany to train recruits and defend the homeland.

Another image of an unarmored Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen für 5 cm Flak 41 in what seems like firing training. The early type firing platform is extended and a total of 7 soldiers are operating on it. Source: tapatalk.com via e-shop

This last unarmored version illustrates how desperate the German situation was at the end of the war. The unarmored Geländegängiger Lastkraftwagen 4.5t could only be operated in a relatively safe environment, safe from any ground attacks, artillery. Apart from the thin and small gun shield, the crew was completely exposed to artillery splinters and light arms fire. This unarmored solution, therefore, suggests that it was designed for training Flak recruits as a cheaper and lighter version of the SPAAG.

Unarmored Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen für 5 cm Flak 41 during training. It was equipped with mid-production jacks. Source: panzerserra.blogspot.com

Operational Use

Unfortunately, information about the combat use of these vehicles is quite difficult to find. They are often just barely mentioned in the sources. They surely saw combat use given the existence of many surviving photographs. Given the Luftwaffe’s inability to provide air defense and the general lack of half-track SPAAGs, these would be used to fill the gap.

A SPAAG captured by the Allies in France in June 1944. The vehicle appears to be in quite rough shape given the odd position of its armament. Source: 11 Panzerwrecks Normandy 2

Another 2 cm armed vehicle destroyed in Normandy in 1944. This particular one was based on the Büssing-NAG 4500A chassis, but externally, they differed only by the engine bonnet. Source: Panzewrecks Normandy 1

The same vehicle but from a different angle. Source: Panzewrecks Normandy 1

The crew of this vehicle added several tank kill markings, which is quite unusual. Source: http://panzerserra.blogspot.com/2023/04/mercedes-benz-l4500a-schwere.html

This vehicle was lost in Belgium. Note it appears that it was towing the 8.8 cm anti-aircraft gun behind it. Source: http://panzerserra.blogspot.com/2023/04/mercedes-benz-l4500a-schwere.html

Conclusion

These vehicles were part of a series of stopgap solutions that the German military developed during the war to counter Allied air superiority. This SPAAG based on a truck chassis was sort of a mix-bag. On one side, they provided increased mobility for the anti-aircraft guns. This helped to greatly increase the combat effectiveness of these units. The partial armor that protected only the most sensitive parts of the truck meant that the crew was exposed during combat. They also lacked proper mobility when driving off-road. It was ultimately a temporary solution to a growing problem that required more advanced and specialized anti-aircraft vehicles.

Early production Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen für 5 cm Flak 41. Illustration by Pavel Alexe.

Early production Schwere Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen für 3.7 cm Flak 37 near Toulon during Operation Achse, 19th September 1943. Illustration by Pavel Alexe.

Late production Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen für 2 cm Flakvierling 38, France, 1944. Illustration by Pavel Alexe.

Schwere Geländegängiger Lastkraftwagen 4.5t Mercedes-Benz L4500A als Flakwagen Specification
Crew	4-5 (driver, commander, gunner and 1 or 2 loaders)
Engine	Mercedes-Benz OM 67 diesel engine delivering 112 hp at 2,250 rpm, 140 liter fuel tank
Speed	66 km/h
Range	~ 500 km
Armament	3.7 cm Flak 37 or 5 cm Flak 41 or 2 cm Flakvierling 38
Armor	8 mm to 14.5 mm
Production	unknown

Sources

http://www.legends-of-trucking.de/
kfzderwehrmacht.de
Mercedes-Benz L4500S original brochure
P. Chamberlain and H. Doyle (1978) Encyclopedia of German Tanks of World War Two – Revised Edition, Arms and Armor press.
Walter J. Spielberger (1982). Gepard The History of German Anti-Aircraft tanks, Bernard & Graefe
Ian V. Hogg (1975) German Artillery of World War Two, Purnell Book Services Ltd.
11 Panzerwrecks Normandy 2
W. Muller Die Geschützte, Ortungs und Feuerleitgeräte Der schweren Flak, Dörfler Zeitgeschichte

WW2 German Improvised Vehicles

German Morris CS8 Armored Car

Post author By Arturo Giusti
Post date November 13, 2023
2 Comments on German Morris CS8 Armored Car

Improvised Armored Car based on the Morris CS8 in Germany Service. Illustrations by the illustrious Godzilla funded by our Patreon Campaign.

German Reich (1942-1945)
Improvised Armored Car – 1 Converted

During the Axis occupation of Yugoslavia during the Second World War, the ever-increasing resistance movements caused great destruction to the Axis infrastructure and manpower. The Germans were particularly hard-pressed as they could not provide proper forces and equipment. Instead, they often relied on captured weapons and units of mixed experience and quality. Regarding the armor used, these were also mostly captured vehicles that were for the most part obsolete. To further increase their number, some improvised vehicles were also used, including one based on a captured British Morris CS8 truck.

The German improvised armored car based on a Morris CS8 chassis. Source: B. B. Dimitrijević and D. Savić Oklopne jedinice na Jugoslovenskom ratištu 1941-1945

A Brief History of the Yugoslavian Occupation

After the unsuccessful invasion of Greece by Italian forces, Benito Mussolini was forced to ask for help from his German ally. Adolf Hitler agreed to provide assistance, fearing a possible Allied attack through the Balkans would reach Romania and its vital oil fields. On the path of the German advance towards Greece stood Yugoslavia, whose government initially agreed to join the Axis side. This agreement was short-lived, as the Yugoslavian government was overthrown by an anti-Axis pro-Allied military coup at the end of March 1941. Hitler immediately gave an order for the preparation for the invasion of Yugoslavia. The war that began on 6th April 1941 was a short one and ended with a Yugoslavian defeat and the division of its territory among the Axis powers.

Following the collapse of Yugoslavia, the occupying Axis forces did not expect any significant trouble to come from this part of Europe. Unfortunately for them, two resistance groups emerged very quickly, the Royalist Chetniks and the Communist Partisans. What followed was five years of heavy struggle, suffering, and destruction on all warring sides in Yugoslavia.

Early Field Modifications

To battle the ever-rising numbers of Partisans attacks, the Axis forces, particularly the Germans, had limited available resources in the early stages of the armed uprising. After the April War, the Germans captured at least 78-80 Yugoslav armored fighting vehicles. These were to be transported out of occupied Yugoslavia by the end of 1941. As a result of the uprising, most of these vehicles were instead distributed to German occupation units. However, even these were not enough, as most of them were the older and obsolete WW1-era Renault FT tanks. They lacked mobility and suffered from engine reliability issues due to their age.

In an attempt to increase mobility and add firepower to their units, the Germans could only add machine guns and other light armaments on any truck or car that they could get their hands on. These vehicles did not receive any kind of armored protection, and, in general, had limited combat potential.

Often, due to a lack of proper armored vehicles, ordinary trucks and cars would instead be armed with machine guns. Source: B. D. Dimitrijević and D. Savić, Oklopne Jedinice Na Jugoslovenskom Ratistu 1941-1945

The Italian Regio Esercito (English: Royal Army) found itself in an identical situation. Whilst the Italian occupation divisions were equipped with a number of Italian-built armored cars and tanks, almost all also had improvised armored personnel carriers used to patrol the most important roads to escort convoys. These improvisations were made mostly on Italian-built trucks, such as Bianchi Miles medium trucks, Isotta Fraschini D80 heavy-duty trucks, OM Taurus medium trucks, and even some French Renault ADRs captured during the French campaign.

A Renault ADR Blindato of the Regio Esercito deployed in the Balkans. Source: pinterest.com

Luckily for the Germans, during their Balkan campaign in April 1941, they managed to capture a variety of British equipment in Greece. This includes trucks, cars, and even some tanks. Some of these vehicles were put to use as anti-partisan vehicles in their original form. A few of them were reused for other projects, such as the modification of a Morris CS8’s 4×4 chassis with the addition of an armored compartment armed with one machine gun. Not much is known of this vehicle besides the fact that it was a German field modification, possibly made in 1942, and likely used by the 7th SS Volunteer Mountain Division ‘Prinz Eugen’.

Another captured British vehicle, the A.13 Cruiser, was operated by the Germans in late 1943 and early 1944 near Sisak. Besides that, nothing is known of its combat use. Source: B. D. Dimitrijević and D. Savić, Oklopne Jedinice Na Jugoslovenskom Ratistu 1941-1945

A Marmon Herrington Mk. II in German service in Yugoslavia. Source: D. Predoević, Oklopna vozila i oklopne postrojbe u drugom svjetskom ratu u Hrvatskoj

Identification of the Frame

The exact frame on which the armored superstructure of this improvised armored car is not known. From the images, it is easy to identify it as a British-built Morris CS8 light truck.

Unfortunately, on the frame of this vehicle, 3 more vehicles were produced: the Morris C8 Quad prime mover, the 4×4 Morris C8 GS light truck, and the Morris CS9 armored car. It is logical to exclude the CS9 armored car as the possible frame since it would have made no sense to build an armored structure for a vehicle that already had one.

The armored superstructure could be mounted on a Morris C8 Quad prime mover with a 4×4 traction. The Morris C8 GS (GS for General Service) can also be excluded, as it entered service only in 1943.

Morris CS8

The Morris CS8 was the standard light truck of the Commonwealth Armed Forces. It was developed after the request of the War Office in 1934 for a 750 kg payload capacity light lorry. The Morris Commercial Cars company started the development of this vehicle on the base of its civilian trucks of the C series, which had entered production in 1933. It was presented as the Morris CS8 (C for Commercial, S for Six-cylinder engine, and 8 for the wheelbase in feet). When the Second World War began, it was the standard platoon truck of the British Army and Commonwealth forces with total production, until 1941, of 21,319 CS8s.

Dozens of different variants were built, including a command post variant, radio center, water, and fuel tanker, and even an armored car. Some were also modified in the field to carry the French Hotchkiss 25 mm Mle. 1934, the Bofors 37 mm, or the 2-pounder gun in portée versions, and even the Italians, who captured many Morris trucks in North Africa, modified them as truck-mounted artillery, known as the Autocannone da 65/17 su Morris CS8.

The British Morris CS8 light truck. Source: Wiki

Design

Despite being a field modification, it appears to be a well-designed project. Due to a lack of information, how the vehicle was modified is unknown. Using the available photographs nonetheless, some educated guesses can be made.

Chassis and Engine

The chassis and the engine most likely remained unchanged. Given that it was a captured vehicle with limited spare parts, little could be done in regard to improving its overall performance. The Morris CS8 was powered by a 3,485 cm3 6-cylinder inline side valve petrol engine that delivered 60 hp at 2,800 rpm. The manual transmission had four forward and one reverse gear. Its empty weight was 1.94 tonnes, reaching 3 tonnes fully loaded.

Its maximum velocity on road was 64 km/h, and thanks to a 100-liter fuel tank, its maximum range was 400 km. On the German improvised armored car, the maximum speed and range most likely decreased due to added weight.

Armored Superstructure

On top of the original chassis, a new fully enclosed armored superstructure was placed. It appears to be something more than an improvised vehicle made crudely in a workshop and something more professionally put together.

The frontal armor plates are angled to provide additional protection. On the front engine plates, there was a large centrally positioned, and protected ventilation grille for the radiator. Next to it, on both sides, two round-shaped hatches for the vehicle’s lights were added. The driver had a rectangular-shaped vision port, which could be fully closed or opened depending on the need. Opposite, a small rectangular firing port for the main armament was placed. On either side of the vehicle’s armored superstructure, two large doors opening backward were added. This could give some problems to the crew if they needed to exit or enter the vehicle under enemy fire. The doors were equipped with vision slits.

As there is no photograph of this vehicle from the rear, it is unclear how its design was made. It is possible that a door was placed there too, or at the very least, a firing port for self-defense. A large rectangular-shaped hatch was placed on top of the vehicle. It provided the commander with the possibility to fully observe the surroundings, and, at the same time, permitted the crew to defend themselves from air attacks. The main armament, or, optionally, a second machine gun, could be placed on the roof and used to shoot down enemy planes or support the infantry in anti-partisan operations.
Some sapper tools were placed on the sides, a pickaxe on the right, and a jack mounted on the left door. The rest were probably stored in the rear.

A close-up view of the vehicle’s front. The armor plates that covered the engine were angled to provide additional protection. Note the two headlight hatches and the protected ventilation grille. Source: Digital Collection of Armin Freitag

Armor

The thickness of these armor plates is unknown, but in order to keep the vehicle driving performance at an acceptable level, it must have been quite light, possibly only a few millimeters thick. As the partisans generally lacked any kind of a dedicated anti-tank weapon during the early stages of the uprising, this would not have been a major issue, as its armor only needed to protect against small caliber bullets.

Another interesting detail is that it seems that the armored plates were all welded and not bolted together as many other Axis-improvised armored vehicles of the era. This provides further evidence that it was a well-designed and manufactured project.

The vehicle probably suffered from problems caused by the weight of the armored superstructure. Between 1936 and 1938, Morris produced the CS9, an armored car on the frame of the CS8. It had a meager 7 mm armored superstructure bolted to an internal superstructure for a fully loaded weight of 4.5 tonnes. It was deployed in France by the British Expeditionary Force (BEF) and in North Africa, where the crew complained about its underpowered engine. The German improvised armored car on a Morris chassis would have certainly been affected in a similar way.

Armament

The main armament of this vehicle appears to have consisted of only one machine gun. This machine gun was positioned on the right side of the vehicle and placed inside a small firing port. The precise machine gun used is difficult to know, but it was not of German origin. Like most weapons employed in Yugoslavia, it was presumably taken from a captured weapons stock. In this case, it appears to be the Czechoslovak 7.92 mm ZB vz. 26 or a Vz. 30 light machine gun, a highly popular and effective weapon. Before the April War, the Yugoslavian Army had in its inventory some 5,000 ZB vz. 26s and over 15,000 (possibly up to 17,000) Vz. 30Js (export version for Yugoslavia).

