Russian Armored Cars 1930 2000 PDF

Russian Armored Cars
1930-2000
James Kinnear
Darlington Productions, Inc.

FRONT COVER
Center: B A-1 Os in Vyborg, 1944. All of these vehicles are traveling with the
engine covers open, as was common in hot weather.
Bottom: A BP M-97 armored car at the Bronnitsy Proving Ground, Moscow,
Summer 1999. Photo by Aleksandr Koshavtsev
BACK COVER
Top: FAI-M on display in Moscow, 1999. This FAI-M is the restored FAI-M
which was, for a short time, displayed at the Central Armed Forces
Museum in Moscow. The vehicle was restored by the "Ekipazh" military
history group which has recovered other wartime Russian tanks in
addition to the FAI-M.
Middle: Three color camouflage scheme on a BA-6, Karelian Isthmus, 1941.
Middle: A turretless BRDM-2 (ex 9P148 ATOM vehicle) guarding a road check
point near Moscow during the first Chechen war.
Bottom: A GAZ-3937-10 negotiating a slope during field trials.
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Copyright © 2000
All rights reserved. No portion of this publication may be reproduced, reprinted, stored, or
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The Author asserts the moral right to be identified as the author of this work.
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Table of Contents
Preface 4
Chapter One: Russian Armored Cars — A Historical Perspective 6
Chapter Two: Light Armored Cars 1930-45 12
D-8 13
D-12 17
FAI 19
FAI-M 25
GAZ-TK 31
BA-20 32
BA-20M 37
LB-23 47
BA-21 49
LB-62 52
LB-NATI 55
BA-64 56
BA-64B 71
Chapter Three: Medium and Heavy Armored Cars 1930-1945 100
BA-27 101
BA-27M 108
D-13 113
BA-I 115
BA-3 118
BA-5 120
BA-6 123
BA-6M 137
BA-9 138
BA-10 138
BA-10M 145
BA-11 156
BA-11D 157
Chapter Four: Specialized Armored Vehicles 1930-1945 162
BAD 163
BAD-2 163
PB-4 166
PB-7 174
B-3 half-track 176
BA-30 half-track 178
BA-22 armored ambulance 179
KSP-76 wheeled SPG 181
Chapter Five: Post-War Armored Cars 1945-2000 188
BTR-40 189
BRDM 210
BRDM-2 241
GAZ-3934 280
GAZ-39344 282
GAZ-3937 286
GAZ BP M-97 309
Lavina/Lavina-M 317
Appendices: Specification Table Notes 321
Light Armored Cars Data Table 322
Medium and Heavy Armored Cars Data Table 323
Specialized Armored Vehicles Data Table 324
Post-War Armored Cars Data Table 325
Armored Cars in Museums
By Location 326
By Type 328
Post-War Russian Armored Cars in Foreign Service Data Table 330
Glossary 331
Bibliography 332
Index 336
PREFACE
My interest in Russian armored cars originated with a small book by John Milsom, published in the "Armour in
Profile" series in the early 1970s, which briefly described the history of Russian armored cars of the Second World
War period. That book inspired my interest, and later research, into Russian armored vehicles, which has continued
to the present day.
Until the downfall of the Soviet Union in 1991, the amount of archival material available to researchers in the
West was relatively limited. For the wartime period, vehicle identification relied heavily on German intelligence
reports with attendant German designations for vehicles as identified and destroyed or captured in battle. This book
is written primarily from original Russian sources recently made available, and attempts to describe both the ve-
hicles and their developments from the original Russian perspective. Russian designations are used throughout the
book, with western military designations where appropriate, particularly when these reporting designations are bet-
ter known to readers in the West.
This book concentrates on those vehicles which were designed in Russia and have served with the Soviet and
Russian armed forces over the years. It does not attempt to describe in detail variants developed outside the Former
Soviet Union in the former Warsaw Pact countries, or to cover in depth the foreign service of exported vehicles, as
that would in itself require a complete volume.
