Chenowth ASLV (Advanced Light Strike Vehicle)

     Notes: This is basically an FAV (also known as the LSV) grown a size larger, and given a more powerful engine to cope with the increased weight.  The resulting vehicle is able to carry greater loads and heavier weapons, up to heavy ATGM and light autocannons.  It otherwise performs in a similar manner to the FAV.  The ASLV is powered by a Porche diesel developing 160 horses. A version with a gasoline engine developing the same horsepower has also been developed. The ASLV can be carried inside a CH-47 or CH-53 helicopter, or sling loaded by the twos on the same helicopters. Three can be carried on a C-130 Hercules, or two if rigged for a parachute drop. Construction is largely of chrome/moly/steel tubes with chrome/moly/steel panels and sheets over the tubes. The fuel tank is explosion resistant, and the fuel tank requires 20% more fuel damage before fuel in it ignites.  The tires are run-flat with the ASLV able to achieve 80% of full speed while flat (though the ride will be much rougher). The ASLV has a 4x4 independent suspension, an improvement over the FAV’s 4x2 suspension. The ASLV is normally armed with two M240 machineguns, or one M2HB or one 40mm grenade machinegun (normally a Mk 19); the ASLV can also be armed with a TOW ATGM, Hellfire ATGM, an ASP-30 autocannon, or a Stinger SAM mount, or two more troops. The weapons can be operated by remote control and feature stabilization (Fair stabilization), allowing for fire on the move. Special operations units using these vehicles are also fond of strapping two rocket launchers onto the vehicle, one on each side of the roll cage.  Light armor can be added to the ASLV if the need arises; this armor is modular and can be added easily.

     Twilight 2000 Notes: These vehicles were not introduced to the US inventory until early 1996, and are relatively rare.

CUCV

     Notes: In the late 1970s and early 1980s, the US military faced a problem.  The Jeeps and their descendants used as general utility vehicles were rapidly wearing out and could not carry large amounts of cargo, and the vehicle that would become the HMMWV was still on the drawing boards and as yet even prototypes had not been built.  There was a need for new utility vehicles.  Therefore, the military adapted commercially available heavy-duty pickup trucks and SUVs for military use, largely from Chrysler, Dodge, Chevy, and AM General. The suspension of these vehicles was beefed up, the option to start with a key replaced by a simple switch, the seats replaced with simple bench seats, heavy-duty bumpers installed, and tie down loops, a towing hook, brackets for small arms, heavy duty air and oil filters, blackout lights, and a slave receptacle added.  The cargo carrier vehicles come in 2-door standard and 4-door extended cabs, and variants include basic cargo/troop carriers, ambulance, shelter/workshop carriers, and flatbed pallet carriers. 

     CUCVs are powered by a Detroit Diesel V8 155-horsepower engine, coupled with a TH-400 automatic transmission. The A2 and A3 variants brought dual rear wheels to the CUCV, installed due to a high number of rollover accidents when the CUCVs carried shelters or large amounts of cargo. The rear axle has an automatic differential lock, while the front axle had a standard open differential; the M1028A1 and M1031 (a chassis-cab variant of the CUCV, meant for the addition of various shelter bodies) have the addition of a limited-slip differential on the front axle. M1028A1 and M1031 brought a PTO potential to the CUCV.

     The M1008 and 1009 are basic cargo carriers; the M1008 is often seen with troops seats for eight in the rear. The M1008A1 is fitted with a 24-volt electrical system and rigging for the addition of a military radio. The M1009 has a 24-volt electrical system and radio rig as standard. Both can tow a 1.4-ton load.  The M1010 is an ambulance version of the CUCV; it has heavy duty GM springs in the suspension to soften bounces and bumps. The M1010 is also used by the Marines as a command post vehicle and an ordnance repair truck. The M1028 and 1031 are shelter carrier variants of the basic CUCV, and can be outfitted as a number of workshop, communications vehicles or cargo carriers.

     In the US military, it is common for troops to mispronounce the acronym and call this vehicle the "Cut-Vee." CUCV stands for Commercial Utility Cargo Vehicle.  This term replaced the COTS term (Commercial Off-The Shelf), which went on to be a more generalized term for items gotten from civilian sources.

     Operators of the CUCV include Albania, Argentina, Canada, Greece, Estonia, Latvia, Lithuania, Liberia, Sudan, and the US.