Both of these were excellent machine gun designs. These were gas-operated, had an easily removable barrel, and 20-round vertical magazines. The maximum firing rate was between 500 to 600 rounds per minute. The muzzle velocity of these two was 750 to 762 meters per second and weighed around 9.5 kg. Both of these guns achieved great export success being sold to countries like Afghanistan, Brazil, Bulgaria, China, Romania, Spain, Turkey, etc.

Czechoslovakian 7.92 mm ZB vz. 26 light machine gun in German service. Source: https://www.armedconflicts.com/ZB-vz-26-t8240

The slightly improved vz. 30 light machine gun which was used by Yugoslian Army before the war. Source: https://www.proxibid.com/Firearms-Military-Artifacts/Military-Artifacts/Czech-Military-WWII-ZB-Vz-30-Non-Firing-Display-Machine-Gun-no-FFL-needed-BRB/lotInformation/46636229

Additionally, the crew would carry their personal weapons, such as rifles, pistols and even hand grenades. An additional machine gun of the same or different model could have been mounted on the roof.

An image of the Morris CS8 improvised armored car. The main armament is clearly visible. The commander, standing over the roof hatch, was armed with a submachine gun that could be used for self-defense. Source: pinterest

Crew

The exact crew number and configuration is also unknown. Given the existing photographs, it would at least have been two crew members: a driver and a gun operator. It is also highly likely that a third crew member, a commander, would also have been included. It is difficult to know precisely, but it is also possible that the improvised Morris may have acted as a small armored personnel carrier, so additional soldiers may have been squeezed inside it. In fact, the original Morris CS8 was a light lorry with a payload capacity of 750 kg or enough space for 8 fully equipped soldiers. In this armored car version, it may have space for a pair, or more soldiers in the cramped rear.

Combat

Not much is known of this vehicle’s combat history. While it could have been built in the first year of Axis occupation, this seems unlikely, as at that time, the use of armor by units in Yugoslavia was rare. The armor available was mostly the Yugoslavian captured tanks or simple modifications that included adding armament on trucks or cars. From 1942 onwards, more complex such modified vehicles began to be seen more commonly (but still rare speaking in the wider context of the war in Yugoslavia) by nearly all sides.

The Morris improvised armored car itself likely belonged to the 7th SS Volunteer Mountain Division. This unit was officially formed in early 1942. It mainly consisted of ethnic Germans that lived in most of the northern part of Yugoslavia. This particular Division became quite notorious in fighting the Yugoslav resistance movements by conducting many crimes against the local civilians. Its equipment was supplied by the Germans and consisted of foreign captured weapons. The evidence to suggest this vehicle may have belonged to this unit, is the photographic evidence where it is seen supporting elements of the Prinz Eugen Division fighting the Partisans, possibly in the area of Zapadna Slavonija.

The Morris improvised armored car during fighting with Partisans forces, possibly in Zapadna Slavonija. Source: B. D. Dimitrijević and D. Savić, Oklopne Jedinice Na Jugoslovenskom Ratistu 1941-1945

The same anti-partisan operation, but from another angle, being supported by German infantry Source: NARA archives

This vehicle remained in use up to the end of the war. The victorious Partisans managed to capture it and other German armored vehicles that were left abandoned in Slovenia in May 1945. Its fate after this point is unknown, but it was likely scrapped as it had little combat value to the Partisans.

Conclusion

While appearing to be a well-made vehicle, sadly, very little is known about the German Morris improvised armored car. It was one of the many improvised vehicles of the Second World War that would have been forgotten were it not for some old photographs. Its overall performance and use is shrouded in mystery, but it did survive until the end of the war. This either indicated that its overall design was good enough to survive for that long, or that it was rarely used and mostly stored in reserve somewhere. In either case, due to a lack of information, no proper conclusion can be made.

Improvised Armored Car based on the Morris CS8 in German Service. Illustrations by Godzilla.

German Morris CS8 Armored Car Technical Specifications
Crew	3 (driver, gunner and commander)
Weight	∼4 tonnes
Dimensions	Length ∼4.3 m, Width ∼2.0 m, Height ∼2.2 m
Engine	3,485 cm3 6-cylinder inline sidevalve petrol engine that delivered 60 hp at 2,800 rpm
Speed	//
Range	//
Armament	7.92 mm ZB vz. 26 or 30 light machine gun
Armor	light

Sources

B. B. Dimitrijević and D. Savić (2011) Oklopne jedinice na Jugoslovenskom ratištu 1941-1945, Institut za savremenu istoriju, Beograd.
D. Predoević (2008) Oklopna vozila i oklopne postrojbe u drugom svjetskom ratu u Hrvatskoj, Digital Point Tiskara
N. Đokić and B. Nadoveza (2018) Nabavka Naoružanja Iz Inostranstva Za Potrebe Vojske I Mornarice Kraljevine SHS-Jugoslavije, Metafizika
F. Cappellano and P. P. Battistelli (2018) Italian Armored and Reconnaissance Cars 1911-1945, New Vanguard
https://www.ravnoplov.rs/somborski-i-okolni-nemci-u-ss-diviziji-princ-eugen/

Has Own Video WW2 Italian Tactics

Italian Medium Tank Crew Training During the Second World War

Post author By Arturo Giusti
Post date November 11, 2023
No Comments on Italian Medium Tank Crew Training During the Second World War

Kingdom of Italy/Italian Social Republic (1940-1945)

When speaking of Italian armor during the Second World War, it is important to analyze the training that Italian tank crew members received before being assigned to frontline units.

Although the Italian war industry was unable to keep up with the production capabilities of the Allied nations, it could have matched Nazi Germany in the experience gained by its crews due to the large number and variation of operations it was involved in. Unfortunately, training was completely ignored by the Italian Regio Esercito (English: Royal Army) High Command during the war, leading to catastrophic results.

Italian Training Before Second World War

Before joining the bloodiest war of the 20th Century, the Kingdom of Italy relied on a large and heterogeneous fleet of light and obsolete tanks for training.

In order to train crew members in driving light tanks, many Carri Veloci 33 and CV35 vehicles were employed together with older FIAT 3000s. In order to train medium tank crew members, the only Schneider CA at the Departmental Headquarters for the Tank School in Bologna was available. The vehicle remained in service as a training vehicle until 1936, two decades after it was first introduced.

The French Schneider CA WWI era tank at the Bologna Training School in 1937. Source: Nicola Pignato

Surprisingly, the High Command of the Italian Regio Esercito (English: Royal Army) did not consider the lack of training a notable issue, instead blaming the defeats suffered during the Spanish Civil War on the obsolescence of the vehicles used. A prime example of this is the absence of any change in the training of the Regio Esercito infantry or tank drivers during and after the Spanish Civil War.

The Regio Esercito focused on developing new fighting vehicles to deal with more modern threats, such as the Soviet armored fighting vehicles encountered in Spain.

Despite the development of new vehicles, such as the Autoblinda AB40 and the M11/39 tank, the Regio Esercito remained anchored on the concept of mountain trench warfare that had seen it victorious in the Great War, but in which armored fighting vehicles were not considered a priority.

One of the most serious problems that would be faced by the Italian Regio Esercito (English: Royal Army) during the Second World War was not the enemy, but the effectiveness of its armored vehicles. On many occasions in North Africa, entire Italian armored units failed to adequately confront similarly sized Commonwealth units because of the Italian crews’ poor training.

The Italian 3 tonnes Carri Armati L3 light tanks had been delivered to cavalry schools to replace horses with tracks. Medium tanks, on the other hand, were delivered to tank schools where prospective crews had already completed infantry courses and then received tank crew members training. In fact, in Italy, the tank units were called fanteria carrista (English: tank crew infantry), meaning that they were infantry and tank crew members at the same time.

Miscellaneous Training during World War II

Training on armored cars and light tanks is barely reported in the relevant sources. The armored car training courses were held, for the duration of the war, at the Scuola Militare di Cavalleria (English: Military School of Cavalry) in Pinerolo, Piemonte.

The old Scuola Militare di Cavalleria, now the Museo Storico dell’Arma di Cavalleria, Italian Cavalry Museum. Source: tripadvisor.com

Armored car crew members were recruited from soldiers that had already been trained as cavalrymen or from the Italian assault light infantry, also known as Bersaglieri.

The only difference between the two types of recruits was their nomenclatures: Bersaglieri units were composed of coppia (English: couples) consisting of 2 armored cars, plotone (English: platoons) composed of 2 couples, compagnie (English: companies) composed of one command platoon (one command car) and four platoons, for a total of 17 armored cars. Battaglioni (English: battalions) consistedof one command company and two to four companies, for a total of 35 or 69 armored cars. The cavalry units used squadrone (English: squadrons) instead of compagnie and gruppi (English: groups) instead of battaglione in the nomenclature.

The cavalry crew of an Autoblinda AB41 with desert tires in the Pinerolo countryside. Source: facebook.com @Curzio Cobetti

Interestingly enough, some armored car training units were deployed on Italian coastal patrols after completing basic driving training in Piemonte.

The war diary of the VIII Battaglione Bersaglieri Blindato Autonomo (English: 8th Armored Bersaglieri Autonomous Battalion) shows that the crew training lasted from mid-August 1941 (the unit was established on 10th August) and ended in October 1941. Some of the companies of the battalion were shortly after sent to North Africa, with less than 3 months of training.

Bersaglieri crew members of an Autoblinda AB41. Despite the desert environment, Italian crew members usually wore heavy leather coats to protect themselves from shock and flammable liquids inside the vehicle. Source: Archivio Centrale dello Stato

On 14th December 1941, the Ispettorato delle Truppe Motorizzate e Corazzate (English: Inspectorate of Motorized and Armored Troops) issued the rules for the training of the first three squadrons of Carri Armati L6/40.

Carro Armato L6/40 number 13 crossing a river during training. Due to the lack of spare 20 mm automatic cannons and small amounts of ammunition, crew members usually trained without main guns. Pinerolo countryside. Source: italie1935-45.com

Training lasted a few days and consisted of firing exercises up to 700 m. Also included were driving over varied terrain and practical and theoretical instruction for the unit personnel assigned to drive heavy trucks. Each Carro Armato L6/40 had at its disposal, during training: 42 rounds for the 20 mm main armament, 250 rounds for the coaxial 8 mm machine gun, 8 tonnes of gasoline. For the logistic truck drivers, there was 1 tonne of diesel fuel for training.

A concentration of Carri Armati L6/40 in a depot near Bologna during crew training in 1941. Source: italie1935-45.com

The Italian training on armored vehicles was very poor. Because of the lack of availability of equipment, Italian tank crews had few opportunities to train to shoot in addition to substandard mechanical training.

Medium Tank Training during World War II

Italian medium tank crew members were recruited from soldiers who had first completed their training as infantry. They were then selected by commanders from those with a minimum knowledge of engines or those who had a driver’s license. An elementary school diploma was compulsory for all participants in the tank crew course.

Carri Armati M13/40 commanders. The man on the right with his arms folded is a second lieutenant. All of them are wearing different overalls of different military origin, but are all armed with Beretta Modello 1934 pistols in leather holsters. Behind them is a Carro Armato L3/35 Lanciafiamme. All the crew members are wearing the standard cork-bodied leather-covered Modello 1932 tanker helmet with protective glasses. Source: Italian Soldiers in North Africa

In many cases, the officers and NCOs were replacements and had barely finished the officer academy, being sent to war before they had a chance to even finish their courses.

Production of the Carro Armato M13/40 (English: M13/40 Tank) started in January 1940 and the first training courses were started for 12 officers, 12 non-commissioned officers (NCOs), and 30 soldiers at the Corso Carrista (English: Tank Crew Course) in the Centro Addestramento Carristi (English: Tank Crew Training Center) of Bracciano near Rome, under the guidance of Colonel Scalabrino.

A Carro Armato M14/41 scale model produced by Ansaldo, used to train new crew members. Photo taken in March 1942. Source: fondazioneansaldo.it

The crew members first trained on a Carro Armato M11/39, 5 Carri Armati L3/35 light tanks and, surprisingly, also on the Carro Armato M13/40 prototype.

Each soldier was trained to perform multiple tasks, not just one. For example, almost all crew members were taught how to use radios, which were nonetheless almost absent in the first produced Carri Armati M13/40.

Unfortunately, there were few practical lessons. Each tank commander fired only 5 rounds with the 47 mm gun and a magazine of machine gun ammunition, while drivers and machine gunners/radio operators fired 3 47 mm rounds and a magazine with the Breda. The loaders probably followed a mechanical course to be able to maintain and repair the tank.

Unfortunately, due to the demands of war, the Carri Armati M13/40 training course was interrupted on 4th February 1940, by which time the 54 crew members had not yet fully completed their training on the new medium tanks.

Some courses also started at Ansaldo-Fossati of Genoa on 15th July 1940. The first of these lasted only 19 days, weekends included. The crew members trained on a single Carro Armato M13/40 and on the new vehicles that were tested after production on the Ansaldo testing ground. The first 15 Carri Armati M13/40 produced by Ansaldo were delivered to the Bracciano Tank Training School in mid-July 1940 to train the new crews.

However, only on 29th August did the courses restart at the Bracciano training school. The number of students greatly increased to about a battalion, but with very limited numbers of vehicles available for training: one Carro Armato M11/39, 5 Carri Armati L3/35, and 8 Carri Armati M13/40. Nothing is known about the other 7 Carri Armati M13/40 delivered a few weeks earlier.

A total of 14 crew members were trained as general mechanics and engine mechanics during a 10-day course at the Centri Addestramento Carristi (English: Tank Crew Training Centers). Of these 14 soldiers, 7 carried out the course at Ansaldo-Fossati of Genoa, while the other 7 carried out the course at Società Piemontese Automobili plant in Corso Ferrucci, in Turin.