I am indebted to a small group of Russian enthusiasts for their help with providing archival material and photo-
graphic references. Additionally, they also assisted in correcting some of my Western perspectives on Russian AFV
design practice and history. In particular, I wish to thank Andrey Aksenov and Alexsandr Koshavtsev, who spent
many hours helping with the preparation of this book and corrected numerous mistakes and misconceptions. Several
of the drawings in this book were provided by Nikolai Polikarpov, and these are credited where appropriate. Steve
Zaloga has, as always, been extremely generous with providing additional information and filling gaps in photo-
graphic references from his extensive database on Russian military equipment. Thanks also go to David Fletcher
and his staff at the Tank Museum in Bovington, England, for allowing me to research their fascinating photographic
collection. Appreciation is also extended to Mikhail Baryatinsky, Jochen Vollert, Trevor Larkum, Maxim Kolomiets,
and Mikhail Svirin, who provided additional information and several rare reference photographs which complete the
book. Where known, the original Russian press photographers have been credited with their work throughout the
book. Some photographs are not as clear and sharp as I would prefer, but have been used where they illustrate rare
vehicles of which better photographs are not available.
This book is the result of several years of research and interest. Few books written on Russian military equip-
ment now remain accurate long after publication, due to constant new information being unearthed from long hidden
and secret Soviet-era archival material. However, the use of Russian original sources throughout this text should
provide the reader with an up-to-date and accurate account of an extensive but hitherto little researched subject.
This book was written in Russia and Ukraine over the years 1997-2000.
Jim Kinnear
6 Russian Armored Cars: 1930-2000
1
Russian Armored Cars
A Historical Perspective
Before the First World War, the Russian Army uti- duced limited numbers of chassis for armored cars in Riga
lized a combination of imported armored car designs and from 1908 until 1915, when parts of the plant (which also
a small number of indigenous vehicles. The country did produced aircraft assemblies) were split and evacuated
not, however, at this time possess the industrial base to to Fili, Taganrog, and locations in the St. Petersburg
series produce armored cars. There were several small region. The part of the plant relocated to Fili (now part
automotive plants in Russia, but these were restricted to of Moscow) was subsequently converted to specialize in
the production of limited numbers of light vehicles. the manufacture and repair of armored cars, tanks, and
Interest in armored vehicles was forced on Russia as other vehicles. The plant was later renamed as the "First
a result of the 1904-05 Russo-Japanese war, which proved Brone-Tanko Avtomobilniy Zavod (BTAZ)." The
a major learning experience for Russian forces at sea and Izhorskiy plant manufactured the armored bodies for these
on land. The war showed the backwardness of Russian vehicles, which were assembled at the relocated Russko-
tactics and also demonstrated the value of mechanized Baltiysky plant after 1915. The most common early pro-
machine gun support for breakthrough operations. As a duction model armored car was the Russo-Balt M, armed
direct result of this wartime experience, several armored with three 7.62mm M-1905 "Maxim" machine guns,
car designs were developed and prototypes tested for the though 37mm main armament could also be installed.
Russian War Ministry, but series production of Russian The vehicle was particularly slow, with a maximum speed
armored cars was still some years in the future. of only 20km/hour, but was otherwise capable and well
The first armored car designed in Russia was devel- armed and mounted on a strong chassis.
oped in 1905 by the Georgian engineer M.A.Nakashidze. The first Russian half track was designed in the ga-
His design for a machine gun armed vehicle with 4-8mm rage of Tsar Nicholas 2 in 1909 and was produced at the
of armor, combat weight of 3,000kg, and a road speed of Russko-Baltiysky plant from 1913. On this chassis, the
50km/hour was accepted by the Russian War Ministry first Russian series-produced half-track armored car was
for service with the Russian Army. However, as no Rus- developed and produced; this vehicle also being com-
sian plant was considered capable of producing the monly referred to as the Russo-Balt. To put armored car
vehicle, manufacture was subcontracted to the French manufacture at this time in perspective, during the six-
company Charron, Girardot, and Voigt, which completed year period 1908-14, the Russko-Baltiysky plant produced
and delivered nine vehicles to the Russian Army. At least only 450 vehicles in total, of which only a small number
one other vehicle was mysteriously "lost" en route to were armored cars.