     Twilight 2000 Notes: By the 2000s, the CUCV and its descendants were still in wide use by US forces, especially by the Reserves, National Guard, and the skeleton crews left behind at bases in the US.

CUCV II

     Notes: This is an "SUV" version of the CUCV, used by command or communications elements in support units, as well as elements as diverse as civilian employees of military bases and police.  The cargo area is covered, and the vehicle is usually equipped with extra communications equipment.  Otherwise, it has the same modifications as the Cargo Carrier.  Most of these vehicles were based on Chevy Suburbans or Tahoes, unlike the pickups of the Cargo Carrier.  The CUCV IIs were largely built at their origin manufacturers when sent to another plant for militarization.  This included an upgrade of the electrical system to 24 volts, a starting switch instead of an ignition with keys, a brush bar, a pintle hitch, towing and loading shackles, and an upgrade of the suspension with extra leaf springs. The CUCV IIs had a choice of three diesel engines, each of which supplies about 210 horsepower. The CUCV IIs have full time all-wheel drive and the front could have a 4.54-ton winch with 65 meters of cable. The K10516 is an SUV version, the K30903 is a personnel/cargo version (and also comes in an ambulance version), and the K20906 is a shelter carrier variant.

     The USAF and Army ordered small batches of these vehicles; larger orders were made by Saudi Arabia, Sweden, Ecuador, Britain, and Venezuela.

Jeep DJ-5 Dispatcher

     Notes: This is a light truck for use in rear areas where off-roading is not expected.  It is normally used for deliveries or shuttling paperwork around.  In civilian use, it is most commonly seen in use by the US Postal Service; in that role, the driver’s seat is on the right instead of the left (so the postman can access roadside postal boxes without leaving his seat).  The doors on either side of the cab slide instead of hinge open, and there is a rear door.  The side doors can be opened while the Dispatcher is in motion. The DJ-5A is powered by a 90-horsepower Chevy 153 4-cylinder gasoline engine; the DJ-5B is powered by an AMC Straight-6 gasoline engine developing 129 horsepower. The DJ-5M is powered by an AMC 2.5-liter 4-cylinder gasoline engine developing 150 horsepower; it is the same engine as powers some variants of the Jeep Wrangler and Cherokee. The engines would seem OP for the light weight of the vehicle, but most are governed down to 1/2 the maximum speed and rated primarily for load-hauling capacity. Suspension is 4x2, so its off-road performance is lackluster.

Chenowth M1040 Fast Attack Vehicle (FAV)

     Notes: This light vehicle resembles a militarized dune buggy.  The frame is constructed of high-strength chrome/moly/steel, with chrome/moly/steel sheets stretched over it.  The fuel tank is explosion-resistant, and the fuel tank requires 20% more fuel damage before fuel in it ignites.  Tires are run flat, with the FAV able to achieve 80% of full speed while flat (though the ride will be much rougher).  The standard engine is a gasoline one, but a diesel engine is also available.  The FAV has three weapons mounts, including one NLT/NMT mount in the rear and one in front of the commander’s position; another weapon mount, which can carry weapons up to light autocannons, heavy machineguns, automatic grenade launchers, or heavy ATGM, is found on top of the roll cage.  Special operations units using these vehicles are also fond of strapping two rocket launchers onto the vehicle, one on each side of the roll cage.  The FAV is strong enough to be airdropped or LAPESed. The engine of the FAV is an STD gasoline engine developing 94 horsepower.

     The Desert Patrol Vehicle is an upgraded FAV, with a 200-horsepower Volkswagen gasoline engine and a larger fuel tank and larger payload capacity.

     American forces using the FAV often referred to it as the “Ninja Jeep.” The FAV was replaced in service by the DPV, especially so in SEAL and Special Forces units. The DPV was replaced by the ASLV, though supplies of the ASLV were low in the Twilight 2000 v2.2 timeline.

Honda Pioneer 700

     Notes: The Pioneer 700 touts its 100% construction in the US using US parts. It has a powerful engine with strong torque.  The Pioneer 700 can change from a four-seater to a three-seater with a small cargo bay where the 4th seat was, to a two-seater with a larger cargo bay. The crew and passengers are protected by an all-around roll cage.  Suspension is independent on all four wheels. The Pioneer 700 can tow 680 kilograms. The bed, in its 2-seater mode, has a tilt cargo area.  Seat belts are four-point and doors are double-latched.  Brakes are front-wheel disc and rear-wheel disc. It has a 36-horsepower engine, and for its light weight, this is decent.