Carri Armati M13/40 and a Carro Armato L3 light tank crews lined up near their vehicles. These belong to the 31° Reggimento Fanteria Carrista of the 131ª Divisione Corazzata ‘Centauro’. This photo was taken when the unit arrived in Greece, in late 1940.
The crew members are wearing green gray uniforms under black leather jackets and Modello 1932 helmets. The two officers on the left, near the light tank’s tracks, are a Captain and a Lieutenant. Source: Archivio Storico dello Stato

On 27th October 1940, General Mario Roatta complained in the Foglio N.9,722 (English: Paper Number 9,722) about the scarcity of trained personnel at the tank crew infantry regiments. Out of 3,905 soldiers, only 1,166 were specialists.

The Italian Army High Command was convinced that, in 3 months, the tank school could adequately train a driver or a tank commander, while, in the other Axis and Allied countries, the tank training courses were longer.

Another serious problem was the lack of instructors. The few officers and NCOs that were trained to operate the medium tanks were all deployed to North Africa and, to a lesser extent, also to the Balkans. In some cases, the drivers trained with the tanks, but they did not fully know the machinery at their disposal.

The theoretical courses were full of superfluous details and failed to teach the crews important tactical considerations, such as which terrain was best for an ambush or how to overcome obstacles.

These serious learning gaps were signaled by Ansaldo and FIAT, first to Gen. Caracciolo of the Ispettorato Superiore Servizi Tecnici ed alla Direzione Generale della Motorizzazione (English: Superior Inspectorate of Technical Services) and then to General Augusto de Pignier of the Ispettorato delle Truppe Motorizzate e Corazzate (English: Motorized and Armored Troops Inspectorate). The two inspectors slightly modified the training.

With the start of 1941 and the need to form new tank units, the courses intensified. In January and February, the fourth and fifth courses took place, while on 5th February, the first course for NCOs arriving from infantry and cavalry units began. They trained on the Carro Armato M13/40, but also on Carri Armati L6/40 light reconnaissance tanks and Autoblinde AB41 medium armored cars.

On 6th April, a course for Carri Armati M13/40 officers began and, on 1st March 1941, the fourth Carri Armati M13/40 course for an entire tank battalion began. On 13th April, a course on Carri Armati M13/40 for self-propelled gun crews began, as the Carro Armato M13/40 and Semovente M40 da 75/18 shared the same chassis and similar internal layout. The Ispettorato delle Truppe Motorizzate e Corazzate also had a first advanced course for Carri Armati M13/40 tanks for tank officers lasting 25 days, which began on 1st December 1941.

The crews were trained to shoot only while the tank was stationary, so it was common during the North African Campaign for the crews to stop for a few seconds, permitting the gunner to aim and shoot while advancing against British positions or fighting against British tanks.

On 29th December 1941, the Italian High Command created the rules for the training of the battaglioni esploranti corazzati (English: armored reconnaissance battalions), which were equipped with Autoblinde AB41 armored cars and Semoventi M40 da 75/18.

On 12th March 1942, Centri di Istruzione (English: Instruction Centers) for tank crews were established in North Africa. These centers were created with the goal of facilitating the acclimatization of crews to the hot and arid North African environment.

The same 31° Reggimento Fanteria Carrista crew members in Greece in the same period and same uniforms. Source: facebook.com

The

Mixed training sessions were also organized. In 1941, one was held south of Bologna from 10th to 12th June by the IX Battaglione Carri M13/40 with 5 light tanks, 41 Carri Armati M13/40, and a Renault R35 light tank. During that training, all the Carri Armati M13/40 suffered mechanical failures, while the use of radios by the crews was judged to be good.

General Roatta, who had become Chief of Staff of the Regio Esercito on 24th March 1941, sent the results of the training to the Ispettorato Superiore Servizi Tecnici ed alla Direzione Generale della Motorizzazione on 15th June 1941, highlighting the problems of the Carri Armati M13/40.

He suggested increasing the training courses to 12 days, permitting the crews to train for 2 days in the Brughiera di Sequals near Udine, which had a similar terrain to the Marmarica region in Libya, and to carry out experiments on similar terrain with a Carro Armato M13/40 with a powerful engine and to compare the results with results of the Somua S35 and Skoda T22 tanks. In the same letter, he required a 15 day training course for units equipped with Renault and Somua tanks directly in Libya.

Tank crew members during training in Sardinia. All are wearing black leather jackets over Modello 1926 suits and Modello 1932 helmets. All the soldiers (apart from the officer on the right) are equipped with bandoliers and holsters for Beretta Modello 1934 pistols. Source: ferreamole.it

In general, the units equipped with semoventi were better trained. Light tanks were crewed by cavalrymen and medium tanks by infantrymen, while the semoventi were employed by artillery units.

These vehicles, based on the same Carro Armato M13/40 (and then Carro Armato M14/41) chassis, broke down significantly less often. This was not because of a change in weight, as semoventi weighed roughly as much as medium tanks and were equipped with the same engines. The reason seems to have been that the drivers and crew members had been previously trained to repair military heavy trucks or prime movers to tow their artillery pieces.

As can be seen, the training on Italian armored vehicles was scarce and suboptimal. Due to the limited availability of vehicles, the Italian tank crew members had few opportunities to conduct live fire training, which led to lower rates of fire and poorer precision in combat. Mechanical training was likewise scarce, increasing the time needed for repairs of the tanks and lowering availability.

Some crew members take cover from sunlight behind a Carro Armato M13/40 during a break. Source: Bundesarchiv

In order to train the soldiers to operate and repair the tanks, from the start of the war, on 10th June 1940, up to 1st July 1942, FIAT deployed a total of 120 workers and technicians. The project, completely financed by FIAT, provided FIAT workers to training schools on the Italian mainland and on the battlefront. Of these 120 workers, one died during fighting against Allied troops, another died due to other causes, and 19 were taken prisoner.

In the book Carro M, Volume I, a document from Engineer Lieutenant Picciafuoco is mentioned, which states that in the training school of Bologna, some tank commanders and officers were instructed in the use of radios.

One tank was called a stazione (English: station), multiple tanks were called a maglia (English: network), and many maglie with a command stazione were called nodo (English: knot, node).

The communications were never meant to be stated in the clear, in usual language. The voice mode on the radio was only used between the tank commander and radio operator. The radio operator repeated orders received in Morse code to the commander or repeated unclear messages.

Crews were urged to use voice mode only with short messages and, if possible, in dialect. There are 20 regions in Italy, each with different dialects that, in some cases, vary significantly even within the same region. This was a great method of disguising communications because, even if enemy troops could listen to Italian communications, it was improbable that any one enemy soldier could understand all the different Italian dialects. On the other hand, this difficulty also applied to the Italians themselves.

Each company of a battalion was usually nicknamed using an Italian city in radio messages, such as: Bologna, Ferrara, Genoa, or Turin. Each platoon was given a number along with the company’s city name: Primo (English: First), Secondo (English: Second), Terzo (English: Third), or Quarto (English: Forth). So the first platoon of the company would have been Bologna Primo. Each platoon commander was distinguished with numbers from 1 to 9, while each tank distinguished itself with two-digit numbers, the first one being the number of its platoon and the second was the number of the tank in the platoon (from 2 to 5). It could be, for example: Torino Secondo 5 or Torino 2-5 meaning that it was the 5th tank of the second platoon of the 2nd Company. In some other cases, the names of platoon commanders were used instead of the numbers primo, secondo, etc.

Italian tank commander posing for a propaganda image on top of his Carro Armato M in North Africa. Source: pinterest.com

Crew members sometimes used the voice mode to send messages on the frontline. Commonwealth tanks were called Elefanti (English: Elephants), armored cars Gazelle, and armored trucks, reconnaissance vehicles, and jeeps were called Volpi (English: Foxes). Colonels were referred to as il papà (English: the father) and generals il padrone (English: the boss).

Crews were instructed to destroy their radio equipment to avoid the enemy capturing them and using them to intercept Italian radio communications.

Post-Armistice Training

Due to the desperate situation after the Italian Armistice of 8th September 1943, the problem of trained crew members became even more serious.

After the Armistice, many military leaders, ignoring the disbanding of the Regio Esercito, remained loyal to Fascism and to Dictator Benito Mussolini.

Soldiers regrouped, in some cases in their dozens, in some other cases, even entire battalions, under their command and operated quite independently from the Italian High Command. There was also a confusing difference between training units, and different examples of well documented training courses that Italian soldiers received after the Armistice are illustrative.

In this desperate situation, Italian Defense Minister Marshal Rodolfo Graziani met Adolf Hitler on 13th October 1943 in Germany to speak about reorganization of the Italian army with divisions trained in Germany by German instructors and partially equipped with German equipment.

A Carro Armato M15/42 of the Gruppo Corazzato ‘Leoncello’ during crew training. Source: pinterest.com

In other meetings between Italian and German commands, 8 infantry divisions and a single armored division were programmed to form up in Germany with Italian personnel.

At the same time, in October 1943, the German Panzer-Ausbildungs-Abteilung Süd (English: Tank Training Unit South) was created to train German soldiers to operate on Italian captured vehicles. The training unit was located in Montorio Veronese, near Verona.

In November 1943 a total of 120 Italian officers, NCOs and crew members were gathered in Montorio Veronese and went to create the 1a Compagnia Addestramento Italiana (English: 1st Italian Training Company) with German trainers.

The 120 Italian soldiers were former Italian veterans or fresh young volunteers. It was commanded by Lieutenant Alberto Santurro and was divided into 10 to 15 men squads under a German instructor’s command.

In the book Come il Diamante! I Carristi Italiani 1943-35 written by Sergio Corbatti and Marco Nava, an Italian veteran’s recounting of training is given. Each Italian volunteer was trained in practical courses of tank driving, operating radio apparatus, maintaining and lubricating guns and repairing engines and electrical systems on the tanks.

The Germans meant to train each crew member in as many tasks as possible to prepare them for any threats and be capable of substituting a wounded comrade. The theoretical courses were harder due to the language differences. In these cases some German soldiers from Sudtirol were helpful. This is the northernmost region of Italy which is still, to this day, majoritarily German in ethnicity.

Beautiful image of two Gruppo Corazzato ‘Leonessa’ crew members discussing with the rest of the crew inside this Autoblinda AB41. Source: Archivio Centrale dello Stato

Everyday life started at 6 am, with an hour a day dedicated to the vehicle’s refueling and engine starting. The Italian veteran explained that starting the Italian tracked vehicle engines by means of the electrical starter was forbidden by the German instructors due to frequent failures which necessitated consequent electrical system repairs. The crew had to start their tanks manually with cranks.

Driving and shooting lessons were made north-east of the Panzer-Ausbildungs-Abteilung Süd base, at the Montorio castle area. The fields around the castle were used to train the crews to cooperate during the fights and shoot at concrete targets located at various distances.

The Montorio Veronese castle and surrounding area nowadays. Source: verona-in.it

After months of trainings, in June 1944, the 1a Compagnia Addestramento Italiana was disbanded. The 120 Italian soldiers that had trained for over 6 months were reassigned back to the original units from which they came over or to other Italian units. With the skills they earned in the training, the majority of the soldiers were assigned to frontline and rear line units. Sadly, some were assigned to units that did not have any armored vehicles, making their training useless.

The Italian veteran reported that he (together with 3 comrades of the company) were assigned to the 29. Waffen-Grenadier-Division der SS (italienische Nr. 1) (English: 29th SS Mechanized Division (Italian No. 1)) that was not equipped with armored vehicles. They later asked to be assigned to the Gruppo Corazzato ‘Leonessa’ (English: Armored Group).

The soldiers of the Gruppo Corazzato ‘Leonessa’ had trained in Montichiari near Brescia. A few officers and soldiers of the disbanded 1a Divisione Corazzata Legionaria ‘M’ (English: 1st Legionnaire Armored Division) had refused to obey the Armistice, recovered as many vehicles as they could in Rome (were they were previously located) and reached Montichiari on 29th September 1943.

The unit only had a few armored vehicles so, until December 1943, the soldiers did not train but departed throughout northern Italy to find armored vehicles. During this time, freshly enlisted volunteers joined the unit and awaited training. Among the crew members who joined the unit in that period were 5 officers that were part of the 132ª Divisione Corazzata ‘Ariete’ (English: 132nd Armored Division) before the Armistice. Two of them had already been decorated with medals for bravery.

A crew member of the Gruppo Corazzato ‘Leonessa’ poses near his Carro Armato M13/40. Source: …Come il Diamante

Between early December 1943 and February 1944, the unit trained in the hilly area near Montichiari, even if its training regimen is not detailed in the sources. In March 1944, the unit reached Turin.

In December 1944, the Gruppo Corazzato ‘Leonessa’, which in the meantime had become the biggest armored unit of the Fascist Italian forces after the Armistice, established a supply and workshop unit in Milan.

The unit, known as the Distaccamento di Milano (English: Milan Detachment) was moved from Turin and received the tasks of resupplying Italian troops in the Piacenza area and sending spare parts to Turin to repair some damaged tanks. Another important task of the unit was to train the young militiamen in the training company. The training unit was located in the former barracks of a cavalry regiment, with some nearby fields for exercises.

The commander of the Distaccamento di Milano received the task of creating an armored battalion for the Gruppo Corazzato ‘Leonessa’ under dependencies of Milan command. The training company in Milan then received the order of training the new companies.

The training company created a workshop and a driving class in two enormous depots of the barracks. The training courses were divided into engine maintenance, driving courses, shooting courses and radio operator courses. Each recruit received driving lessons on armored cars and tanks and, at the end of the training, they received their tank driving license.

The armored car driving lessons were undertaken in the deserted streets of Milan, after curfew. This allowed the drivers to improve their skills in urban terrain.

