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South Africa (1995)
APC/MPV – 582 built

The Mamba Armoured Personnel Carrier (APC) is one of several South African Mine Protected Vehicle (MPV) vehicles that have inspired the modern enclosed V-shaped Mine-Resistant Ambush Protected (MRAP) vehicles used by Western armies today. The Mamba was designed and produced when South Africa was still subject to international arms embargoes (UN Security Council adopted Resolution 418, 1977-1994) due to its segregation policies (Apartheid). This was set against the backdrop of the Cold War in Southern Africa, which saw many anti-colonial wars and internal liberation conflicts along political, ethnic, and tribal lines, supported variously by Eastern and Western benefactors. The Mamba is still widely used as a vehicle of choice for humanitarian and peacekeeping operations by the United Nations and is used by several countries for low intensity conflict operations.

Development

With the South African Border War (1966-1989) still in progress, the rising threat of landmines and Improvised Explosive Devices (IED) and civil unrest brewing in the South African townships, the need for an Armored Personnel Carrier (APC) was identified. This new vehicle had to be capable of operating in an urban environment while still retaining an anti-mine capability. The goal was to develop an affordable mine-protected APC to be used in a defensive role where needed. The Buffel MPV was well suited for the bush but was too vulnerable in an urban setting due to its open tub (troop compartment). Additionally, the Buffel did not provide its occupants with good situational awareness due to its lack of all-round windows. In the background (1988-1994), a debate was raging in the South African Defence Force (SADF), especially in the infantry branch, regarding the suitability of various wheeled configurations such as 4×2, 4×4 or 6×6.

The first Mamba 4×2 variant (Mk1) was developed by MECHEM (MECHanical and ChEMical Research), a subsidiary of the Council for Scientific and Industrial Research (CSIR), which was tasked with the design of concept vehicles for later industrial production. This concept design was done under the leadership of Dr. Vernon Joint and his crew within 60 to 90 days. MECHEM reduced much of the limitations of 4×2 vehicles by placing 60% of the vehicle’s weight on the drive axle in conjunction with specialized Michelin tires. This is claimed to nearly equal a 4×4 design in performance.

MECHEM presented two Mamba APCs categorized as Mk1 to the South African Army for trial and evaluation. The Mamba Mk1 made use of Toyota Dyna 5-tonne driveline and parts. The rationale was to ease logistics as Toyota dealers would have been able to supply parts and services when required making use of off the shelf parts. TFM, an independent company making specialized trucks, was awarded the first industrialization contract in 1987 for around 157 vehicles. Mobility testing was done at various testing facilities and, once accepted by the SADF, the Mamba was tested at the ARMSCORs Gerotech testing facility in 1987. The mine blast testing was done at the Wallmansthal testing grounds.

Due to a dispute between MECHEM and TFM regarding royalties, MECHEM approached OMC Engineering, a Reunert subsidiary, in 1993 for assistance with vehicle production, which subsequently agreed to do so.

TFM began work on a 4×4 version which it designated RG31. MECHEM found out and immediately set out to produce their own 4×4 version making use of a Buffel Unimog 416-162 drivetrain (left-hand drive) and Mamba Mk1 chassis. MECHEM once again approached OMC/Sandock Austral, which at the time was being reorganized into Reumech (as Reunert had purchased Sandock Austral), for assistance, and the first prototype was produced in just 28 days and designated Mamba 4×4. The vehicle was taken to Gerotech and shown to the chief of the SADF, who immediately asked how many could be built, to which Sandock Austral responded “as many Buffels as you have”. The Mamba 4×4 would, in 1993, cost around R280,000.00 (R 1,370,000 equivalent to US$ 94,462 in 2020), which was just a tenth of the cost of the 6×6 APC Sandock Austral had developed at the time. A request for tender was issued in mid-1994 and ultimately Sandock Austral was awarded the contract. Sandock Austral awarded a contract to Mercedes Benz Trucks to strip the Buffel drivetrain (engine, gearbox, axles, drop down box etc.) to its bare components. These were then evaluated and refurbished where possible to the original manufacturer’s specifications in order for Mercedes Benz to be able to supply replacement parts in the future. The drivetrain was delivered to Sandock Austral which was part of the assembly line.

Preproduction vehicles were all right-hand drive, as driving in South Africa is done on the left side, making left-hand drive vehicles illegal to operate on roads as reduced visibility while overtaking other vehicles can be dangerous. An initial five vehicles were produced and taken on a roadshow around various infantry bases around South Africa to test the concept on all terrains and get user feedback. One of the pre-production Mambas was christened “Modder Varkie” (Mud Piglet) and, together with several other military vehicles, sent on a goodwill tour “Peace for Africa” from July to September 1993 with the end destination set at the BMW factory in Europe. The purpose was to test the vehicles in African conditions and promote the vehicles for possible sales. However, the tour was cut short due to trouble in Central Africa (Burundian Civil War and Republic of the Congo Civil War).