AM General HMMWV M998

     Notes: The M998 is the base vehicle of the HMMWV line, first delivered to the US Army in 1982, and going to serve in over 25 countries as well as in civilian versions.  Military versions have proven to be rugged vehicles with astonishing capabilities, and the ability to accelerate to 50 kmh in 8 seconds and climb 60% slopes or negotiate 40% side slopes.  Normal fording is rated at 0.76 meters, though I have personally put unmodified HMMWVs through deeper water for short distances.  With a fording kit, 1.52 meters can be forded.  An optional accessory is a winch in the front bumper, with 60 meters of cable and a capacity of 2.7 tons. The engine is a Detroit Diesel 6.2-liter 150-horsepower diesel engine, coupled with an automatic transmission.

     The M997 is a HMMWV variant for the transport of wounded.  The cargo bed is sealed off in a large, boxy bay.  Air conditioning and heating (for patient comfort) is provided. 

     The M1042 is a shelter (or box) carrier, with the rear area designed to accommodate a pre-constructed box with various missions (machine shop, communications, etc.).  It is equipped with a 200-amp power system for external systems.  The M1042 also has a 2700-kilogram winch.  Like all HMMWVs, it can ford up to 0.75m of hard-bottom water, or twice that with a kit that takes 15 minutes to install and requires no special skill.  No weapons mount is provided.

     The M1044 is a standard HMMWV fitted with a hard top, NHT mount (C), a 2700-kilogram winch, and supplemental Kevlar armor.

     The M1097 is a higher-payload version of the cargo/troop carrier.  It is equipped with a 200-amp power system for external systems.  The M1097 is soft- or open-topped and can carry up to 8 passengers in its bed.  The M1097 has a 2700-kilogram winch.  It can ford up to 0.75 meters of hard-bottom water unprepared, or twice that with a kit that takes 15 minutes to install and requires no special skills. 

     Also known as the Expanded-Capacity HMMWV, the M998A2 features a more powerful 160-horsepower engine and upgrades suspension that greatly increases the HMMWV’s cargo capacity.  This version replaced the M998 and M998A1 in production starting in 1993, and production of all HMMWV models based on older chassis (except for some of the armored versions) stopped in 1995.

     In addition to being based on the M998A2 chassis, the M997A2 is also fitted with supplemental armor for more protection.  It is otherwise the same vehicle as the M997A1.

     The M1042A2 is a shelter carrier based on the M998A2 Expanded Capacity HMMWV chassis.  It is otherwise identical to the M1042.

     The M1113, also known as the Expanded Capacity Vehicle (ECV), is a HMMWV with a 190 hp engine and even greater cargo capacity.  Most of these vehicles are used as the basis for various armored HMMWV variants, but a “stock” ECV exists.

Logan LMC-1200

     Notes: The LMC-1200 is rectangular-shaped tracked over-the snow vehicle also suited for other difficult terrain such as mud and swamps.  There are three variants of the LMC-1200.  The first has a two-man enclosed cab equipped with bucket seats and an open rear cargo area.  The second has a larger cab that seats up to five and has a smaller uncovered rear cargo area.  The third variant has a fully enclosed body that seats up to twelve, and has a cargo area behind the last seat.  Entry to the cab is by doors on either side (four on the 5-man cab, and two on the other two models); the 12-man fully enclosed body also has double doors in the rear.  Heavy-duty windows are located in front and the sides of the cab, and in the 12-man version, three more windows are on either side of the vehicle and two in the rear.  The LMC-1200 is equipped with a combined heater/window defroster, and in the 12-man version, a secondary heater may be added at the rear.  Standard tracks (used on good terrain and in summer) are 914 millimeters wide, but winter tracks (also meant to be used in deep mud or swamps) are 1152 millimeters wide and make the LMC-1200 somewhat heavier.  The engine is a Ford 6-cylinder gasoline engine developing 124 horsepower. Production of the LMC-1200 has been complete for many years, but the vehicles are still used by all branches of the US armed forces, including the Coast Guard.