The tank driving lessons were given in the fields near the barracks. From veteran testimonies, during the war, these fields were erroneously bombarded by the Allies. Italian training officers then created an off-road route along the bomb craters in order to train the drivers.

A Carro Armato M13/40 of the Raggruppamento Anti Partigiani (RAP) being transported on a trailer back to Turin after an anti-partisan operation in the Turin countryside. The man in the photo is a ‘Leonessa’ officer that was reassigned to the RAP to train the crew members. Source: I Mezzi Corazzati Italiani della Guerra Civile 1943-1945

The instructors were former combat-experienced Regio Esercito crew members. They had at their disposal a pair of L3 light tanks, 2 medium tanks, and a Semovente L40 da 47/32 self-propelled gun. Unfortunately, the exact number of Italian crew members that finished the tank courses in Milan is unknown.

After their training, the soldiers were not deployed to form new armored companies as planned. They were instead assigned to various Gruppo Corazzato ‘Leonessa’ garrisons around northern Italy.

Conclusion

During the Second World War, the Italian armored vehicle crews received poor training that usually led, together with the vulnerability of the Italian vehicles, to the total defeat of numerous Italian units in all theaters of war.

From 10th June 1940, the day when Italy joined the war, to 2nd May 1945, the training of Italian crews lacked resources, time, vehicles, men, and instructors.

With the continuation of the war, ammunition, fuel, spare parts, and even armament were rarely delivered to training schools, which were forced to buy equipment from private individuals and use obsolete tanks instead of modern vehicles.

As repeatedly seen in the century-long history of the tank, one need not necessarily have the best vehicle on the battlefield, well-trained crews are sufficient in some cases. The Regio Esercito, unfortunately, had neither effective tanks nor trained crews.

Sources

La Meccanizzazione dell’Esercito Italiano fino al 1943 Volume I Parte I – Lucio Ceva and Andrea Curami – Stato Maggiore dell’Esercito, Ufficio Storico, 1994

La Meccanizzazione dell’Esercito Italiano fino al 1943 Volume I Parte II – Lucio Ceva and Andrea Curami – Stato Maggiore dell’Esercito, Ufficio Storico, 1994

Gli Autoveicoli da Combattimento dell’Esercito Italiano Volume II Tomo I – Nicola Pignato and Filippo Cappellano – Stato Maggiore dell’Esercito, Ufficio Storico, 2002

Gli Autoveicoli da Combattimento dell’Esercito Italiano Volume III Tomo I – Nicola Pignato and Filippo Cappellano – Stato Maggiore dell’Esercito, Ufficio Storico, 2002

Italian Soldiers in North Africa 1941-1943 – Piero Crociani and Pier Paolo Battistelli – Bloomsbury Publishing, 2013

Carro M – Carri Medi M11/39, M13/40, M14/41, M15/42, Semoventi ed Altri Derivati Volume Primo and Secondo – Antonio Tallillo, Andrea Tallillo and Daniele Guglielmi – Gruppo Modellistico Trentino di Studio e Ricerca Storica, 2012

Andrea Viotti Uniformi e Distintivi dell’Esercito Italiano nella Seconda Guerra Mondiale 1940-1945 Roma 1988

Andrea Viotti Uniformi e Distintivi dell’Esercito Italiano fra le Due Guerre 1918-1935 Roma 2009

Andrea Viotti e Stefano Ales Le Uniformi e i Distintivi del Corpo Truppe Volontarie in Spagna 1936-1939 Roma 2004

Ruggero Belogi Regio Esercito Italiano. Uniformi 1919-1933 Pubblicazione dell’autore 1989

Sergio Coccia e Nicola Pignato Le Uniformi Metropolitane del Regio Esercito dalla Riforma Baistrocchi all’Inizio della Seconda Guerra Mondiale 1933-1940 Roma 2005

Uniformi e Armi magazine, number 163, Parma 2009 – Roberto Manno, Rudy A. D’Angelo e Marco Ghedini article title: Segni di distinzione. Medaglie e distintivi della seconda guerra mondiale – Page 132

Nicola Pignato e Filippo Cappellano Le Armi della Fanteria Italiana (1919-1945) Parma 2008

Ministero Forze Armate Istruzione provvisoria sull’uniforme dell’Esercito Nazionale Repubblicano(1944 – XXII)

Paolo Crippa Storia dei Reparti Corazzati della Repubblica Sociale Italiana 1943-1945 Marvia 2022

https://www.zimmerit.com/zimmeritpedia/italia_rsi/ITALIA_RSI_UNIFORMI.html

Cold War Italian Trucks WW2 Italian Trucks WW2 RSI Trucks

Autocarro FIAT 666N

Autocarro FIAT 666NM for the Regia Aeronautica. Illustrations by the illustrious Godzilla funded by our Patreon Campaign.

Kingdom of Italy/Italian Social Republic/Italian Republic (1939-1948)
Heavy Duty Truck – 8,000 Built

The Autocarro FIAT 666N (English: FIAT 666N Truck) heavy duty truck was the first Italian heavy cab-over-engine truck produced by Fabbrica Italiana Automobili di Torino or FIAT (English: Italian Automobiles Factory of Turin), from 1939 until 1948.

It was produced both in a civilian versions for the Italian and European markets and in a military versions for the Italian Regio Esercito (English: Royal Army), Italian Regia Aeronautica (English: Royal Air Force) and Italian Regia Marina (English: Royal Navy).

After the Italian Armistice of 8th September 1943, it was also deployed by the Germans and by the Repubblica Sociale Italiana (English: Italian Social Republic).

After the war ended, it remained in production for another 3 years in a civilian version that also saw a small export to other European countries.

Autocarro FIAT 666N with a trailer. Source: italie1935-45.com

History of the Project

After the Great War, in the 1920s, the Italian industry grew with the development of robust and capable petrol trucks that were substituted in the mid-1930s with diesel engines, in a similar way Germany had done in 1932.

The major truck producers in the Kingdom of Italy were FIAT Veicoli Industriali (English: FIAT Industrial Vehicles), the FIAT branch that produced trucks; Lancia Veicoli Industriali of Turin; ALFA Romeo of Milan; and Isotta Fraschini of Milan.

There were also other producers, such as Fabbrica Automobili e Velocipedi Edoardo Bianchi (English: Edoardo Bianchi Automobile and Bicycle Factory) and Officine Meccaniche or OM (Mechanical Workshops) that produced light and medium and heavy trucks.

Except for the FIAT, all the other ones had bought diesel engines from German producers such as Junkers, MAN and Mercedes-Benz. Some other Italian vehicles were simply copies of German trucks such as the ALFA Romeo 500 that was developed from a Büssing-NAG medium truck with a new Deutz diesel engine or the OM 3 BOD produced under Saurer license.

All the vehicles produced by these companies were powered by petrol or diesel engines, had different payloads and weights, and in some cases, even between trucks produced by the same company, their characteristics were not similar.

FIAT 666N wallpaper. Source: FIAT archives

In July 1937, the Italian government created a law on truck production. The law was passed for 3 main reasons:

Firstly, Italy was a rapidly growing nation with numerous companies producing dozens of different models of trucks. Standardization would lead companies to produce vehicles very similar to each other and with common parts, increasing production capacity.
Secondly, there was also the problem of embargoes placed on the Kingdom of Italy and the policy of autarky (the aspiration of Italian Fascist leaders to be economically independent from foreign countries). Unified truck standards, as part of this policy, were one part of the process, and they would help to avoid wasting resources.An example of this standardization process can be seen in the size of wheel rims. After 1935, due the embargoes placed after the invasion of Ethiopia, Italy had little rubber with which to produce tires. If all the trucks had the same rim diameters and sizes, companies that produced tires could produce one-size tires adaptable to all heavy trucks.
Thirdly, and probably the most important reason, was the unification of civilian and military truck standards, which meant that, in case of war, civilian trucks could be requisitioned for military purposes.

Autocarri Unificati Laws
Truck Types	Medium	Heavy
Maximum Weight (tonnes)	6.5	12
of which payload	3	6
Engine Type	Diesel ¹	Diesel
Maximum Speed (km/h)	60	45
Maximum Turning Radius (m)	7	7
Length (m)	2.35	2.35
Ground Clearance (cm)	20	20
Driving System	4×2	4×2
Note	¹ In some cases were accepted also patrol engines for medium trucks

With Regio Decreto (English: Royal Decree) N° 1809 of 14th July 1937, the so-called Autocarri Unificati (English: Unified Trucks) were born. For heavy trucks, the maximum weight should not exceed 12,000 kg, of which at least 6,000 kg had to be of payload, with a diesel engine with a minimum road speed of 45 km/h. The ALFA Romeo 800 and FIAT 666N were the first heavy trucks designed under the Regio Decreto N° 1809 rules.

The peculiar ALFA Romeo 800 RE, another heavy truck developed under Autocarri Unificati laws. Source: italie1935-45.com

Many Italian truckers were reluctant in purchasing the Autocarri Unificati, this was because in case of war these trucks would be requisitioned first. Despite their better features, Italian truckers preferred to continue buying older or less efficient vehicles that theoretically would not be requisitioned in case of war.

History of the Prototype

FIAT Veicoli Industriali started the development of a new heavy truck and of a new medium truck after the adoption of the decree on autocarri unificati.

FIAT’s plan was to substitute their earlier FIAT 632N, FIAT 633N, FIAT 634N, and FIAT 635N diesel heavy trucks.

FIAT 634N2 showing off its elegant style. Source: FIAT archives

The new heavy truck would become the FIAT 666N (‘N’ for Nafta – Diesel), while the medium one would become the FIAT 626N. Both the projects were cab-over-engine layout (the first for the FIAT) and followed the Regio Decreto N° 1809’s rules.

The FIAT 666N project was ready in late 1938 and the first prototype was produced between 1938 and early 1939.

This new truck was presented to the Italian Dictator Benito Mussolini and accompanying press on 15th May 1939. This was also the occasion of the opening of a new FIAT factory in Turin, the modern FIAT Mirafiori.

It was in this new plant where these new trucks would be produced. This factory building covered 300,000 m2 on an area of over one million m2, with a total of 22,000 workers on 2 shifts. All 50,000 FIAT workers of Turin were present for Mirafiori’s inauguration.

Despite a serious propaganda incident (Mussolini did not receive the reception he expected at Mirafiori), the Italian dictator visited the factory in which some military officers presented him the FIAT 626N, the FIAT 666N, and the Autoblinda AB40 prototypes.

Autocarro FIAT 666N prototype at the Centro Studi ed Esperienze della Motorizzazione. Source: italie1935-45.com

The military version, the FIAT 666NM (‘NM’ for Nafta Militare – Diesel; Military), was presented to the Centro Studi ed Esperienze della Motorizzazione (English: Vehicle Study and Experience Center), the Italian department which examined new vehicles in Rome, for evaluation on 19th September 1940.

It differed from the civilian version through the addition of acetylene headlights, a bulb horn, support for rifles on the cab’s roof, manually operated turn signals on the sides of the windscreen, and only the rear side of the cargo bay was openable.

It was accepted into service and the first Regio Esercito order for the new unified heavy truck was made on 10th January 1941.

An Autocarro FIAT 666N. The differences of the cabs can be seen. Source: italie1935-45.com

Production

FIAT 666N Ordered or Produced
Year	Regio Esercito	Regia Aeronautica	Wehrmacht
1941	2,500 ordered ¹	796 ordered ²	//
1942	1,000 ordered ¹	//	//
1943	700 ordered ¹	//	//
1944 – 1945	//	//	78 brand new trucks produced for the Germans
Total Production until 1948	~ 8,000 ³
Notes	¹ No data about the delivery, so it is impossible to know how many were produced, the presence of new orders in 1942 and then in 1943 suggests that the previous orders had been completed. ² Probably all delivered ³ Including civilian versions

In total, between late 1939 to 1948 a total of about 8,000 Autocarri FIAT 666N in all variants were produced by FIAT Mirafiori plant in Turin.

An unknown number of vehicles were sold around Europe after the war. Some FIAT brochures in French suggest the FIAT 666N were sold in the French market, while posters suggested the sale of FIAT 666N’s bus version in the United Kingdom. Many Autocarri FIAT 666N were also sold in Spain, probably in all civilian variants. The relatively small number produced would suggest that only a few hundreds were exported.

Design

Chassis

The chassis was composed of 2 stringers connected by side cross members. In the front, the bumper connected to the stringers, the engine and radiator were in the center, between the driver and passenger’s seats. The compressed air tank for the brakes and the battery box were fixed on the left side of the chassis, while the fuel tank and the muffler were placed on the right side.

Autocarro FIAT 666N chassis. On the left, the air tank and the batteries box are visible. On the right is the fuel tank. Source: Archivio FIAT

Engine and Suspension

Propulsion was provided by a FIAT Tipo 366 6-cylinder in-line diesel engine. It had overhead valves, with a displacement of 9,365 cm³ and FIAT-produced injectors. The maximum output power was 110 hp at 2,000 rpm on the civilian FIAT 666N, the FIAT 666NM for the Regia Aeronautica, and on the FIAT 665NM. The maximum output power on the Regio Esercito’s FIAT 666NM was limited to delivering 95 hp (70.84 Kw) at 1,700 rpm. The Ricardo type direct-injection chamber created lots of problems in the cold Russian steppes, which forced the crews to mix the diesel fuel with gasoline in order to allow the engine to start. In some cases, crews had to light fires near the vehicle’s cabs to heat the engine before igniting it.

FIAT Tipo 366 with cartridge filters (top right). Source: Archivio FIAT

The maximum speed on-road was 48.3 km/h (30 mph) for the power-limited FIAT 666NM, 56.8 km/h for the FIAT 666N and FIAT 666NM and 57 km/h for the FIAT 665 NM.