Armaments Company South Africa (ARMSCOR) drew up a list of requirements according to which the Mamba Mk2 would be tested including small arms fire and mine blast resistance. These mine blast tests were conducted on a pre-production vehicle at the Walmansdal testing range, which led to further refinement and improvements in safety that were incorporated into what would become the Mamba Mk2. Around 15 vehicles were produced a month and the South African National Defence Force (SANDF) took delivery of the Mamba Mk2 in 1994.

During testing, Gerotech found that the Mamba Mk2 engine had difficulty during standardized 60 degree Celsius ambient temperature tests which required redeveloping and was subsequently addressed in the Mk3. The Mk3 prototype was ready in 2002 and mine testing was done in the same year. Additional improvements included improved small arms ballistic protection, improved braking and better stability, improved interior layout, and an overall lower operating cost. In 2006, the contract was awarded for 220 Mamba Mk2 vehicles to be upgraded to Mk3 standard under “Project Jury”. These vehicles were delivered in two batches which consisted of 100 and 120. Between 15 and 20 vehicles were completed a month.

A total of 582 Buffel drivelines would be rebuilt to manufacture the Mamba Mk2. The Mamba Mk2 and Mk3 can be found in all branches of the South African National Defence Force (SANDF), and is extensively used by the SA Army. More than 20 other countries have purchased Mamba vehicles, with the UN being the lead customer for use in peacekeeping and demining operations globally. Current and former operators include the African Union (62), Democratic Republic of the Congo (18), Egypt (14), Equatorial Guinea (25), Estonia (7), Guinea (10), Iraq (115), Ivory Coast (10), Niger (6 – Mk7), Nigeria (25), Sierra Leone (5 – Mk5), South Africa (440), Saudi Arabia (25), South Sudan (10 – Reva-3), Sweden (6), Thailand (207 – Reva 3), Uganda (15), United Arab Emirates (56 – Reva), United Nations (17), United Kingdom (6 – Alvis 8) and Yemen (112 – Reva 3).

Design Features

The Mamba Mk2 and Mk3 are designed as all-terrain, all-weather MPVs which can operate in urban and rural areas for long-range patrol and transportation of personnel. The Mamba’s success is due to several key features. It does not have a chassis and the frame sits on the wheels at a height of 410 mm off the ground with a V-shaped armored underbelly which helps disperse and deflect mine blast energy away from the hull, thereby reducing the potential damage. It is of 4×4 design and pneumatically operated differential lock, allowing for effective cross-country use. Making use of commercially available parts reduces its logistical train as spare parts can be supplied easily off the shelf.

Mobility

The Mamba Mk3’s 4×4 configuration was designed for the African battlespace and characterized by its versatility and cross-country capability. It has a ground clearance of 316 mm (12.4 in) and can ford water one meter (3 ft 3 in) deep and can cross a 900 mm-wide (35 in) ditch at a crawl. Its 4×4 configuration allows it to climb a 70% gradient. The Mk2 has a combat weight of 6.8 tonnes and the Mk3 6.2 tonnes. Both the Mk2 and Mk3 are equipped with the Mercedes Benz OM 352, four-stroke 6-cylinder, water-cooled, direct injection diesel engine which produces 123 hp (18.1 hp/t for the Mk2 and 19.8 hp/t for the Mk3). The engine is located at the front of the vehicle and is coupled to a Mercedes Benz UG 2/30, four-speed manual transmission in the Mk2 and eight-speed synchromesh in the Mk3. The driveline has eight forward (four high and four low) and four reverse gears. It can accelerate from 0 to 60 km/h in 25.2 seconds on a level tar road.

The Mk2 was fitted with drum brakes while the Mk3 was improved by fitting disc brakes. The Mamba Mk2 and Mk3 are claimed to be very stable off-road due to the design of the suspension and powertrain. The Mk2 and Mk3 suspension feature a single coil spring on the front axle and double coil spring on the rear which allows for a great degree of deflecting. The four wheels mount 12.5 x 20 Michelin XSL all-terrain tires. Steering is made possible through a hydraulically-assisted recirculating ball.