Logan LMC-1450

     Notes: Developed for the US Marines in the late 1970s, the LMC-1450 was rapidly overtaken by the LMC-1500, which was designed by the same manufacturer shortly after the LMC-1450 was.  Therefore, the Marines bought only five LMC-1450s, though some other sales were made to civilian agencies.  The LMC-1450 is basically a boxy-shaped vehicle with a somewhat V-shaped front end and tracked suspension.  The basic version (as used by the Marines) has a fully enclosed body with seats for the driver and five passengers, as well as some space at the rear for cargo.  US Marine versions also use the optional roll bars, even though the roof and sides are designed to take twice the weight of a fully loaded LMC-1450.  The driver and front passenger have doors on either side of the vehicle (which opens to the rear instead of the front), and the rear of the vehicle has a large door. Each door has a window, and there is also a window on either side of the body.  The tracked suspension uses five roadwheels, with rubber tracks and steel track shoes.  The tracks may be either 644mm or 793mm wide; softer ground or deep snow calls for wider tracks.  Weight is similar with either width of tracks.  The transmission is automatic, but steering is by laterals instead of a steering wheel, yoke, or bar.  Cab heating is available, but was not used in the Marine LMC-1450s; civilian ones typically do have heaters.  The engine is a Ford 6-cylinder gasoline engine developing 104 horsepower.

     A variant of the LMC-1450 has a two-man cab; the rear of the cab has an uncovered cargo area (which may be used with bows and a canvas tarpaulin cover) and a tailgate at the rear.

Logan LMC-1500

     Notes: Replacing the earlier LMC-1450, the LMC-1500 is a box-shaped tracked carrier designed primarily for over-snow travel.  It is used in the US military primarily by the Navy and Marines and the Army, in very small numbers.  It is also in widespread civilian use by arctic explorers and researchers, and by the FAA.  The vehicle comes in three forms; one version has a small cab with seating for two in bucket seats and an uncovered cargo area to the rear.  The second version has a larger cab with seating for five (in bucket seats) and an enclosed cargo area behind the second row of seats, and doors at the rear of the cargo area in addition to the ones in the cab; it also has two small windows in the sides of the cargo area in addition to the large ones at the front and sides of the cab.  The third model has three rows of seats to provide seating for up to eight, with a smaller cargo area to the rear of the third row of seats, and the last row of seats being a bench.  All windows are made from thick safety glass (but not ballistic glass).  In all cases, the weight of the vehicle is about the same, as is the cargo weight that may be carried.  Two sets of tracks may be used; one is the standard-width “summer” tracks, while the other is the wide “winter” tracks.  The LMC-1500 is also a good vehicle for negotiating deep mud and swamps, though it is not amphibious and can ford only 35.5 centimeters of water.  The LMC-1500 is pretty good on snow, but on deep, unpacked snow, cargo capacity is reduced to 454 kilograms to prevent the vehicle from becoming stuck, even with winter tracks.  (With summer tracks, the LMC-1500 is not capable of negotiating snow any deeper than its water fording capability, 35.5 centimeters.  The engine is an AMC 258 gasoline engine developing 120 horsepower. The LMC-1500 is still in use and still in production.

Dodge M37

     Notes: This is a light cargo truck once found in droves in the US, but now found mainly in Central America, Turkey, Spain, and Thailand.  It has also widely been auctioned off to civilians and is a common sight amongst collectors meets. The M37 was produced from 1951 to 1968 with over 115,000 being built. This vehicle is a 4x4 truck somewhat larger than a pickup truck. The engine is a Dodge Flathead Straight-6 T-245 developing 78 horsepower. The M37 has a Braden LU-4 3.4-ton winch with 75 meters of cable. Towing capacity is 1.82 tons off-road or 2.72 tons on the road. The cab has a canvas roof, and the windshield may be folded down over the hood. The rear cargo area may be covered with a canvas tilt over bows. A common modification is to turn the M37 into a weapons carrier, with four gun mounts around the cargo area.