The fuel was kept in a 135 liter tank (255 liters for the FIAT 665NM) located on the right side of the chassis, which offered a 750 km on-road range (465 km for the FIAT 666N). A FIAT 6-75-2510 diaphragm pump then pumped the fuel into a 5.5-liter tank located behind the cab’s dashboard. This ensured trouble-free feeding thanks to a gravity injection pump. In case of breaking of the main fuel pump or of the main tank itself. This system ensured, in case of pump failure or puncture of the main tank, a limited range until reaching a workshop that could repair the damage.

FIAT Tipo 366 with oil bath filters (top right). Source: Archivio FIAT

The water-cooling tank had a capacity of 50 liters. Air was drawn through 2 filters mounted at the back of the engine. Up until engine number 000530, they used cartridge filters, after which they were replaced with oil bath filters. As on the FIAT 626 medium truck, the engine could be extracted through the cab’s front after the removal of the grille thanks to rollers mounted on the 2 supports of the engine, rolling on guides fixed to the frame.

The lubricant oil for the engine was 20 liters (about 16 kg), 1.5 liters (1.2 kg) for the oil bath filters, and about 30 liters of oil (21 kg) in the gearbox and transmission. The brake fluid was 3 liters (2.9 kg).

Brakes and Electric Systems

The single dry plate clutch was connected to the gearbox via a drive shaft. This could be removed independently of the gearbox and engine simply by removing the rear casing. This meant that maintenance and disassembly were easier.

The transmission, thanks to the reducer, had eight forward gears and two reverse gears.

The drum brakes were hydraulic and had a pedal-operated air-brake booster.

The compressed air tank, with a capacity of 55 liters, was located on the left of the frame. It had a pressure of 5.5 bar (550 kPa). On the NM version, the rear axle was equipped with a differential.

The battery box of the FIAT 666NM. Also visible are the air tank on the left and the fuel tank on the other side. Source: Archivio FIAT

There was a 12 Volt electrical circuit used to power the headlights and dashboard, and a FIAT 10 hp/24 Volt circuit for starting the engine. The batteries were 2 Magneti Marelli 6MF21 12V housed in a box on the left side of the chassis, behind the air tank.

Structure and Bodywork

The cargo bay measured 4.75 m long by 2.20 m wide. The height of the cargo bay was 600 mm on the civilian version and 650 mm on the military version for a total cargo volume of 6.27 m3 and 6.79 m3 respectively. It was homologated to carry up to 6 tonnes of cargo, but could carry, without much difficulty, a 6.84 tonnes Carro Armato L6/40 light reconnaissance tank.

The cab had the steering wheel and the driver on the right, while the vehicle’s commander was placed on the left. The cab’s doors opened backwards. FIAT was one of the only Italian truck companies that produced bodywork for its vehicles instead of having them coach-built. This allowed FIAT to increase the speed of its production as well as reducing the overall cost of the truck.
Despite this, some FIAT 666N were provided with custom coach-built bodies by various private companies upon special request from the customer.

Autocarro FIAT 666N with a coach-built custom body by Officine Viberti of Turin with metal sheet cargo bay. Source: Archivio Pasquale Caccavale

Autocarro FIAT 666N of the Dezzani wine company of Ivrea, Italy. The cab had its characteristic square cab-sign with white triangle painted inside. Source: facebook.com @Dazzani Vini

Due to the slow production rates, some early FIAT 666NMs were equipped with civilian FIAT 666N cabs. These differed from the military ones for the presence of a road sign on the cab’s roof. The black square with a yellow or white triangle painted inside meant the truck could tow a trailer and warned drivers in its vicinity to be careful. If the rectangle was upright, the truck was towing a trailer. If it was horizontal, the trailer was not present. The triangle was only required by law on civilian vehicles. Another detail not present in the military cabs were the electric arrow keys that were manual on the military version.

Autocarro FIAT 666NM with civilian cab and military cargo bay. Source: italie1935-45.com

Autocarro FIAT 666NM for the Regia Aeronautica. Source: italie1935-45.com

In spite of its respectable dimensions and its large load capacity, the FIAT 666 heavy-duty truck chassis weighed only 1 tonne.
The bodywork and cargo bay increased the weight by 5 tonnes for a total weight of 6 tonnes in the FIAT 666NM variant.

The FIAT 666N, FIAT 666NM Regia Aeronautica, and FIAT 665NM could travel at a maximum empty speed of 56 km/h, while the FIAT 666NM Regio Esercito had a maximum speed of 48 km/h. Fully loaded, it could climb a 20º or 28° slope while empty or fully-laden, respectively.

Thanks to its short wheelbase and cab layout, it was comfortable traveling on mountain roads. The FIAT 666NM had a wheel rim size of 20 x 8” (50.8 x 20.32 cm). Like the other vehicles, it could use a wide variety of tires developed and produced by the Pirelli company in Milan.

It was considered a short range heavy duty truck. In fact, the companies that coach-built bodywork on the chassis never used long cabs with berths inside (apart from some of Officine Viberti’s private work). The only FIAT vehicle with berths was the FIAT 634N, the first truck in Europe with the possibility to be equipped with 2 or 3 berths. As an example, the second company to provide a berth in the cabin was Renault with its 3-axle Renault AFKD, with a load capacity of 10 tonnes, which entered service only in 1936. The third was Lancia with the Lancia 3Ro in 1938 that could have 1 or 2 berths.

Special Variants

The Autocarro FIAT 666NM was produced in a wide range of special bodyworks for the Regio Esercito.

Autocarro FIAT 665NM

One of the most notable versions of the FIAT 666N was the 4-wheel drive Autocarro FIAT 665NM that had the majority of parts in common with the FIAT 666NM truck.They were deployed as heavy duty cargo trucks with larger tires and 4-wheel drive that could reach any unit for resupply even in muddy roads and on rough terrains even with an empty weight of 7.2 tonnes.

Autocarro FIAT 665NM four-wheel drive heavy duty truck. Source: Archivio FIAT

Thanks to its excellent off-road mobility, it was introduced in 1942 as a cargo truck and about 100 were eventually converted into APCs by applying armored plates to them. The FIAT 665NM Protetto was a standard 4×4 heavy truck on which armored plates with a thickness between 4.5 mm to 7.5 mm were added on the existing cargo truck bodywork. Another vehicle called FIAT 665NM Blindato con Riparo Ruote was designed but never produced. It had a new armored superstructure that would transform the vehicle into a well designed armored personnel carrier.

The FIAT 665NM Protetto (top) and FIAT 665NM Protetto con Riparo Ruote (bottom). Sources: tumblr.com and Gli Autoveicoli da Combattimento dell’Esercito Italiano

Autocisterna and Autobotti

The Officine Viberti (English: Viberti’s Workshops), one of the coach-building companies specialized in custom-built bodywork for trucks, produced a FIAT 666N fuel carrier variant for the Italian Regia Aeronautica, the Autocisterna FIAT 666N Modello Regia Aeronautica 4 (English: Fuel Carrier [on] FIAT 666N Model [for the] Royal Air Force [type/version/model] 4). This vehicle was equipped with a 7,710 liter fuel tank and could tow a 10,995 liter tank on trailer for a total of 18,705 liters of fuel transported to refuel planes. There were 2 Società Anonima Industriale di Verona or SAIV (English: Industrial Anonymous Company of Verona) pumps delivering 100 liters of fuel per minute.

Autocisterna FIAT 666N with Viberti-SAIV fuel tank and trailer for the Regia Aeronautica. Source: Officine Viberti

From photographic evidence, it seems that standard Regio Esercito fuel carriers with a capacity of 5,000 liters were not produced on the FIAT 666NM chassis. After the war, some civilian FIAT 666N were equipped with fuel or water tanks (in Italian nomenclature, a water carrier is ‘Autobotte’). The majority were Viberti-SAIV tanks, but some were equipped with other companies’ special bodyworks.

Autofficine

For the Regio Esercito’s needs, some FIAT 666NM were equipped with special bodywork, such as Officine Volanti (English: Flying Workshops). These mobile workshops were composed of 4 Autocarri FIAT 666NM 2 in van configuration that transported machinery tools while other 2 standard cargo trucks transported the spare parts.

It seems that the only unit produced, under the control of FIAT mechanics, was sent to the Soviet Union as a FIAT private project to support Italian soldiers on the frontline. It was deployed in Stalino (today known as Donetsk, Ukraine) in the abandoned Putilov Plant and supported the Autofficine Pesanti Modello 1938 (English: Heavy Mobile Workshops Model 1938) of some Italian infantry divisions.

Some Autocarri FIAT 666N in mobile workshop versions were also deployed by the Regia Aeronautica and Regio Esercito in Officina Mobile Modello 1938 configuration. The mobile workshop was composed of 2 trucks, one for spare parts and another one for machinery tools. The exact number of workshop bodied FIAT 666N is unknown, even if it could be supposed that only a small number were converted due the absence of photographic evidence.

The Officina Volante that will be sent to the Soviet Union. In the picture it was probably fully opened at the FIAT Mirafiori for the journalist of the Sapere magazine who wrote an article on this mobile workshop. Source Sapere

Other Variants

In 1942, the Società Anonima Bergomi of Milan proposed a special tow truck version of the Autocarro FIAT 666N with a winch on the rear to tow even other heavy trucks. The Regio Esercito was not interested in the project because the unit usually towed broken down trucks with other trucks.

A special version which remained a prototype was the Autocarro FIAT 666NM Radio, equipped with an A310 radio apparatus, and developed by Officine Viberti. This powerful radio apparatus had a range, with special radio antennas, of 200 to 300 km. To avoid air recognition, the soft-skinned cargo bay could be covered by a second tarpaulin to make it seem like a standard cargo truck. Due to unspecified uninspired performances during trials, the project was abandoned.

Autocarro FIAT 666NM Stazione Radio. Source Officine Viberti

Due to problems encountered with the injection of the engine at low temperatures, FIAT proposed a patrol version of the FIAT 666NM, the Autocarro FIAT 666BM (BM for Benzina Militare – Patrol Military). It was approved only in June 1943, when the Soviet front was lost and the petrol version of the truck was no longer a necessity. It was never adopted due the Armistice of 8th September later that year that canceled production.

The vehicle was also produced in some bus variants even after the war.

After the war, a new variant of the vehicle was produced, the Autocarro FIAT 666N7, with a major modification, direct injection engine. The vehicle was produced until 1948, when it was substituted on the production lines by the Autocarro FIAT 680N.

Autocarri FIAT 666N7 of the Polizia di Stato in 1950. Source: italie1935-45.com

Trailers

The Autocarri FIAT 666N and 666NM had a towing capacity permitted by law of 12 tonnes (cargo + trailer) for a total weight of the fully loaded truck and fully loaded trailer of 24 tonnes. During the war, the FIAT 666NM was found capable of loading on the cargo bay a battle ready Carro Armato L6/40 light truck without problems.

It was a similar story in terms of towing. With special towing tank trailers, it could tow Carri Armati M13/40, M14/41, and M15/42 and the semoventi on their chassis that ranged between 13 to 16 tonnes without over-stressing the engine.

FIAT 666N with a medium trailer with the Giovanni Ambrozich transport group. Source: pinterest.com

Brief Operational Service

The first Autocarri FIAT 666N were ready in early 1940, but the majority of them were requisitioned by the Regio Esercito for military needs and immediately redeployed to frontline units. Some civilian trucks were seen during the Italian invasion of France. In fact, in June 1940, the FIAT 666NM was not yet in production, so civilian trucks were needed.

An Autocarro FIAT 666N destroyed by French artillery during the Italian invasion of France in June 1940. It is clearly visible that it was a civilian truck requisition by the Regio Esercito as identified by the absence of the acetylene headlight, the rectangle sign over the cab, and the electric arrow keys (small rectangle behind the cab door). Source: italie1935-45.com

Each Italian division had some heavy-duty trucks to tow the artillery pieces or the tanks of the division. The exact number of heavy-duty trucks changed for each division type. An armored division had a theoretical number of 246 heavy-duty trucks, which was increased to 258 in June 1942. In 1942, an Italian motorized division had in service a theoretical number of 861 trucks (light, medium, and heavy), prime movers, and staff cars. The 101ª Divisione Motorizzata ‘Trieste’ (English: 101st Motorized Division) had 61 heavy duty trucks of all variants during the same year. An infantry division in North Africa had a theoretical organic strength of 127 heavy trucks, 28 SPA Dovunque medium trucks, and 72 FIAT-SPA TL37 light prime movers.

An Autocarro FIAT 666N requisitioned by the Regio Esercito in Oligopol, Romania, in Summer 1941. Source: Archivio Centrale dello Stato

Many Autocarri FIAT 666NM were assigned to Italian infantry and mechanized divisions of the Corpo di Spedizione Italiano in Russia (English: Italian Expeditionary Corps in Russia) that was then renamed ARMata Italiana in Russia or ARMIR (English: Italian Army in Russia).

An Autocarro FIAT 666NM being loaded with a Carro Armato L6/40 at the Pinerolo training school. Source: Cavalleria Italiana

During the Great Soviet Offensive on the Don, many Italian trucks were captured by the Soviets that redeployed only some sturdy Axis vehicles that did not have problems in ignition at low temperatures. From Italian veterans reports, it is known that the Soviet preferred to destroy the Autocarri FIAT 666N when they ambushed the Axis troops on retreat because the low-temperature ignition problems meant that it was considered problematic by the Soviets.

An Autocarro FIAT 666NM advancing on the Via Balbia in North Africa followed by German Krupp Protzes and trucks. An Italian flag was attached on the left side of the cab and a giant Italian flag was painted on the roof for aerial recognition. Source: Collezione Yves Casagrande

In North Africa, the FIAT 666N was deployed in all logistic roles, from artillery tractor to tank transporter. The British managed to capture some vehicles, but it seems that their judgment was not positive and only a few were reused. Their objections were probably down to the cartridge filters that failed with the desert dust. The problem was solved shortly after by adopting bath oil filters for the engine.