Endurance and Logistics

The Mamba Mk2 has a 200-liter diesel fuel tank which grants it an operational range of 900 km (599 miles) via road and 450 km (280 miles) cross country. The Mk3 has a 160-litre fuel tank which grants it an operational range of 800 km (497 miles) via road and 400 km (249 miles) cross country. They have a maximum road speed of 102 km/h (64 mph) and can maintain 90 km/h on-road (56 mph) and 25 km/h (16 mph) cross-country.

A modular design and commercial nature of the components ease maintenance and reduce the logistical burden. The Mamba is equipped with a B46 internal radio for tactical communications and has a one-kilometer range. The Mk2 is fitted with a 100-liter fresh water tank and can be accessed via a tap underneath the front left wheel. The Mk3 only has a 50-liter fresh water tank located on the left rear of the vehicle. The Mamba is equipped with a pneumatic tire inflation system. The system is active when the vehicle is idling with positive air pressure available when the vehicle accelerator is pushed down. The exterior storage bins on both sides of the vehicle are used for vehicle equipment, crew and passenger kits, but are not armored. The weight of the Mk3 is less than the Mk2 and was achieved by reducing the number and size of the exterior storage bins. The Mambas lightweight makes it easily air transportable via C-130 airplane.

Vehicle Layout

The Mamba follows a traditional layout with the engine located at the front of the vehicle, driver’s compartment in the center, and troop compartment to the rear. The engine and transmission are protected by the armored hull to reduce the chances of fatal damage if a mine is detonated.

The Mamba has a crew of two that consists of a driver and commander/gunner. The troop compartment can accommodate nine fully equipped soldiers who are seated facing inward in two rows with five seats on the left and four on the right. Each seat is equipped with a four-point safety harness and a weapon’s mount for safe storage. The Mk2 has two large rectangular windows on either side of the hull. The Mk3, on the other hand, has smaller side-facing windows. Access to the driver’s compartment is through the troop compartment rear door which is opened manually. A hinged step below the door allows for easier access. The driver’s compartment has two roof hatches that open to the rear of the vehicle while the troop compartment has six which open to their respective left or right sides of the hull. These hatches can be used as emergency exit points.

Protection

The Mamba is officially designated as a light armored vehicle. It can protect its occupants against a single TM-57 mine blast under the hull or two TM-57 (12 kg TNT equivalent) mine blasts under any wheel. This is achieved by its V-shaped bottom armored monocoque hull design which deflects blast energy and fragments away from the hull. The fuel tank is externally mounted on the right-hand side of the hull and features a blast-proof cap, thereby reducing the chance that mine blasts would cause a secondary explosion as well as minimizing the risk of catastrophic fire to the crew and passengers. The Mk2 and MK3 have a portable fire extinguisher in the driver’s compartment.

The Mk2 hull is rated to protect against 7.62 x 51 mm NATO Ball ammunition. The Mk3 saw an improvement to its ballistic protection level to also include 5.56 x 45mm NATO Ball ammunition at 30 m by adding a layer of fiberglass plates. All windows are bullet-resistant and can protect against multiple 12.7 mm rounds. The Mk2 and Mk3 driver compartment’s left and right window have a firing port each for close-in protection.

The front and rear lights are protected by steel mesh covers. In the center of the roof to the front, protruding upwards, is a wire cutting pole. The purpose is to protect the crew and passengers from wires which could decapitate them while being exposed above the roof hatches.

Firepower

Although not fitted as standard, several barbettes or pintle-mounted weapon systems can be mounted. The weapon system is operated by the commander/gunner through a roof hatch in the driver’s compartment. The pintle mount is fitted to the roof, just forward of the commander’s hatch. An ammunition rack is located on the roof between the commander’s and driver’s hatches. Standard weapons include a 7.62 mm Browning Machine Gun (BMG) or 12.7 mm BMG and 40 mm Automatic Grenade Launcher (AGL).

Operational Doctrine

The Mamba is fielded by all South Africa`s Motorised Infantry Battalions. As a member of the United Nations (UN) and African Union (AU), South Africa is committed to peacekeeping missions in the Democratic Republic of the Congo (DRC), Sudan and South Sudan. The eastern part of the DRC, characterized by mountainous terrain, is plagued by rebel factions that are known for raping, pillaging and murdering civilians and aid workers. The UN Security Council resolution 2098 of 2013 and subsequent resolutions authorized the formation of a Force Intervention Brigade (FIB) in the DRC with a peace enforcement mandate. The FIB consists of three infantry battalions, one artillery and one Special Force and Reconnaissance company. South Africa makes extensive use of the Mamba for their duties as it excels as a quick reaction APC where the predominant threat is small arms fire and mines.