Willys M38 Jeep

     Notes: This predecessor of the M151 series was developed shortly after World War 2 by Willys to replace the MB Jeeps from that war.  Production lasted from 1950 to 1955 (some sources say 1949 to 1955). The M38 was the military version of the civilian Jeep CJ-3A; differences between the two include a minimalistic dashboard, a 24-volt electrical system, larger diameter headlights with a blackout headlight, a one-piece windshield (which folded to the front), pioneer tolls in brackets on the passenger side, and larger gas caps. There are also brackets for the carriage of a spare tire and a gas can at the rear. The vehicle had tie down points and in later models brackets for sling-loading (late in the Korean War came helicopters capable of sling loading a fully loaded M38). It is basically the model of Jeep produced for civilian use with modifications to better suit it to military use.  In front of the commander is a glove compartment, and under his seat, a vehicle tool kit. In appearance, it is almost identical to the World War 2 model. The engine was a 2.2-liter “Go Devel” gasoline 4-cylinder engine developing 60 horsepower, coupled with a manual 4-speed transmission; the M38A1 was larger and heavier, so it was equipped with a more powerful 68-horsepower engine. The M38 was one of the first US military vehicles with an electrical system shielded against EMP. The entire crew and cargo area could be covered by a canvas tilt over a folding frame.  When uncovered, use could be made of a weapon mount on a post behind the front seats. Canadian models (the M38 CDN) had the addition of a fire extinguisher on the left side behind the front fender, and a water/ration heater to the left of the commander’s seat. In the 1960s, most of these vehicles were sold off to civilians and to museums and displays.

     Crews assigned to the M38 often regarded them as deathtraps, due to their tendency to overturn on rough terrain or in tight turns.

AM General M151 Jeep

     Notes: This descendant of the World War 2 Jeep is also known as the “Mutt” (based on the acronym MUTT, for Military Utility Tactical Transport).  It is used all over the world and can be found in most places that are or have been US Allies, proxies, or otherwise have received US aid.  They were largely phased out of US military service in the 1980s in favor of the HMMWV, but some can be found in National Guard and Reserve units.  Several variants are available; the original M151 was replaced in production in 1964 by the M151A1, then by the M151A2 in 1970.  The heavier variants M718A1 and M825 came later; these two did not have trailer hitches and were not authorized by the US military to haul towed loads.  The M151 and variants can tow 680 kilograms off-road, or 970 kilograms on-road. The M151 may haul 554 kilograms on road, while the M151A1 and M151A2 may haul 544 and 545 kilograms on roads, respectively. The vehicle may have a folding frame with a canvas top fitted, and some even had a hard top.  The Jeep has a pintle mount, but no weapon is provided. The M151 series is powered by an L-142 gasoline engine developing 72 horsepower, coupled with a 5-speed manual transmission.

     Like the M38, the M151 series had a problem with rollover accidents, a problem that was accentuated by the M151’s swing axle suspension. Many M151s were retrofitted with a roll cage in acknowledgement of this problem, a solution that was only partially successful.  In addition, suspension improvements were made, which were also only partially successful. In the end, the solution to the rollover problem was the advent of a new vehicle – the M998 HMMWV.

Willys M274 Mechanical Mule

     Notes: Originally designed for cargo transport in light, airborne, and air assault units, the Mule is little more than a metal platform over a skeletal framework with a barebones driving position.  Handrails can be raised on the edges of the cargo platform to help retain cargo.  The driver may unlock the steering column and fold down the seat to steer the vehicle while walking or crouching behind it.  It is not equipped for towing.  Dozens were used as utility vehicles at Fort Irwin.  One unusual use for this vehicle is as a carrier for the M40A2 106mm recoilless rifle. The M274 was powered by a 14-horsepower Willys 4-cylinder gasoline engine; all versions of the M274 have all-wheel steering except for the M274A5, and all-wheel steering could be switched over to front-wheel steering. They all have all-wheel drive; there was no suspension as such, with shock absorption being provided by the low-pressure tires  (and the cushions on the driver’s seat). Only the M274A5 had electric ignition. There are no passenger seats, though the cargo area has tie-down points. Construction was of magnesium, except the M274A5, which was aluminum. The M274 and A1 used a 4-cylinder Willys engine, while the M274A2-A5 used a 2-cylinder Continental-Hercules engine of the same horsepower.

     The ancestor of the M274 was the immediate post-World War 2 Jungle Burden Carrier, or JBC.  This vehicle was not put into official service nor was it type-standardized, but it was put into limited service in the Far East with US Army units. Soldier reaction to these vehicles was good.  However, at the time, the JBC was not accepted for permanent service, something many soldiers complained about, and in the early to mid-1950s, the M274 was experimented with and placed into service in 1956. The JBC was largely similar to the later M274, but smaller and lighter and carrying a smaller load. It had a lower-power 9-horsepower 2-cylinder gasoline engine, and tillers for control instead of a steering wheel.