A FIAT 666 and a FIAT 500A ‘Topolino’ captured and reused by the Australian pilots of the British Royal Air Force. Source: facebook.com @Dario Caraglio

In 1942, the Italian Regia Marina (English: Royal Navy) developed its own Autoprotetto FIAT 666NM per la Regia Marina (English: Armored FIAT 666NM for the Royal Navy). Its main task was to patrol Italian military harbors and docks and to patrol coastal areas to prevent Allied paratrooper landings. A single prototype was built, but the project was abandoned due to the minimal protection to the soldiers transported on board.

Autoprotetto FIAT 666NM per la Regia Marina’s armor layout. The only drawing of the vehicle which survives until this day. Source: Gli Autoveicoli da Combattimento dell’Esercito Italiano

A FIAT 666NM followed by a FIAT 634N fuel carrier in North Africa. Source: pinterest.com

After the Armistice of 8th September 1943, the German forces captured dozens of Autocarri FIAT 666NM and redeployed them on any front of the war, together with 79 brand new vehicles produced under German control.

Some were also deployed by the new Italian puppet state, the Repubblica Sociale Italiana or RSI. The RSI forces were equipped with a few dozen FIAT 666NM. Among them was the 630ª Compagnia Ordine Pubblico (English: 630th Public Order Company) of Piacenza, that, due the absence of armored vehicles, modified a civilian Autocarro FIAT 666N with armored plates and an heavy machine gun, creating the FIAT 666N Blindato.

The Germans, on other hand, deployed some FIAT 666NM as self-propelled anti-aircraft guns loading 2 cm Flakvierling 38 quadmount anti-aircraft automatic cannons on the cargo bays of a few FIAT 666NM.

A 2 cm Flakvierling 38 quadmount anti-aircraft automatic cannon on a FIAT 666NM deployed by German forces. Source: e-shop

A German soldier poses with a FIAT 666N of the Wehrmacht after the Armistice of 8th September. The vehicle has a German number plate. Source: e-shop

In Italy, after the war, the Azienda Recupero Alienazione Residuati or ARAR (English: Company of Recovery and Alienation Survey) society was entrusted by the Italian Government of National Unity with the task of reconditioning and selling military vehicles confiscated from the enemy or abandoned by the Allied armies on Italian territory after the Second World War. Private owners, companies, the Italian Army, and the Italian police had the possibility of buying hundreds of those vehicles after 1945. Many other vehicles were also acquired, such as US GMC 353 and Dodge T-110 trucks, German Opel Blitz, British CMPs, and the ubiquitous FIAT and Lancia trucks.

After the war, FIAT also proposed a new versions, the FIAT 666N7 direct ignition cargo truck and with Viberti-SAIV presented new fuel carriers for the civilian market.

A FIAT 666N7 with Officine Viberti’s cab with Viberti-SAIV fuel tank and 14 tonne payload trailer after the war. It was deployed to refuel the Casale Monferrato area, in Piedmont by Bertola Vincenzo Autotrasporti company. Source: e-shop

Conclusion

The Autocarro FIAT 666N and its military version, the FIAT 666NM, were both reliable vehicles and innovative in Italy for their cab-over-engine configuration.

Even if their service in cold winter temperatures was judged to be poor due to ignition issues, the overall service could be considered positive, with some trucks sold in France, the United Kingdom, and Spain after the war. It was one of the three most widely produced and deployed Italian heavy trucks during Second World War, along with the Lancia 3Ro and FIAT 634N.

Autocarro FIAT 666NM for the Regia Aeronautica. Illustrations by the illustrious Godzilla funded by our Patreon Campaign.

Autocisterna FIAT 666N with Viberti-SAIV fuel tank. Illustrations by the illustrious Godzilla funded by our Patreon Campaign.

Autocarro FIAT 666NM loaded with a Carro Armato L6/40. Illustrations by the illustrious Godzilla funded by our Patreon Campaign.

Autocarro FIAT 666NM Specification
Size (L-W-H)	7.095 x 2.250 x 2.850 m
Empty weight	6,000 kg
Payload capacity	6,000 kg
Crew	2 (driver and commander)
Engine	FIAT Tipo 366, 9,365 cm3 6-cylinder diesel, 95 hp at 1,700 rpm
Speed on road	48,3 km/h
Range	465 km on-road, 350 km off-road
Production	about 8,000 trucks in all the variants

Sources

Gli Autoveicoli Tattici e Logistici del Regio Esercito Italiano fino al 1943, Tomo 1 – Nicola Pignato e Filippo Cappellano – Ufficio Storico Stato Maggiore dell’Esercito – 2005

Italie1935-45.com

Gli Autoveicoli Tattici e Logistici del Regio Esercito Italiano fino al 1943, Tomo 2 – Nicola Pignato e Filippo Cappellano – Ufficio Storico Stato Maggiore dell’Esercito – 2005

Ruote in Divisa, I veicoli Militari Italiani 1900-1987 – Brizio Pignacca – Giorgio Nada Editore, 1989

Italian Tanks and Combat Vehicles of World War II – Ralph A. Riccio – Mattioli 1885 – 2010

Semicingolati, Motoveicoli e Veicoli Speciali del Regio Esercito Italiano 1919-1943 – Giulio Benussi – Intergest Publishing – 1976

WW2 Italian Patrol Car WW2 RSI Armor

Camionetta Desertica Modello 1943

Post author By Arturo Giusti
Post date June 14, 2023
No Comments on Camionetta Desertica Modello 1943

Camionetta Desertica Modello 1943 number 9 with license plate Regio Esercito 36749. Illustrations by the illustrious Godzilla funded by our Patreon Campaign.

Kingdom of Italy/Italian Social Republic (1943-1945)
Reconnaissance Car – 11 Converted From Pre-Existing Vehicles

The Camionetta Desertica Modello 1943 (English: Desert Reconnaissance Car Model 1943) was an Italian Regio Esercito desert reconnaissance car that was created in early 1943 by modifying existing FIAT-SPA Autocarri Sahariani Modello 1937 or A.S.37 (English: FIAT-SPA Saharan Trucks Model 1937) light lorries.

Despite their name and original chassis, these camionette (singular camionetta) were never deployed in North Africa. The vehicles were assigned to the Battaglione d’Assalto Motorizzato (English: Assault Motorized Battalion) that used the camionette in public order duties on the Italian mainland for a short period of time. It was only during the desperate defense of Rome, between 9th and 10th September 1943, that the Camionette Desertiche Modello 1943 got actively deployed by the Italian troops.

A Camionetta Desertica Modello 1943 at the Centro Studi ed Esperienze della Motorizzazione in Rome. Source: Gli Autoveicoli da Combattimento dell’Esercito Italiano

Previous Camionette

The Regio Esercito started the North African Campaign on 9th September 1940, fighting against the British and Commonwealth troops based in Egypt. After a few months, in January 1941, the Italian Xª Armata (English: 10th Army) was forced to retreat to Libya and take defensive positions, awaiting German help.

In that period, the Regio Esercito‘s High Command started to request the development of various new kinds of vehicles based on the experience gained in the first months of desert warfare. One of the most famous vehicles designed in that period was the FIAT-SPA S.37 Autoprotetto (English: Armored [Wheeled Vehicle] FIAT-SPA S.37) armored personnel carrier, based on the FIAT-SPA Trattore Leggero Modello 1937 ‘Libia’ (English: FIAT-SPA Light Tractor Model 1937), or more simply, the FIAT-SPA T.L.37 ‘Libia’ light prime mover.

A FIAT-SPA S.37 Autoprotetto ready to be delivered. Source: italie1935-45.com

At the same time, due to the absence of many types of special purpose vehicles, the Italian soldiers on the frontline tried to fill the gaps in their organic strength with improvised vehicles of two kinds: support and reconnaissance vehicles, based on both Italian built and captured trucks.

The support trucks were called autocannoni (English: truck-mounted artillery). Basically, these were just standard trucks without cab roofs and windshields with support, anti-aircraft, or anti-tank guns mounted permanently on their cargo bays.

The reconnaissance trucks were built on light lorries and were called camionette desertiche (English: desert reconnaissance cars). In Italian, the term camionetta (camionette plural) is used to designate any kind of unarmored light reconnaissance vehicle of the army or unarmored police vehicles.

An Autocannone da 65/17 su Morris CS8 and a camionetta on CMP chassis armed with a 12.7 mm Breda-SAFAT heavy machine gun. Source: Diario Storico Artiglierie Volanti

One of the support truck models was the Autocannone da 75/27 su FIAT-SPA T.L.37. It was armed with a Cannone da 75/27 Modello 1911 field gun mounted on the modified rear side of a prime mover.

An Autocannone da 75/27 su FIAT-SPA T.L.37 abandoned by Italian soldiers. Source: reddit.com u/vitoskito

The first camionette were based, in the first stages of the war, on the FIAT-SPA Autocarro Sahariano Modello 1937 (English: FIAT-SPA Saharan Truck Model 1937), or more simply FIAT-SPA A.S.37, a light desert truck developed on the T.L.37 chassis.

These vehicles had the advantages of being powered by a strong petrol engine and, thanks to their large tires, had great off-road mobility. The armament usually consisted of a Cannone-Mitragliera Breda da 20/65 Modello 1935 anti-aircraft gun, which was also effective against light armored vehicles, or machine guns mounted on pedestal supports.

A column of FIAT-SPA A.S.37 deployed by the Raggruppamento Sahariano ‘Maletti’. Source: wikipedia.com

In the first years of war in North Africa, the Italian troops in the southern Libyan Sahara, who were not involved directly in the campaign, were deployed to defend isolated garrisons from the Long Range Desert Group (LRDG) patrols. The first mechanized columns, later renamed compagnie sahariane (English: saharan companies) were equipped with standard cargo trucks (mainly FIAT 634N heavy trucks, FIAT-SPA A.S.37 desert lorries, and even some captured British LRDG trucks) loaded with Italian and colonial soldiers and with some 20 mm automatic guns and medium or heavy machine guns on the cargo bays.

These cheap, easy to modify all-terrain vehicles proved themselves to be really effective against the British saboteurs and reconnaissance units. They were also effective against convoys or small armored units. In particular, the camionette on FIAT-SPA A.S.37 chassis were judged better for their off-road capabilities and speed compared to the bigger FIAT 634N, which had greater loading capacity but was slower and had difficulties crossing loose sand areas.

The success of these vehicles persuaded the Comando Militare del Sahara Libico (English: Libyan Sahara Military Command), the branch of the Regio Esercito’s High Command in North Africa, to ask for upgraded vehicles with similar characteristics modified in workshops to better adapt to the Italian necessities.

An unmodified FIAT-SPA A.S.37 or Autocannone da 20/65 su FIAT-SPA A.S.37 abandoned with other vehicles somewhere in the western desert. As visible, the 20 mm automatic gun was simply placed in the cargo bay to increase the support fire of Italian troops, but the vehicle had not received modifications. Source: Le Camionette del Regio Esercito

In mid-1942, the Comando Militare del Sahara Libico ordered the modification of the FIAT-SPA A.S.37 light desert lorries into camionette. The modifications were made by a specialized military workshop in the Hon Oasis, the headquarter of that branch of the Regio Esercito.

One of the biggest problems encountered with the FIAT-SPA A.S.37 was its height, which, in flat landscapes like the desert, made it easily spottable by enemy forces. The FIAT-SPA A.S.37 was 2.65 m high due to the cab and waterproof tarpaulin.

Another FIAT-SPA Autocarro Sahariano Modello 1937 armed with a Cannone-Mitragliera Breda da 20/65 Modello 1935 deployed by Italian colonial troops of a compagnia sahariana. Source: zen.yandex.ru

The Hon workshop then cut the cab, removing the roof, rear wall, and windshield, and lowered the chassis by a few centimeters. The equipment of the vehicle was increased, adding 20 liter can supports and ammunition boxes to increase the range and firepower of the camionetta.

A Camionetta A.S.37 returning to a Italian base after a mission together with a Camionetta Desertica SPA-Viberti AS42 ‘Sahariana’ (behind). All the modifications to the FIAT-SPA A.S.37 chassis and the main gun are visible. Source: Le Camionette del Regio Esercito

A universal support was mounted in the modified cargo bay’s center, which could be equipped with a Cannone-Mitragliera Breda da 20/65 Modello 1935 or a Cannone da 47/32 Modello 1935. The armament was completed with a 8 mm Mitragliatrice Media Breda Modello 1937 (English: Breda Medium Machine Gun Model 1937) manned by the vehicle’s commander.

Probably no more than 2 FIAT-SPA A.S.37s were modified into camionette, tested and then delivered to the compagnie sahariane.

Camionetta A.S.37 armed with a 47 mm gun with the Raggruppamento Sahariano ‘Mannarini’. In the background, a Camionetta Desertica SPA-Viberti AS42 ‘Sahariana’. The A.S.37 is equipped with Pirelli Tipo ‘Sigillo Verde’ low pressure desert tires. Source: Le Camionette del Regio Esercito

These vehicles gave great results in the last stages of the Italian defense of the Libyan desert and in the early stages of the Tunisinian campaign. As a result, the Comando Militare del Sahara Libico sent a favorable report to the Regio Esercito’s High Command in Rome. During that period, the Stato Maggiore del Regio Esercito (English: General Staff of the Royal Army) had ordered the production of long-range desert camionette inspired by the British LRDG patrol cars. The Regio Esercito’s plan was to create an Italian special force with similar characteristics and tasks as the British one. The Long Range Desert Group would be countered and emulated by the X Reggimento Arditi (English: 10th Arditi Regiment), while Arditi Distruttori della Regia Aeronautica (English: Arditi Destroyers of the Royal Air Force) did likewise with the Special Air Service (SAS).