During late May 2019, a Quick Reaction Force (QRF) consisting of a platoon (Charlie Companie) of 7 SAI on rotation as part of the FIB, responded with four Mamba APC`s to an attack on a base at Ngite. While en route, they came under attack from Allied Democratic Forces (ADF) rebels who set up trenches. The lieutenant in command ordered the use of 40 mm AGL to dislodge the ADF rebels from their trenches. While exiting, the ADF rebels crossed the firing line of the Mamba`s mounted 12.7 mm BMG. A total of 23 ADF rebels died in the firefight and a large number of small arms, LMG and mortars with ammunition were recovered.

The Mamba Family

Mamba Mk1

The original 2×4 was produced by TFM Industries (later Reumech OMC) and over 500 were built. It was later modified into the Springbuck Mk1, and the Reva Mk1 by ICP. The Puma is yet another variant powered by a Toyota Dyna 7-145 powerplant and drivetrain, quite common in Africa.

Mamba Mk2

The 4×4 version built by Sandock Austral for the SADF/SANDF and in service with 18 countries. Additional sub-variants includes the Mk2 EE for the Estonian Army, a Mk2 SW for the Swedish Army. The Komanche is a short wheel base (SWB) variant of the standard Mk2 and can accommodate seven soldiers. Some 582 were built for the SANDF. The Sabre had a slightly enlarged driver’s compartment which could accommodate four with a rear cargo bay instead of a passenger compartment.

Mamba Mk3

An up-armored, ergonomically and technically enhanced version of Mk2. Some 220 SANDF Mk2`s where upgraded to Mk3.

Mamba Mk4

The N4 Trucks (Pty) Ltd. company has designed and built a new Mamba designated Mk4 in their Pretoria factory. Blast testing by the Council for Scientific and Industrial Research (CSIR) showed that the Mk4 could withstand the equivalent blast of 10 kg TNT under its hull and 14 kg of TNT under any wheel. It is marketed globally by Osprea Logistics and has been deployed by African Union (AU) peacekeepers in Somalia. Two variants are available, one built on the Magirius air-cooled drive train and the other on an Iveco Eurocargo drive train with a water-cooled configuration. In Iraq, it is used by private security contractors.

Mamba Mk5 IVECO and MAGIRUS

The Mk5 IVECO and MAGIRUS are fitted with an Iveco or Magirus drive train and provides improved ballistic and mine protection, improved performance, mobility and maneuverability compared to its predecessors. It retains all of the well-known design and performance capabilities of the Mamba family and is fitted with the latest improvements and modifications required for the new century.

Mamba Mk6

No material or reference can be found on any Mk6 ever being produced.

Mamba Mk7 OSPREA

The latest version of the Mamba by Osprea is the Mk7 which builds on the success of the Mk5 IVECO and Mk5 MAGIRUS. The Mk7 provides even higher degrees of ballistic and mine-blast protection, excellent mobility, and more maneuverability than its predecessor. The vehicle is built in the United States of America and has more power, provides innovative tactical capacities, advanced technology, upgraded armor protection and makes use of US components.

Conclusion

The Mamba series of APC`s are arguably the trendsetters for the vast majority of MPV`s used today. It has been used by the AU and UN during peacekeeping missions as well as in the Middle East by various countries and military contractors. It can also conceivable that it is the most successful wheeled vehicle design produced to protect armed forces operating in mine-threatened environments in the world. The Mamba range of vehicles have been exported to dozens of countries and saw widespread use in UN, AU peacekeeping, peace enforcement operations in various conflicts. It has been widely copied and at least five types of derivatives are being sold worldwide under licence.

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Springbuck Mk.1/Mamba Mark 1

Mamba Mk.2

British Alvis K with IFOR in peacekeeping mission Bosnia 1997

Mamba Mk.3

Mamba Mk.5

Mamba Mk2 Specifications
Dimensions (l-w-h)	5.39 – 2.21 – 2.43 m (17.68 – 7.25 – 7.97 ft)
Total weight, battle ready	6.8 tonnes
Crew	2 + 9
Propulsion	Mercedes Benz OM 352, four stroke 6-cylinder, water cooled diesel engine which produces 123 hp (18.1 hp/t)
Suspension	Single coil spring on the front axle and double coil spring on the rear. Additionally it has a hydraulic double-acting telescopic shock absorbers which provide damping for the springs
Top Speed On-Road/Off-Road	102 km/h (64 mph) / 25 km/h (16 mph)
Range On-Road/Off-Road	900 km (599 miles) / 450 km (280 miles)
Armament	7.62 mm BMG 12.7 mm BMG 40 mm AGL
Armor	5 – 6mm (all arcs) armored steel
Total Production	+800