Russia through Germany and was subsequently evalu- At the beginning of the First World War, the major
ated by the German Army. armored car manufacturers of the 1930s were in their for-
Several military plants began the development of mative years. Nearly all armored cars used in the Rus-
armored cars during the period immediately following sian Army were foreign designs; principally imported
the Russo-Japanese War, including the Izhorskiy plant at from Great Britain and Italy as a result of a series of Rus-
Kolpino, near St. Petersburg, which had formerly spe- sian War Office contracts issued in 1913. Some of the
cialized in the production of armor plate for naval first foreign vehicles imported were sold to Russia by the
vessels. The Izhorskiy plant produced its first armored firms Packard, White, Benz, Jeffrey, and Garford. These
car in 1906 and after many years of small scale produc- vehicles proved particularly unsuitable for Russian con-
tion, the plant was to become the primary manufacturer ditions, with weak chassis and light construction that did
of Russian armored cars during the 1930s. not survive well on Russian roads. Lacking available
In 1908, the Russko-Baltiysky (Russo-Balt) light ve- alternatives, Russian armored car designers nevertheless
hicle plant in Riga, Latvia developed and produced its made maximum use of imported chassis, there being sig-
first indigenously designed armored car. The plant pro- nificant development of armored cars after 1914 using
Russian Armored Cars: A Historical Perspective 7
locally developed armored bodies mounted on these im- In the meantime, St. Petersburg was renamed Petrograd
ported chassis. Late in 1914, the Putilov Plant in St. Pe- in 1914 and again renamed, this time to Leningrad, in
tersburg began production of an 8,000kg armored car 1924. The renaming of cities, which was popular after
armed with a 76.2mm field gun. The new Putilov-Garford 1917, was also applied to factories. The Putilovsky plant
armored car was designed by F.F. Lender, who placed became the Krasniy Putilovsky (Red Putilovsky) plant in
the 76.2mm gun in a rear turret. This provided a good 1917, and was redesignated as the Kirovsky plant in 1934
arc of fire, with additional machine gun armament being in honor of Sergei Mironovitch Kirov, the then-current
provided for close support. It was later claimed by Rus- head of the Leningrad Communist Party.
sia as the world's first wheeled self propelled gun. The During the First World War, before the major armored
Putilov Garford was built in small numbers and made a car manufacturers of the 1930s became established, many
significant contribution during the First World War and enterprising private individuals also designed armored
the Russian Civil War, which followed the 1917 Revolu- vehicles on imported chassis in an attempt to have their
tion. The vehicle, with its impressive 76.2mm armament, projects accepted for lucrative military contracts. Many
was often used to engage armored trains and served with Russian armored car designs developed in the period
the Red Army into the 1930s as a railway artillery 1914-18 included innovative features which were not
vehicle, with its wheels converted to run on the Russian included in series-produced vehicles until many years
rail system. later. Noteworthy developments included the engineer
Small numbers of vehicles were also produced dur- Poplavko's Poplavko-Jeffery (AB-9) armored car of 1915
ing this period at the Izhorskiy plant. The Putilovsky, with its 4x4 chassis, twin engines, twin driver's positions,
Izhorsky, and Obukhovsky (later Bolshevik) plants, which five forward and five reverse gears, and 16mm frontal
were all located in the St. Petersburg area, were to form armor. The Renault Mgebrov, designed in 1914 with its
the industrial center of Russian armored car production highly faceted armor for maximum ballistic protection
in the following decade. At this time, the Putilov plant and the incorporation of armored glass was also an inter-
was by far the largest producer of armored cars, to be esting design concept. The futuristic-looking Renault
overtaken by the Izhorsky plant in the 1930s when the Mgebrov was manufactured in small numbers from the
Putilov plant was converted to heavy tank production. spring of 1916. During the same period, 1915-17, N.N.