In the foreground, a Camionetta Desertica SPA-Viberti AS42 ‘Sahariana’ armed with a Cannone da 47/32 Modello 1935 and a machine gun. In the background, another camionetta armed with a Cannone-Mitragliera Breda da 20/65 Modello 1935. Source: comandosupremo.com

The Camionetta Desertica SPA-Viberti AS42 ‘Sahariana’, based on the Autoblinda AB41 chassis, was developed for the X Reggimento Arditi. A few were delivered before the end of the North African campaign and gave excellent results. Another patrol car was the Camionetta Desertica SPA-Viberti AS43 which was not produced in time to participate in the North African campaign.

A Camionetta SPA-Viberti AS43. Source: Collezione Museo Storico della Guerra via Le Camionette del Regio Esercito

The Italian designers modified the project shortly after the presentation of the desert version prototype, removing some 20 liter can supports and adding lockers for ammunition. The new vehicle, renamed Camionetta SPA-Viberti AS43, was deployed only in Europe in small numbers by the Regio Esercito until September 1943 and then by the German and Italian fascist troops until the end of the war. The SPA-Viberti AS43 was a cheaper option compared to the Camionetta SPA-Viberti AS42 ‘Metropolitana’, the non-desert version of the Camionetta Desertica SPA-Viberti AS42 ‘Sahariana’.

The FIAT-SPA Autocarro Sahariano Modello 1937

The Autocarro Sahariano Modello 1937 was developed from the FIAT-SPA Trattore Leggero Modello 1937 or FIAT-SPA T.L.37 (English: FIAT-SPA Light Tractor Model 1937) light prime mover. The two vehicles were developed by Fabbrica Italiana Automobili di Torino or FIAT (English: Italian Automobile factory of Turin) and produced by its subsidiary, the Società Piemontese Automobili or SPA (English: Piedimontese Automobile Society), at its plant in Corso Peschiera 249 in Turin. For this reason, they were known as FIAT-SPA even if only the Società Piemontese Automobili logo sat over the radiator grille. Due to the presence of the logo, in many foreign sources, these trucks are known simply as “SPA A.S.37”.

The FIAT-SPA Autocarro Sahariano Modello 1937 without waterproof tarpaulin. Source: Le Camionette del Regio Esercito

The FIAT-SPA Autocarro Sahariano Modello 1937 was especially developed by FIAT for desert service with large tires, long-range capabilities, and a powerful petrol engine. It was developed after a special request by the Governatore della Libia (English: Libya’s Governor), Italo Balbo, who wanted a long-range desert truck for its compagnie sahariane before the war. In 1938, a total of 200 FIAT-SPA A.S.37 were delivered to Libya. In March 1942, 584 FIAT-SPA A.S.37 were in service, and by April 1943, a total of 802 were in service in North Africa.

A total of 190 liters of petrol were transported in the fuel tanks, giving a range of 450 km for the first variants. The fuel tanks were increased to 210 liters and then to 380 liters in the last upgraded versions, for a maximum range of 500 km and then 900 km. Another 4 50-liter tanks for drinkable and engine water were transported, together with 6 ghirbe, used by the Italians before the 20-liter cans were adopted in 1941. The ghirbe were transported on the outer side of the cargo bay and were used only for drinking water. This great amount of water permitted the crew to survive in the desert for many days if the vehicle had a mechanical failure in the middle of the desert.

Rear side of a FIAT-SPA A.S.37. The 4 50-liter tanks are visible behind the cab, to the left of the spare wheel. They are in two rows of three and one tanks. Source: Viberti Archives

The engine compartment and hood were inherited from the FIAT-SPA T.L.37, with two headlights on the sides, radiator cap on the front, and fuel cap near the windshield. On the front was a bumper and two bars to protect the radiator grille. The engine’s ignition crank was fixed on the bars.

The cab was fully made of iron sheets and the doors opened backwards. The side windows were lowerable and the windshield could be opened to better cool the driving compartment. The cab had three seats: one on the right for the driver and a bigger seat for the vehicle’s commander and another soldier. The seats were leather-lined until 1942, when production was changed to faux leather to save on raw materials and on the total cost of the vehicle.

Drawing of the FIAT-SPA Autocarro Sahariano Modello 1937, in which the 6 externally mounted ghirbe can be seen. Source: FIAT Archives

Behind the cab was the spare wheel support, mounted on the right, and the 4 50-liter cube-shaped drinking water tanks were stored on the left. On the first series of A.S.37, there were two ladders with two steps on each side of the vehicle, behind the cab. Beginning on the first A.S.37 upgrade 7, the left one was removed to add the 50-liter tank support. The ladders could have been used for repairs, tarpaulin mounting, and for observation in the desert. To remove the spare wheel from its support, the right ladder had to be removed.

On the rear, there was a cargo bay with a payload capacity of 800 kg or enough space for 8 fully equipped soldiers, usually crewmembers when the vehicle was used as an artillery tractor. On the frontal side of the cargo bay, two racks were transported for a total of eight Moschetto Carcano Modello 1891 per Truppe Speciali (English: Carcano Model 1891 for Special Troops Rifle) for the artillery crews.

The FIAT-SPA Autocarro Sahariano Modello 1937. This image shows the cargo bay and the foldable seats. Source: Ruote in Divisa

The cargo bay was made of wooden planks bolted on an iron structure. It had fixed sides with only a section of the rear side openable, with a foldable step to ease the loading and unloading operations. The benches on which the soldiers sat were divided in 2 parts: the lower part could be folded upwards to save space for equipment, while the backrest could be folded backwards to lower the cargo bay’s height or to ease the loading and unloading operations.

Three supports for a tarpaulin could be mounted on the cargo bay’s side to mount a waterproof tarpaulin on the cargo bay and the space between it and the cab. The tarpaulin was, in some variants of the vehicle, extended to the roof of the cab to store more equipment and then, in the 900 km range version, to protect the rooftop mounted fuel tank.

A FIAT-SPA Autocarro Sahariano Modello 1937 overcoming an obstacle at Officine Viberti’s proving ground. It had full tarpaulin supports and was equipped with fuel tanks on the roof for a total range of 900 km. Source: Archivio Storico FIAT

The truck was also used for specific and special variants, such as a radio station with two radio antennas openable on two different sides and an observation post with an elevating ladder on the cargo bay.

The FIAT-SPA A.S.37 radio station version with radio antennas fully extended. Source: Archivio Centrale dello Stato

Design

Due to the delays in the delivery of the Camionette SPA-Viberti AS43 in early 1943, the Centro Studi ed Esperienze della Motorizzazione modified some FIAT-SPA A.S.37 into camionette, which were delivered to the Battaglione d’Assalto Motorizzato (English: Assault Motorized Battalion).

The question of its name is up for debate. The majority of sources call it Camionetta Desertica Modello 1943, except for the book Gli Autoveicoli da Combattimento dell’Esercito Italiano written by Nicola Pignato and Filippo Cappellano, which calls it Camionetta AS43 Modificata (English: Modified AS43 Reconnaissance Car). This article will use the Camionetta Desertica Modello 1943 designation, as it is the most commonly used name.

Chassis and Bodywork

The chassis was composed of two members with ovoid holes in order to lighten the total weight, connected by cross members made of stamped sheet metal.

The original FIAT-SPA T.L.37 frame. Source: FIAT Archives

The cab was modified. The windshield, roof, and doors were completely removed. The seats were substituted with two new ones. The rear spare wheel support and rear wall of the cab were not modified. This resulted in a separation between the front crew (driver and vehicle commander) and the rear crew (gunner and 2 loaders).

A total of three supports for Moschetti Automatici Beretta Modello 1938 or MAB38 (English: Beretta Automatic Rifles Model 1938) were added, two on the sides of the cab, and one over the driver’s seat. A support for the machine gun tripod was added on the right frontal fender. If needed, the crew could dismount the machine gun and deploy it on the ground.

On the front mudguards, two width-limit indicator rods with a red sphere on top were used by the driver to help drive through narrow mountain streets or to park.

The Camionetta Desertica Modello 1943 number 9 outside the Centro Studi ed Esperienze della Motorizzazione. Despite their service as a police vehicle in Rome, it was equipped with sandy soil tires. Source: Le Camionette del Regio Esercito

The cargo bay lost the benches. On the more spacious floor, a support for a 20 mm anti-aircraft automatic gun was installed. The ammunition was probably held in wooden boxes with racks on the cargo bay’s front, where the loaders sat and on the rear part. Three 20-liter can supports were present per side and sapper tools were put on the cargo bay sides.

The Camionetta Desertica Modello 1943 number 9 with license plate Regio Esercito 36749. The image was taken in the testing ground of the Centro Studi ed Esperienze della Motorizzazione. To its right, a captured Morris Commercial C8 FAT artillery tractor and, in the background, a Lancia 3Ro heavy duty truck. Source: pinterest.com

On the rear side of the cargo bay, on the sides of the foldable part, another 2 20-liter can supports were positioned. A further two can supports were on the frontal mudguards, for a total of 10 cans for petrol, lubricant oil, and drinkable water.

Engine and Suspension

The Camionetta Desertica Modello 1943 light desert truck was powered by a FIAT-SPA Tipo 18TL in-line, four-cylinder, water cooled gasoline engine that produced 52 hp at 2,000 rpm. Its maximum revolutions per minute were limited to 2,000 rpm to increase its lifetime, reducing the need for maintenance and overall costs. The Zenith Modello 1936 TTHVI carburetor was designed for off-road and steep slope operations.

The FIAT-SPA T.L.37 prime mover had the same engine and, on the vehicles delivered to Libya, the Zenith air filter was replaced by a standard OCI oil bath model. It is logical to assume that, on the FIAT-SPA A.S.37s, these were specifically developed for desert service the OCI oil bath filters were standard.

The engine-clutch assembly was suspended from the chassis by four silent blocks.

The FIAT-SPA Tipo 18TL engine used on the Camionette Desertica Modello 1943. Source: italie1935-45.com

Main Armament

The main armament on the Camionetta SPA-Viberti AS43 was a Cannone-Mitragliera Breda da 20/65 Modello 1935 anti-aircraft automatic gun that could also be used against light armored targets, such as light reconnaissance tanks or armored cars.

A Cannone-Mitragliera Breda da 20/65 Modello 1935 anti-aircraft automatic gun deployed by an Italian anti-aircraft squad in the Balkans, 1941. Source: Archivio Centrale dello Stato

The anti-aircraft gun was developed by Società Italiana Ernesto Breda per Costruzioni Meccaniche (English: Mechanical Constructions Ernesto Breda Italian Limited Company) in 1935. In its field version, it had a crew of five, while on the camionetta, the number of crew was decreased to 3: a gunner and two loaders. The gunner was seated behind the gun and the loaders were seated in the cargo bay, on the gun’s sides. The driver would probably occasionally help load the gun to speed up reloading.

The maximum anti-aircraft range was 1,500-2,000 m. Against ground targets, the maximum range was 5,000 m, while the effective range decreased to about 2,500 m.

A Cannone-Mitragliera Breda da 20/65 Modello 1935 mounted on the cargo bay of a FIAT-SPA 38R light truck in North Africa. Even if the truck was different, how ammunition was stored and the crew positions are clearly visible. The Camionetta Desertica Modello 1943 would have had a similar arrangement. Source: Archivio Centrale dello Stato

This gun was one of the best light automatic guns of its era, with a total weight of 330 kg and a theoretical rate of fire of 500 rounds per minute. The practical rate of fire dropped to about 300 rounds per minute in case of the presence of a single loader in the cargo bay. The maximum depression was -10°, while maximum elevation was +80°.

Secondary Armament

Secondary armament consisted of a Mitragliatrice Media Breda Modello 1937 (English: Breda Medium Machine Gun Model 1937) mounted on a gooseneck support on the left side of the cab and used by the commander for anti-personnel fire or to fire against low flying enemy planes.

A Mitragliatrice Media Breda Modello 1937 mounted on a tripod. On the Camionetta Desertica Modello 1943, the machine gun was mounted on an anti-aircraft support, whereas the closed tripod was mounted on the right mudguard. Source: italie1935-45.com

This gun was developed according to the specifications issued by the Ispettorato d’Artiglieria (English: Artillery Inspectorate) in May 1933. Different Italian gun companies started working on the new machine gun. The requirements were a maximum weight of 20 kg, a theoretical rate of fire of 450 rounds per minute, and a barrel life of 1,000 rounds.

The Comitato Superiore Tecnico Armi e Munizioni (English: Superior Technical Committee for Weapons and Ammunition) in Turin issued its verdict in November 1935. The Breda project won. A first order for 2,500 units of the Breda medium machine gun was placed in 1936. After operational evaluation with the units, the weapon was adopted in 1937 as the Mitragliatrice Media Breda Modello 1937.

The weapon was famous for its robustness and accuracy, despite its annoying tendency to jam if lubrication was insufficient. Its weight was considered too large compared to foreign machine guns of the time. It weighed 19.4 kg and its tripod had a weight of 18.8 kg, making this weapon the heaviest medium machine gun of the Second World War. The practical rate of fire, which was about 200-250 rounds per minute, was considered a bit low. The machine gun was fed by 20-round rigid strips. After firing, instead of ejecting the spent casings like all firearms, the Breda Modello 1937 reinserted them into the rigid strip to facilitate the recovery of reusable spent casings.

The machine gun shot 8 x 59 mm RB cartridges developed by Breda exclusively for machine guns. The 8 mm Breda had a muzzle velocity between 790 m/s and 800 m/s, depending on the round type. The armor piercing rounds could penetrate 11 mm of non-ballistic steel angled at 90° at 100 m. Even if there is no photographic evidence, as on other Italian vehicles, the Breda Modello 1937 could be substituted with the Mitragliatrice Media Breda Modello 1938 (English: Breda Medium Machine Guns Model 1938) with the same action and cartridges of the Modello 1937, but specially developed for armored vehicles. It had a shorter barrel, pistol grip, and top curved 24-round magazines.