Mamba Mk3 Specifications
Dimensions (l-w-h)	5.46 – 2.1 – 2.5 m (17.91 – 6.88 – 8.20 ft)
Total weight, battle ready	6.2 Tonnes
Crew	2 + 9
Propulsion	Mercedes Benz OM 352, four stroke 6-cylinder, water cooled diesel engine which produces 123 hp (19.8 hp/t)
Suspension	Single coil spring on the front axle and double coil spring on the rear. Additionally it has a hydraulic double-acting telescopic shock absorbers which provide damping for the springs
Top Speed On-Road/Off-Road	102 km/h (64 mph) / 25 km/h (16 mph)
Range On-Road/Off-Road	800 km (497 miles) / 400 km (249 miles)
Armament	7.62 mm BMG 12.7 mm BMG 40 mm AGL
Armor	5 – 6mm (all arcs) armored steel
Total Production	220

Bibliography

Camp, S. & Heitman, H.R. 2014. Surviving the ride: A pictorial history of South African manufactured mine protected vehicles. Pinetown, South Africa: 30° South Publishers.
DEFENCEWEB. 2019. Mamba could be used by SAMHS as a combat ambulance. Date of access: 15 Dec. 2019.
DEFENCEWEB. 2019. South African soldiers repulse ADF rebels in DRC firefight. Date of access: 16 Dec. 2019.
De Villiers, A. 2019. Telephone interview. Former engineer at Sandock Austral Engineering: Mamba develop and production. Date 2 Dec. 2019.
Gardner, D. 2019. Telephone interview. Former Director OMC Engineering: Mamba develop and production. Date 25 Nov. 2019.
Mabulani. 2018. Personal interview: 21SAI Battalion at Mamba display at the African Aerospace and Defence 2018. Date 21 Sep. 2019.
OPSREA. 2019. Mamba Mk7.
OPSREA. 2019. Mamba Mk5 Iveco.
Potgieter, M. 2019. Telephone interview. Former ARMSCOR project manager: Mamba Mk3. Date 4 Dec. 2019.
RVF. 2019. Armored Vehicle Market Report 2019. Mamba numbers. Date of access: 15 Dec. 2019.
SA ARMY. 2010. Vehicles: Mamba. Date of access: 7 Dec. 2019.
SA ARMY. 2010. Weapon systems infantry: Grenade Launchers. Date of access: 7 Dec. 2019.
SA ARMY. 2010. Weapon systems infantry: Machine Guns
http://www.army.mil.za/equipment/weaponsystems/infantry/Machine_Guns.htm Date of access: 7 Dec. 2019.
Sishuba. 2018. Personal interview: 21SAI Battalion at Mamba display during African Aerospace and Defense 2018. Date 21 Sep. 2019.
WORLD HERITAGE ENCYCLOPEDIA. 2019. Mamba APC. Date of access: 7 Dec. 2019.

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South Africa (1977) – Mine Protected Vehicle / Armored Personel Carrier – 2985 built

“Buffel” The African Buffalo

The Buffel was the first-ever mass-produced V-shaped hull, open-topped, Mine Protected Vehicle (MPV) / Armored Personnel Carrier (APC). It was made and used by the South African Defense Force (SADF) at a time when South Africa was subject to ever more strict international embargoes because of its segregation policies (Apartheid). This was set against the backdrop of the Cold War in Southern Africa, which saw many anti-colonial wars and internal liberation conflicts along political, ethnic, and tribal lines, supported by often competing Eastern and Western benefactors. The Buffel would become a staple vehicle for SADF motorized units in South West Africa (SWA), where it was primarily used for patrol duties along the Caprivi Strip along the northern border with Angola and Counter-Insurgency (COIN) operations. It was designed to be mobile and provide protection against anti-tank mines, small arms fire, and shrapnel. The Buffel was phased out of frontline SADF service during the late 1980s and was relegated to internal security use until it was replaced by the Mamba APC in 1995.

Buffel MPV/APC`s leaving Angola at the conclusion Operation Displace, August 1988. Published in PARATUS, September 1988. Photograph Martin Botha

South African Border War (1966-1989) political map (country names added). Created by GhePeU for Wikimedia Commons. Used under the terms of the GNU Free Documentation License

Development

From 1973 onwards, there was a sharp increase in landmine usage by the “South West Africa People’s Organization” (SWAPO), which was fighting an insurgency against South Africa for the independence of SWA. SWAPO operated from bases inside Angola and crossed SWA border over the Caprivi Strip. The SADF at that time had no dedicated mass-produced border-patrol MPV/APC which could protect the occupants against anti-personnel and anti-tank landmines.