Filitov's Tricycle armored car, 1916. The Filitov armored car was one of many vehicles privately developed
for lucrative Russian War Ministry contracts during the years 1916-1918. Approximately twenty were built
and served with the Russian army.
Lebedenko designed several armored cars in the town of best of ideas from these imported designs.
Dmitrov, near Moscow. In 1915 Colonel Gulkevitch de- Despite extensive overseas procurement from 1916,
signed a 40 tonne armored car on the imported Lombard a significant gap followed in both foreign purchases and
chassis armed with a field gun intended for heavy fire domestic manufacture, and by October 1918, the fledg-
support for infantry. Gulkevitch's design was impracti- ling Red Army possessed a total of only 150 armored
cal and not developed beyond conceptual stage, however cars; this number remaining stable for several years. By
he was particularly interested in the advantages of half- 1918 there were thirty-eight armored "groups" in service
tracks for crossing obstacles, including barbed wire de- with a total of 150 armored cars; each group consisting
fenses. He went on to significantly modify his original of four vehicles and one hundred supporting infantry. By
plans and developed his designs into the first Russian 1919 there were fifty such groups, and this had risen to
half-track armored car for which the Putilov plant pro- only fifty-one by 1920. Towards the end of the First World
vided the armored body. War in 1918, the Izhorskiy plant at Kolpino produced
Though their ideas were not generally developed only 115 armored cars; the first post-World War One ar-
beyond prototype or limited series production stage at mored cars to enter Russian Army service being produced
the time, these designers would play a prominent part in primarily by the relocated Russko-Baltiysky plant.
the development of future series-produced armored cars, During the Civil War which followed the Russian
while many of the ideas, such as the twin engines used Revolution, armored cars were the principle AFV on the
on the Poplavko-Jeffery AB-9, were to be incorporated battlefield. After the Civil War, Russia was left with only
many years later in post World War Two vehicles such as a handful of serviceable armored cars and a moderniza-
the BTR-60 APC series. tion program was desperately needed. This could not be
In the autumn of 1914, the Putilovsky plant halted achieved, however, until the Russian automotive indus-
production of transport vehicles and reorganized as a spe- try was sufficiently advanced to support such a radical
cialized armored car manufacturer. In 1916, on govern- indigenous manufacturing program. The development
ment orders, it began production of Austin Putilov half- of armored car (and tank) production from a cottage in-
track armored cars with their distinctive twin offset tur- dustry to mass production was dependent on the existance
rets, which maximized the armament's arc of fire. The of a modern motor industry, which came about in Russia
Austin Putilovets combined a half-track designed by the at the end of the 1920s.
French engineer Regresse (who worked in St. Petersburg On 7th November 1924, the AMO F-15 truck, a Rus-
on contract to the Russian government) on an Austin chas- sian development of the FIAT F-15 design, was paraded
sis armored by the Putilovsky plant. The vehicle was on Red Square, Moscow. The AMO F-15 was the first
developed in the spring of 1916 and extensively field series-produced Russian truck. It was important in sig-
trialled during the months of August and September the nalling the beginnings of a Russian heavy automobile in-
same year. The vehicle excelled in trials and was imme- dustry, and with it the ability to use new series-produced
diately accepted for service in the Russian Army. The chassis on which to mount armored car bodies. There
Austin-Putilov, with its two 7.62mm M-1910 machine was, however, no significant production of armored cars
guns, 8mm armor, and 25km/hour road speed was offi- in Russia between 1918 and 1927. The BA-27 did not
cially referred to as a half track armoured car,but the ve- enter production until the beginning of the first Five Year
hicles were often referred to as "poltanka" (literally "half- Plan in 1927 as part of a major and long overdue pro-
tank") in service. The vehicle is also referred to as the gram to mechanize the Russian Army.
"Austin Kegresse" or "Putilov Kegresse". Later in 1916, In December 1929, the formal process of mechaniz-
the Putilov plant developed a new turret which provided ing the Russian Army began and mechanized brigades
an element of anti-aircraft fire capability. were formed, each with 220 tanks and 56 armored cars.