On the right front mudguard, a support for the machine gun tripod was fixed by means of butterfly screws. In fact, the Breda could be quickly dismounted and deployed in a fixed position by the crew on the ground.

Even if rarely seen on Mitragliatrici Medie Breda Modello 1937 mounted on vehicles, the one mounted on the Camionetta Desertica Modello 1943 number ‘9’ was equipped with anti-aircraft sight and iron stock to help the machine gunner hold the recoil of the machine gun during anti-aircraft shooting. Even it could seem a special upgrade, the anti-aircraft sights were delivered to all the infantry units with which the Mitragliatrici Medie Breda Modello 1937 were deployed, along with spare tripod parts to use it as anti-aircraft support.

A Mitragliatrice Media Breda Modello 1937 with anti-aircraft sight, collimator, and stock mounted on a standard ground tripod. ima-usa.com

Using the standard tripod, some additional legs were added to stretch the height, permitting a standing soldier to fire the machine gun. An anti-aircraft sight was mounted on the barrel while a collimator was placed halfway between the barrel and the grip. An iron tube shaped as a rifle-stock for the machine gunner’s shoulder was placed on the left side of the machine gun.

Image showing the additional parts used to modify the standard ground tripod of the Mitragliatrice Media Breda Modello 1937 for use in an anti-aircraft configuration. Source: italie1935-45.com

Operational Use

The Camionetta Desertica Modello 1943 was deployed by the Battaglione d’Assalto Motorizzato, made up of two compagnie fucilieri d’assalto (English: assault riflemen companies) and a compagnia esploratori (English: reconnaissance company). The latter one was theoretically composed of a command platoon and 3 camionette platoons.

Due to the absence of camionette in late 1942, the Centro Studi ed Esperienze della Motorizzazione started the development of the Camionetta Desertica Modello 1943, which were only ready in August 1943, a few months after the end of the North African Campaign.

During the same period, the Battaglione d’Assalto Motorizzato was equipped with 21 or 24 Camionette SPA-Viberti AS42 ‘Metropolitane’. It officially had 11 Camionette Desertica Modello 1943 and 3 Camionette SPA-Viberti AS42 ‘Metropolitane’ in the command platoon and 3 platoons with 6 Camionette SPA-Viberti AS42 ‘Metropolitane’ each. Probably 3 more ‘Metropolitane’ were maintained in reserve.

Shortly before the Armistice with the Allied forces, in early September 1943, the Compagnia Esploratori of the Battaglione d’Assalto Motorizzato was stationed in downtown Rome for public security duties.

Another image of the Camionetta Desertica Modello 1943 number 9. On the left, the prototype of the Semovente da 47/32 su Scafo AB41. Source: Archivio Centrale dello Stato

When the Armistice was made public on the evening of 8th September 1943, the Company was still in Rome, and on 9th September, it was deployed against the Germans that tried to enter the city. They very likely saw action on 10th September 1943 in the Porta San Paolo area. In the small square with the Ancient Roman walls and gate was the Via Ostiense, the quickest way to reach downtown Rome.

The details of the clashes are not clear and there are no mentions in official sources about the Compagnia Esploratori. Based on the testimony of a Battaglione d’Assalto Motorizzato officer, the Company lost an entire platoon during the fighting against the German 2. Fallschirmjäger-Division “Ramke” (English: 2nd Paratrooper Division) during the clash near Porta San Paolo. Nothing is known about which platoon was destroyed and there is no information about the use of the Camionette Desertica Modello 1943.

After the failed defense of Rome, another unit used the Camionette Desertica Modello 1943. Many Italian soldiers still loyal to Mussolini, who had refused to fight against the Germans, decided to join to crate an Italian unit allied to the Germans.

They had already explained to the German commanders that they were loyal to Mussolini and to the Axis forces. They tried to find new military equipment to arm the new unit. They found 2 Carri Armati M13/40s and some lorries abandoned after 10th September in the Forte Tiburtino fortress, the headquarters of the former 4º Reggimento Fanteria Carrista (English: 4th Tank Crew Infantry Regiment). The 2 tanks were from the 3° Reggimento Fanteria Carrista (English: 3rd Tank Crew Infantry Regiment) that arrived in Rome shortly before the Armistice to equip the IX Battaglione Carri M, which was being created. The “light lorries” found in the fortress were probably light trucks, but at least one was in all likelihood a Camionetta Desertica Modello 1943 that was later deployed by the Fascist soldiers. Before the Armistice, the 4º Reggimento Fanteria Carrista had 31 tanks, 11 semoventi, and 20 camionette, of which only 7 were with certainty Camionette SPA-Viberti AS43, while the others were unknown models.

On 17th September 1943, Lieutenant General Renzo Montagna, the former commander of the Milizia Volontaria per la Sicurezza Nazionale or MVSN (English: Voluntary Militia for National Security) was put in charge. The former 1ª Divisione Corazzata Legionaria ‘M’ was part of the MVSN before the Armistice, so returned under its control.

Lt. Gen. Montagna mentioned in a letter that the units under his control had recovered a total of about 40 medium tanks and dozens of other vehicles in the streets of Rome. Even if the tank number seems high, the Fascist soldiers recovered dozens of knocked out or abandoned vehicles, of which only some were re-deployed.

The only image of a Camionetta Desertica Modello 1943 deployed in active service. It was totally disarmed and the 20-liter cans, ammunition, sapper equipment and tools were all removed. It seems that the seats were also removed and had been substituted with a bench. It was placed on the small street that connected Piazza Colonna to Piazza di Monte Citorio, on the left side of the Palazzo Wedekind. In front of the camionetta is a Carro Armato M13/40. The two vehicles were probably deployed by soldiers from the former 1ª Divisione Corazzata Legionaria ‘M’. Source: Le Camionette del Regio Esercito

The two tanks and the vehicles found in Forte Tiburtino were immediately put into service on the order from Lt. Gen. Montagna. The Carri Armati M13/40s and a Camionetta Desertica Modello 1943 were deployed to guard the Piazza Colonna, where the Ente Italiano per le Audizioni Radiofoniche or EIAR (English: Italian Body for Radio Broadcasting) and the Partito Fascista Repubblicano or PFR (English: Republican Fascist Party) were headquartered, in the Palazzo Wedekind. A FIAT 626 and a civilian car were also deployed to transport militiamen.

Another photo of the same Carro Armato M13/40 on the left side of Palazzo Wedekind in Piazza Colonna. Unfortunately, from this angle, the camionetta is not visible, but the FIAT 626 and the civilian car deployed by the 1ª Divisione Corazzata Legionaria ‘M’ are. Source: …Come il Diamante

On 29th September 1943, the former officers and soldiers of the 1ª Divisione Corazzata Legionaria ‘M’ created the Gruppo Corazzato ‘Leonessa’ (English: Armored Group) and were transferred to Montichiari, near Brescia, with the few armored vehicles that they had recovered in Rome. It seems that the Camionetta Desertica Modello 1943 did not follow the unit. The Gruppo Corazzato ‘Leonessa’ was disbanded on 1st May 1945 after its surrender to the US troops in Northern Italy. There is no mention in official documents nor photographic evidence of this camionette in service with the unit between September 1943 and May 1945.

After the War

After the defense of Rome, the soldiers of the Compagnia Esploratori disbanded, but some of its camionette were reused by the Polizia dell’Africa Italiana or PAI (English: Police of the Italian Africa) for public order duties in Rome. Nothing is known about their service with the PAI, but, when the Allied forces liberated Rome in June 1944, all the Polizia dell’Africa Italiana camionette and equipment were taken by the Allied forces that, at the end of the war, delivered them to the newly formed Italian Police.

The Italian Police deployed many Camionette AS42 of both models and at least a Camionetta Desertica Modello 1943.

One of the two images of the Camionetta Desertica Modello 1943 in service with the post-war Italian Police. It is armed with 2 Breda Modello 1937 machine guns. On the right, behind the police officer’s head, “Polizia” is painted white. Source: polizianellastoria.it

The vehicle was only photographed in 1947. during a parade of the Reparto Mobile Blindisti (English: Armored Car Fast Department) in Rome. It was probably deployed as a command vehicle for the armored car unit equipped both with T17E1 Staghound heavy armored cars of US production and with AB43 medium armored cars of Italian production. The two images show the absence of the 20 mm automatic cannon, instead of which 2 Mitragliatrici Breda Modello 1937 were installed on anti-aircraft pintle mounts with big metal crates fixed on the right, containing the 20-round clips to feed the machine guns. These anti-aircraft pintle mounts were from Italian Navy boats.

A Mitragliatrice Media Breda Modello 1937 on a pintle mount on an Italian ship. On the wheeled vehicle, the anti-aircraft metal sight was not installed. Source: italie1935-45.com

Although it could seems a heavy piece of equipment for a public order corp, the camionette and armored cars were only deployed as deterrents during strikes or political rallies.

The Camionetta Desertica Modello 1943 was painted in Amaranth Red (standard Italian Police color after the war) with “Polizia” painted white on the cargo bay.

Second image of the Camionetta Desertica Modello 1943 in Italian Police service. On the left, the mudguard of a T17E1 Staghound heavy armored car of the Reparto Mobile Blindisti is visible. Source: polizianellastoria.it

Conclusion

The Camionetta Desertica Modello 1943 was a cheap transformation of a light truck into a reconnaissance car. It would have been adequate for the role even if its moderate speed could have been a problem during some attacks. It was a good solution to equip a small unit with camionette as a stopgap before the more powerful SPA-Viberti models were available. Had there been a large-scale production of the Camionette Desertiche Modello 1943, FIAT-SPA A.S.37 light desert lorries had to be modified, decreasing the total monthly delivery of light lorries to increase the camionette delivery. This was another example of the Regio Esercito’s continuous production problem throughout the whole war.

Camionetta Desertica Modello 1943 number 9 with license plate Regio Esercito 36749. Illustrations by the illustrious Godzilla funded by our Patreon Campaign.

Camionetta Desertica Modello 1943 in Italian Police service. Illustrations by the illustrious Godzilla funded by our Patreon Campaign.

Camionetta Desertica Modello 1943 Specification
Size (L-W-H)	4.65 x 2.00 x ~ 2.70 m
Weight, battle ready	~5 tonnes
Crew	5 (driver, commander, gunner and 2 loaders)
Engine	SPA 18TL, 4-cylinder petrol engine, 4053 cm3, 52 hp at 2,000 rpm
Speed	50 km/h
Range	900 km
Armament	1 Cannone-Mitragliera Breda da 20/65 Modello 1935 and a Mitragliatrice Media Breda Modello 1937
Production	11 converted

Sources

Le Camionette del Regio Esercito. FIAT-SPA AS/37, SPA-Viberti AS/42, FIAT-SPA AS/43, Desertica 43, i Reparti che le Impiegarono – Enrico Finazzer and Luigi Carpetta – Gruppo Modellistico Trentino – 2014

Italian Tanks and Combat Vehicles of World War II – Ralph A. Riccio – Mattioli 1885 – 2010

Gli Autoveicoli da Combattimento dell’Esercito Italiano, Volume Secondo, Tomo II – Nicola Pignato and Filippo Cappellano – Ufficio Storico dello Stato Maggiore dell’Esercito – 2002

Semicingolati, Motoveicoli e Veicoli Speciali del Regio Esercito Italiano 1919-1943 – Giulio Benussi – Intergest Publishing – 1976

Kingdom of Italy (1942) Armored Car – 1 Prototype Built

History of the ‘AB’ Armored Car Series Project

History of the Semovente da 47/32 su Scafo AB41 Prototype

Design

Hull

Engine and Suspension

Armament

Ammunition

Crew

Testing

Subsequent Developments

Conclusion

Semovente da 47/32 su Scafo AB41 Specification

Sources

Italian Partisans (1943-1945) Medium Armored Cars – Dozens Captured

Context

Design

Operational Use

The Piccola Banda di Ariano

Novara

Turin

Other Units

Conclusion

Sources

Kingdom of Italy/Italian Republic (1936-1955) Car – 519,847 Built

History Behind the Project

Failed Project

Delaying the Project

The New Project

History of the Prototype

Prices, Oddities, and Nickname

Design

Engine and Liquids

Electrical System

Suspension System

Italian Versions

FIAT 500B

FIAT 500C

Variants

FIAT 500 Furgoncino

FIAT 500B and FIAT 500C Giardiniera

Special Variants

FIAT 500 ‘Topolino’ Racing Models

FIAT 500C Coupé Bizzarrini ‘Macchinetta’

Other Customizations

SIATA Amica 49 and 50

Zagato

Other Versions

Production

Military Service

Italy

Italian Partisans

France

Germany

Allied Forces

Foreign Versions

SIMCA 5 and SIMCA 6

Polski-FIAT 500

FIAT-NSU 500

Other License Production Around the World

The ‘Topolino’ in other Parts of the World

Conclusion

FIAT 500A ‘Topolino’ Specification

Sources

Ukraine (2002) Main Battle Tank – 1 Prototype Built

Context

T-62AG and T-62AGM

T-62AG Design

Engine and Transmission

Protection and Survivability

Main Armament

Secondary Armament

T-62AG Fire-Control System and Optic Devices

Modularity Items Shared by Both Upgrades

T-62AGM Design

Engine

Fire-Control System and Optic Device

Autoloader

Other Unknown Features

Failed Export

Kingdom of Italy (1942)
Armored Car – 1 Prototype Built

Italian Partisans (1943-1945)
Medium Armored Cars – Dozens Captured

Kingdom of Italy/Italian Republic (1936-1955)
Car – 519,847 Built

Ukraine (2002)
Main Battle Tank – 1 Prototype Built

Italian Republic (2000-Present)
Military Transport Vehicles – Unknown Number Built

German Reich (1942-1945)
Wheeled Self-Propelled Anti-Aircraft Gun – Unknown Number Built