Given the increased threat from landmines, the Defence Research Unit (DRU) was tasked by the SADF with improving the crew survivability of its Unimog fleet. The SADF made use of Mercedes-Benz Unimog S trucks, which they bought during the 1960s, of which 200 were upgraded by Messrs United Car and Diesel Distributors (UCDD) during 1973/4 with more powerful OM352 6-cylinder water-cooled diesel engines. The improvement program resulted in the Bosvark (Bushpig).

Bosvark Mk1 APC. Source unknown
The Bosvark featured a V-shaped rear tub which replaced the standard seat section, whilst the driver’s frontal cab section received a Barber deflection plate (mine detonation blast deflection plates). These improvements, while successful, did not protect the occupants from small arms fire. A total of 56 vehicles were produced and used successfully during Operation Savannah (1976). Operation Savannah was the first major military incursion into Angola by the SADF in support of the National Union for the Total Independence of Angola (UNITA), which was fighting a war against the Cuban and Soviet-backed Popular Movement for the Liberation of Angola (MPLA) and the Angolan conventional army, the People’s Armed Forces of Liberation of Angola (FAPLA), for control of Angola.

Post-Operation Savannah, the SADF conducted a needs assessment of their entire fleet. This would later lead to the SAMIL (South African MILitary) range of vehicles. These were specifically designed for the Southern African battle space which required long travel distances without logistical support and in which the terrain itself could damage the vehicle.

Messrs UCDD, who upgraded the Unimogs, came to hear of the new developments and feared a loss in future military contracts. Thus, they set out to redevelop the Bosvark into a dedicated MPV which would function as an APC. Under the leadership of Koos de Wet, who worked at Messrs UCDD, the Bosvark II would take shape. Several improvements were identified and a presentation was made to ARMSCOR early in 1976. A wooden mockup was completed by April 1976 and presented to officials from SADF, ARMSCOR, the Board of Trade and Industry, and the DRU.

ARMSCOR, with the development of the SAMIL range of vehicles, was planning to phase out the Unimog. Subsequent assistance from ARMSCOR for the Bosvark II dried up and the development team had to rely on their own wit and assistance from the DRU to pull the project through. The final prototype was ready by late August 1976, when it presented to ARMSCOR who quickly lost interest and left the demonstration when it came to light that the Bosvark II was not tested.

Bosvark 2 during mobility and wheel displacement testing. With permission from Koos de Wet

Despite this, Messrs UCDD continued its support for the Bosvark II, and via contacts in the SADF and DRU, the necessary tests were arranged on a farm near Zeerust. Representatives from interested groups attended and put the Bosvark II through its paces from dusk until dawn. Some improvements were identified by the development team, but the Bosvark II was certified as tested. Nine more test vehicles were built and delivered to the SADF for testing in the then Northern Transvaal and Ovamboland. A quotation was requested for more vehicles from UCDD. The Defence Research Council (later Chemical Defence Unit) of the Council for Scientific and Industrial Research (CSIR), led by Dr. Vernon Joynt, made further improvements.
In 1976, a live blast test was arranged and Koos de Wet was invited to attend to witness the proceedings. Explosives were placed under the front left wheel of the vehicle. In place of a human occupant, an unlucky male baboon was drafted for SADF service, drugged, and strapped into the driver’s seat. After a massive explosion, the vehicle’s left wheel was nowhere to be found. The baboon survived and was given first aid for a cut on its lip. Whether the baboon received a medal for his bravery is unknown. Attendees were impressed and the experts agreed that the driver and passengers would survive a mine detonation. Koos de Wet was informed that the vehicle would be called the Buffel (Buffalo) if it were placed in SADF service. Both Messrs Busaf Border and Messrs Transverse, which contributed to the development, were excluded by the SADF and ARMSCOR from the Buffel production with no compensation given. Further tests were conducted by the SADF and ARMSCOR throughout early to mid-1977 and improvements made.

61 Base General Workshop (BGW) was often called upon to assist in projects and even at times to manufacture and develop prototypes. 61 BGW would become responsible for the disassembly of the SADF Unimog fleet and preparation for its conversion to the Buffel. The first 19 Buffels left Voortrekkerhoogte in Pretoria, South Africa for the major military logistics and supply base at Grootfontein in SWA during the latter half of 1977. The first Buffels were deployed operationally by late 1978 and some 2985 vehicles would be built over a period of 17 years.

Buffel MPV/APC at Etali military base in South West Africa, 1983/84. Was used during Ops Askari. With permission from Petrus Wiese.