The year 1916 was another important year for for- In line with the overall mechanization plan, some thirty
eign procurement, with armored car purchase contracts models of armored car were designed and produced dur-
being completed with the British firms Austin, Lanchester, ing the period 1927-40. In the 1930s Russian armored
Sheffield Simplex, Armstrong Whitworth, and Jarrott. cars were divided into two types; light and heavy, the
Small numbers of vehicles were also purchased from Fiat difference in classification being in armament rather than
of Italy and the French company Renault, while the pur- weight. The light classification was used for armored
chasing expeditions also procured MkV and Whippet cars armed with machine guns, while heavy armoured
tanks from Great Britain and Renault FT tanks from cars were generally those armed with a 37mm or 45mm
France. Russia was gathering the knowledge and experi- tank gun. There were a small number of Russian "me-
ence which would be refined in the development of in- dium" armored cars, such as the BA-27M, but these were
digenous vehicles in the years ahead, incorporating the generally classified as heavy for operational purposes.
Russian Armored Cars: A Historical Perspective 9
BA-lOMs on summer maneuvers, 1939. (Tank Museum, Bovington, UK. Ref: 2454/F4)
The first series-produced armored car produced in also later to provide 6x4 chassis for limited production
Russia was the BA-27, produced by the Izhorskiy plant heavy armored cars.
on the AMO F-15 chassis from 1927, with later produc- During the early 1930s "operational" use of Russian
tion batches of the BA-27 being built on the Ford AA armored cars was, for the most part, restricted to exer-
chassis. A total of one hundred BA-27 vehicles were built. cises conducted primarily in the Kiev Military District.
In 1931, Izhorskiy began production of the D-8 and D- Small numbers of Russian armored cars (especially the
12 on the light Ford/GAZ-A chassis, and later the same FAI, B A-3, and BA-6) were used during the Spanish Civil
year began production of the heavy BA-I, the first in a War, and experience gained during this conflict was
series of B A heavy armored cars which remained in pro- incorporated into future designs which had better ballis-
duction until 1940. With series production of armored tic protection, particularly with regard to armor slope.
cars underway (albeit with limited numbers produced), The battles of the Khalkin Gol against Japan in the sum-
the early 1930s were to represent the era of modern ar- mer of 1939 were also a significant learning experience,
mored car and tank development in Russia in parallel with with 345 Russian armored cars and 495 tanks engaged in
most other industrialized nations around the world. combat operations during the conflict. Russian armored
The chassis for most armored cars of the 1930s were cars were also used in the invasion of Poland, the Baltic
built by the KIM plant in Moscow and the Gorkiy plant Republics, and Finland before the outbreak of total war
in Nizhny Novgorod. The latter plant was originally against Germany in June 1941. Most armored cars were
known as the Nizhny Novgorod Automobile plant (NAZ), destroyed or abandoned within weeks of the outbreak of
but was renamed as the Gorkiy Automobile Plant (GAZ) war with Germany, though some stationed in the Far East
in the mid-1930s. These chassis were shipped to the ar- Military District at the time of war's outbreak appeared
mored car manufacturers (primarily the Izhorskiy and the only later on the Russian "Western" front. A small num-
smaller but longer established Vyksinskiy plant), where ber of captured vehicles were used by German Army.