     Twilight 2000 Notes: These vehicles were largely out of US service by the Twilight War, but some were used in National Guard units. Some were modified during the war to mount the TOW II missile launcher.

CONDEC M561 Truck

     Notes: More commonly known as the Gama Goat, a few of these vehicles can still be found in US National Guard and Reserve units.  The Gama Goat is a 6x6 drive vehicle with an integral articulated trailer that carries the cargo; it looks like a four-wheeled vehicle towing a two-wheeled trailer, but all wheels are powered.  The Gamma Goat is amphibious, sort of; amphibious crossings are limited to still water such as ponds, canals, and streams, as the Gama Goat has little freeboard and no propulsion in water other than its heavy-lugged tires.  Construction of the body is largely of aluminum. The Gama Goat was supposed to be a universal sort of cargo carrier, but its quirky steering on pavement can make it difficult to handle, and its tendency to flounder in amphibious operations required that drivers have special training. The engine, partially between the driver and commander, is so loud that hearing protection is required. Maintenance is long and complex, with a full lubrication alone requiring six hours. Power is provided by a Detroit Diesel 3-53 101-horsepower engine.

     Some Gama Goats have been modified as ambulances or to carry TOW ATGMs, machineguns, 81mm mortars, communications shelters, GSRs, or aerial radars.  Note that not all of these configurations are amphibious – the heavier ones are not. Current operators are limited to Mexico, though the US Army National Guard used them into the late 1990s.

LTV M715

     Notes: The M715 is a light truck that replaced the original M37 light truck in US service.  It is no longer in active US service (though it may be found in some National Guard and state militia units), but it is still used by Haiti and Israel.  The M715 is a 4x4 vehicle of conventional design that somewhat resembles a pickup truck.  The cab has a removable canvas top, and the rear cargo area has a drop tailgate and removable tarpaulin cover.  Many of these vehicles have a front-mounted winch with a capacity of 3.4 tons.  A kit is available that allows the M715 to ford water 1.1 meters deep.  Power is provided by an OHC 6-230 132.5-horsepower gasoline engine. Towing limits are 1.29 tons off-road or 1.36 tons on-road. Variants include an ambulance, a maintenance truck (normally used to maintain communications lines), and a communications shelter carrier.

     After completing production of the M715 for the US and Israel in 1969, AM General developed an upgraded version called the AM715.  This version is virtually identical in appearance, but features a better suspension, more powerful engine, a folding windshield, folding seats on each side of the cargo bed, and some other minor modifications.  It is physically a smaller vehicle, but only just so, and it is also significantly lighter than the M715.  The AM715 is powered by a Model 6-258 gasoline engine developing 150 horsepower. Towing is 1,.29 tons off-road or 1.36 tons on-road. This version has been sold to various countries worldwide, including many civilian agencies.

     The AM720 is a modification (though not an upgrade) of the AM715.  It follows the AM715 pattern in appearance, but is designed to be less expensive and to be easier to maintain, while offering more cargo space.  Slightly longer than the AM715, it has folding seats in the cargo area for up to 13 troops (6 on each side, and one at the front of the cargo area facing the rear).  Cargo hauling capacity is 1.64 tons if the AM720 stays on roads. The canvas tilt has been replaced by a vinyl one, and a winch has been added to the front with a capacity of 2.83 tons.  The AM720 may be supplied with left- or right-hand drive according to the needs of the customer, and a 24-volt electrical system instead of the standard 12-volt system if necessary.  Two engines are available, one low-power (but high torque) and one high-power (but lower torque).  The AM720 is in widespread use around the world, both by military and civilian agencies. Towing capacity far exceeds its cargo capacity, at 3.63 tons.

AM General M998A4 COHHV

     Notes: The M998A4 COHHV (also known as the Cabover HMMWV) is a HMMWV modification, made almost entirely of standard HMMWV parts.  The M998A4 fills the battlefield void that commercially produced light trucks could not fill, such as parts compatibility and cross-country performance. Over the commander’s position is a hatch with a weapon mount.