The Buffel Mk1 was fitted with the same Mercedes Benz OM352 6-cylinder water-cooled diesel engine as had been used on the Unimog-based Bosvarks and received a bush guard on the front of the vehicle which helped protect it from damage caused by driving through the bush. The Mk1A was improved by being equipped with drum brakes and an Atlas Diesel OM352 6-cylinder water-cooled engine (a licensed copy of the Mercedes Benz engine). The Mk1B and subsequent variants used the same licensed engine and had the drum brakes replaced with disc brakes. The Buffel Mk2 saw the passenger tub being redesigned to feature all-round visibility through bullet-resistant windows, an armored roof, and a rear entry and exit door.

The Buffel would come to serve in virtually all the branches of the SADF until its retirement in 1995. The only country to ever buy Buffels from South African government directly was Sri Lanka (185). All other users either bought them through private sector auctions or from the United Nations. Only a handful of countries still use the Buffel (or variants thereof), which include Malawi, Sri Lanka, Uganda, and Zambia.

Design features

The Buffel was designed to maximize its occupants’ chances of survival when a mine was detonated anywhere under the hull. This was achieved through several key design elements which included high ground clearance, a V-shaped underbelly, and a purpose-built strengthened design which reduced the risk of shattered or buckled hull plates which could become debris.

The African terrain, which in and of itself can inflict severe punishment on a vehicle, necessitates a robust design. The Buffel’s design and simplicity made field repairs post-mine detonation possible. Most parts could be obtained commercially, which made the Buffel’s logistical train shorter and specialized maintenance support in the field unnecessary. The front of the vehicle was strengthened with a bush guard for driving through instead of around small trees and heavy brush, popularly referred to as bundu bashing (bush breaking ability).

Buffel MPV/APC at the War and Peace Revival 2019 show. With permission from Craig Moore

Mobility

The Buffel’s 4×4 configuration was designed specifically with the African battlespace in mind, which necessitated excellent cross-country mobility. Being wheeled, it also required less maintenance than a tracked vehicle. The suspension consisted of single-coil spring on the front wheels and a double coil springs on the rear wheels. The Buffel had a ground clearance of 420 mm (16.5 in) and could ford 1 meter (3 ft 3 in) of water. The high ground clearance and small width made the Buffel somewhat top-heavy, which occasionally caused problems for inexperienced drivers who would roll the vehicle over if they turned too sharply while at speed, or on uneven or wet and slippery terrain. For those not used to the vehicle’s sway and motion, the passenger tub would be nicknamed the “kots koets” (vomit carriage).

The engine produced 125 hp (20.4 hp/t) at 2800 rpm and was coupled to an eight-speed (eight forward and four reverse) synchromesh manual transmission, the transfer box of which was integrated with the gearbox. The transmission design allowed for in motion changing between 2×4 and 4×4 wheel drive and featured an equal 50% front and rear axle power distribution. The four wheels were 12.50 x 20 in size. They were often filled with water to help absorb the explosive force from a landmine. Conversely, this added around 1.2 tons of weight which negatively affected the vehicle’s range but helped make it more stable to a small degree.

Endurance and logistics

The Buffel had a 200-liter fuel tank which granted it an operational range of 1000 km (600 miles) via road and 500 km (300 miles) cross country. Its maximum road speed was 96 km/h (60 mph) and 30 km/h (19 mph) cross country. A modular design allowed for easier maintenance and reduced logistical requirements. Additionally, the commercial nature of the components made replacement easy and lowered the cost for parts.

Vehicle layout

The Buffel consisted of three main parts: chassis, armored driver’s cab at the front left of the vehicle, and an armored passenger tub at the center rear. The engine was located on the front right-hand side of the vehicle and the transmission in-between the engine and the armored driver’s cab. The engine and transmission placement facilitated easy replacement in the event of damage due to a mine detonation.

Buffel MPV/APC driver’s cab at the War and Peace Revival 2019 show. With permission from Craig Moore
The driver’s cab was surrounded by three rectangular bullet-resistant glass windows and an open-topped roof. The base was wedge-shaped and secured to the chassis via a cable. Early models had no door on the left-hand side, which required the driver to enter through the open-top roof. A single door would be installed on the left side of the driver’s cab to breach this shortcoming, as well as two steel steps. Later variants would also receive a high-density polyethylene roof cover over the driver’s cab. The gear selection was located on the right-hand side of the driver and a spare wheel was kept to the right of the driver’s cab. The driver’s and passenger’s seating was blast resistant and designed to protect the user’s spine in case of a mine detonation under the vehicle.

Access to the passenger tub was gained via two incremental pairs of steel steps on either side. The passenger tub seating was arranged in two rows of five seats, facing outward from the center. All seats were equipped with harnesses to secure the occupants in the case of a mine detonation or accidental rollover, which would otherwise see them thrown clear of the vehicle. A further feature was an anti-roll bar over the top of the passenger tub which would stop the passenger tub rolling over completely. The left and right sides of the passenger tub contained a horizontal panel with circular grooves to allow rifle fire from the passenger’s seating. During contact, the passengers would debus by jumping over the side of the vehicle. The panels were horizontally hinged which allowed them to be opened to ease disembarking. This was, however, rarely done while on the move, as the panels had a tendency to flip back up while crossing uneven terrain at speed, which could lead to injury.

Buffel MPV/APC passenger tub seating visible at the War and Peace Revival 2019 show – With permission from Craig Moore

Traditionally, the section leader would sit on the front left to facilitate communication with the driver. The section machine gun team sat at the rear left with the second-in-command (2IC), who operated the rear-facing machine gun. The number one rifleman sat in the front right and manned the front-facing machine gun, while the remainder of the section sat on the right.

On the rear of the passenger tub was a sizable storage box. The front was used by the passengers to store spare kit, while the top was for the driver’s use. On occasion, a road-killed warthog would be thrown in the storage box for later consumption. At the rear of the chassis was a water tap that was connected to a 100-liter freshwater tank.

Buffel MPV/APC with storage bin visible at the War and Peace Revival 2019 show. With permission from Craig Moore

Protection

The Buffel could protect its occupants against a single TM-57 anti-tank mine blast under the hull, which was equivalent to 6.34 kg of TNT, or a double TM-57 anti-tank mine blast under any wheel. Its V-shaped bottom armored hull design deflected blast energy and fragments away from the driver and passenger tub. The driver’s cab windows were all bulletproof (bulletproof is a misnomer, and should rather be called bullet-resistant). A plastic fuel and water tank was located above the V-shaped underbelly of the passenger tub, to the rear. These tanks would help absorb explosive blast energy from a mine detonation. The armored driver’s cab and passenger tub protected against common small arms fire in theater, which included 7.62 x 51mm NATO and 7.62 x 39mm AK-47 Ball as well as explosive fragments.

Buffel MPV/APC after it hit a TM57 double cheese mine (stacked mines), 1981. With permission from Granger Korff

Firepower

The Buffel’s standard armament was either a single or dual pintle-mounted 5.56 mm or 7.62 mm Light Machine Guns (LMG), which were located on the forward right-hand side of the passenger tub and/or rear left-hand side. Twin mountings have also been observed, with the gunners receiving a gun shield as well. In open terrain, this placement was convenient, but when the Buffel entered the thick bush, the primary armament being located forward would get turned around by branches, making their effective use difficult.

Rear-facing pintle-mounted 7.62 mm LMG. With permission Japie Oberholster

THE BUFFEL FAMILY

The Buffel spawned several variants, which includes a 2.5 ton Cargo Carrier and an Ambulance.

Cargo Carrier
Based on the Buffel Mk1B, the Cargo Carrier was produced in the early 1980s. It retained the one-man driver’s cab, however, the personnel tub was replaced with an open load bed. It could carry 2.6 tons of cargo over 900 km. A total of 57 were produced.

Buffel Mk1B Cargo carrier. With permission Steyns 4×4, Strand, Western Cape

Ambulance
Making use of the standard Buffel Mk1B, the Ambulance variant prototype retained the armored one-man driver’s cab at the front. The passenger tub was redeveloped to be enclosed and could accommodate two medical staff, four lying and one sitting patient. Access was gained to the passenger tub via a rear door. It was, however, concluded that the swaying motion of the passenger cab would make the treatment of casualties difficult and very uncomfortable. Subsequently, no orders were placed.

Moffel
When the Buffel was deployed in urban operations to quell the ever-increasing civil unrest and factional fighting (1991-1993) in South Africa, a redesign was needed to improve all-round safety. This involved enclosing the driver’s cab and passenger tub, which were vulnerable to petrol bombs and other dangerous flying objects. The passenger tub’s horizontal drop-down panels were replaced with bullet-resistant glass windows with two firing ports each. A rear access door with a bullet-resistant window was added to facilitate entry and exit from the tub. Additionally, a bullet-resistant window was fitted on the forward right side. The passengers could open hatches on the top of the cab. The subsequent redesign of the passenger tub reduced the available space from ten to eight passengers and the seating faced inwards. The overall improvements allowed better all-round visibility while vastly improving the safety of the passengers. The Moffel was not produced in great numbers, as the Mamba APC was already being developed.