     Two versions exist, a standard truck with a bed like the troop carrier HMMWV, and a flatbed version, designed to accept universal “piggy-back” cargo boxes.  These boxes are deployed and mounted by rollers or an integral winch (capacity 2.1 tons).  Communications, hospitals, and machine shop boxes have been fielded, and more were devised during with time.  These types of boxes are modular and can be changed according to need and availability. The engine is a Cummins 6BT turbodiesel with a horsepower rating of 160.

Nordac NMC-40 Warrior FAV

     Notes: This is an experimental three-seat version of the US Army’s Fast Attack Vehicle.  The layout differs slightly from the standard FAV in that a third seat is mounted between the engine and passenger compartment facing the rear.  There are also two weapons mounts -- one in the front of the forward passenger’s seat, and one mounted between the rear passenger seat and the engine.  (The top of the roll cage is where the spare tire is mounted.) The engine itself is a 4-cylinder multifuel engine developing 80 horsepower, with a 4-speed manual transmission, and a 4x2 suspension using torsion bars and independent wheel suspension. On the right side ahead of the rear wheel is a bracket for a jerry can.

Polaris Defense MRZR

     Notes: These two vehicles resemble a cross between an overgrown FAV and a light offroad utility vehicle.  They are designed, like the FAV, to be lightweight, fast, and agile.  The MRZR comes in two versions, the light MRZR D2 and the enlarged MRZR D4.  They were not officially released until this year, 2014 – though reputedly several counties’ special ops units are experimenting with them.  The transmissions are not exactly automatic or manual; the MRZR uses a continuously variable transmission. An option allows the rear seats to face to the rear. The MRZR is a modular vehicle, with flatbeds, standard rear section, fencepost rear section or conventional construction, just a few of the possibilities. They can also be outfitted as litter carriers for wounded soldiers, or with ATGM, rocket, or heavy or light machineguns posts.  Most setups have large roll bar cages in case of rollovers. The MRZR, so far, has been finished with a military tan color only, but Polaris can easily put a different color paint on the vehicles. The engine for the MRZR is a 55-horsepower multifuel engine. The MRZRs can tow 680 kilograms and have a fixed 2041-kilogram winch in the front. Fording is 61 centimeters, but travel while fording is limited to Com Mov 7.

Flyer Group R-1 RATT

     Notes: The RATT (Rescue All-Terrain Transport) was designed for use by USAF search and rescue teams to provide rapid, lightweight transport on the ground when searching for downed pilots, and transporting of wounded pilots to waiting rescue aircraft.  Combat controllers also use the RATT for transport of personnel and equipment. The RATT was introduced into service in 1992, but only 14 were built before it was replaced by later vehicles.  It is basically a metal frame with a rudimentary body stretched over it, and some seats attached along with stretcher brackets.  It is a light, but strong vehicle capable of great road and off-road speed.  It is capable of carrying an astonishing number of passengers or stretchers, despite its small size.  The tires are run flats, and the RATT can use HMMWV tires as a field expedient. The RATT features an “instant kill switch” that turns off all white lights being used on the vehicle with one switch, and IR headlights for operation at night. The RATT uses a 110-horsepower Porsche gasoline engine which is almost OP for its light weight; the RATT has a strengthened frame and structure for use at high speeds. The transmission is an 091 automatic transmission. The limiting factor in speed is the suspension, particularly over rough terrain – it is considered too bouncy for injured personnel.  The RATT is transportable inside CH-47 and CH-53 helicopters, and can be sling loaded from helicopters as small as a UH-60.

Chenowth RAMP-V (RApid MultiPurpose Vehicle)

     Notes: Also known as the GPV (General Purpose Vehicle), the RAMP-V is the load carrier counterpart to the US’s fast attack vehicles.  It is used by special operations forces for casualty evacuation and command and control as well as to carry heavy weapons and other large loads.  A wide variety of weapons mounts, up to four, may be mounted on the roll bar frame.  Like the FAV and ASLV, the RAMP-V is constructed of chrome/moly/steel body panels over chrome/moly/steel tubes for its frame and structural components. Power is provided by a 2.8-liter 4-cylinder 140-horsepower gasoline engine, with a 2.4-liter 4-cylinder diesel of the same horsepower being an option. The RAMP-V is sized so it can be carried internally by CH-47 and CH-53 helicopters, and is light enough to be sling-loaded by UH-60 helicopters.