the armored bodies were mounted on the chassis and final Post-war, GAZ became the predominant armored car
assembly was undertaken. Prior to 1931, the imported design bureau and manufacturer, with the GAZ plant pro-
Ford Timken chassis was used for some Russian armored ducing the majority of Soviet and Russian wheeled AFVs
cars. While this chassis was available thereafter, the pro- from 1946 to the present day. This included the BTR-40,
vision of series production technology to the USSR by BRDM, and BRDM-2 armored cars and the BTR-60,
Henry Ford in 1931-32 gave a major boost to Russian BTR-70, and BTR-80 series of wheeled APCs. In 1972,
armored car production. It provided ready made chassis a modern plant was established at Arzamas, south of
for both light (Ford/GAZ-A and Ford/GAZ-AA-based) Gorkiy (which was renamed Nizhny Novgorod in 1991)
and heavy (GAZ-AAA-based) armored cars. ZiS was and in 1980 the Arzamas plant began concentrating on
B TR-80 and other AFV designs. The vehicles produced tirely from only ten years ago, when the needs of War-
by GAZ and latterly Arzamas were used in large num- saw Pact and NATO countries were supported by mas-
bers by the Soviet Army and widely exported to former sive military spending and defense equipment produc-
Warsaw Pact countries and other client states worldwide. tion. Russia today is looking towards export markets,
They proved reliable in service and relatively simple to and new armored cars are being introduced with multi-
maintain. Today, even the elderly BTR-40 remains in purpose military and paramilitary capability, in an attempt
service with some armies, some fifty years after its origi- to widen the potential market in an era of reduced world-
nal introduction into Soviet Army service. wide requirement for conventional armored vehicles.
In 2000, worldwide defense needs have changed en-
12 Russian Armored Cars: 1930 to 2000
2
Light Armored Cars
1930-1945
D-8
D-12
FAI
FAI-M
GAZ-TK
BA-20
BA-20M
LB-23
BA-21
LB-62
LB-NATI
BA-64
BA-64B
Light Armored Cars, 1930-1945 13
After the Civil War, Russia was left with only a hand-
ful of serviceable armored cars and a modernization pro-
gram was desperately needed. This could not be achieved,
however, until the Russian automotive industry was suf-
ficiently advanced to support such a radical indigenous
development program.
On the 7th November 1924, the AMO F-15 truck, a
Russian development of a Fiat design, was paraded in
Red Square. The introduction of this small Russian-
developed and manufactured truck signalled the begin- D-8 armored car. Russian drawing showing rear ar-
ning of the Russian heavy automotive industry and with mament installation.
it the ability to use new chassis on which armored car
bodies could be mounted for military purposes. This cars and their tactical use had inspired him. The arrival
manufacturing potential was given a considerable boost of the new Ford-A chassis allowed him to develop his
with the establishment of a new plant in Nizhny Novgorod ideas and paper design studies into vehicles suitable for
in 1931-32. series production.
Dyrenkov made a prolonged visit to the Izhorskiy
armor plant while the Ford-A chassis was being readied
D-8 Light Armored Car for production at the KIM plant in Moscow. He was very
impressed with the capabilities of the Izhorskiy plant and
N.I. Dyrenkov was a senior design engineer at the his visit confirmed his thoughts on having his designs
KIM plant in Moscow when in 1930 the plant began pro- produced at Izhorskiy on the Ford-A chassis produced
duction of the new Ford-A chassis, which was also at by KIM. In the mid-1930s, upon his return to the KIM
that time being readied for production at the giant "Gudok plant, Dyrenkov began work on a new small armored car
Oktyabrya" or "October Horn" (later GAZ) plant at design based on the Ford-A 4x2 automobile which he
Nizhny Novgorod. Dyrenkov had a long-term personal developed in collaboration with engineers at the Izhorskiy
interest in armored car development and had read the U.S. plant.
journal Army Ordnance, in which articles on U.S. armored The new vehicle, designated D-8 (Dyrenkov-8) was
intended as a service replacement for the BA-27, though
it was a lighter class of vehicle, smaller, without tank
gun armament but with comparable armor protection. The
BA-27 had served with the Red Army as a wheeled tank
when there was a need for armored cars to fulfill such a
role in the formative years of the Soviet automobile
industry. By 1931, light tanks were becoming available
in number and the D-8 was therefore introduced as a
purpose-designed reconnaissance vehicle with reduced
machine-gun armament which was adequate for recon-
naissance purposes.
Dyrenkov did not want to install a turret on the D-8,
arguing that the added weight involved in mounting a
turret could be better used for additional armor, so the
armament was placed within the hull of the vehicle. Fir-
ing ports in the hull gave the vehicle a potential 360° arc
of fire, though space to move weapons within the hull
was restricted. On the original prototype D-8, there were
up to four machine gun ball mounts: one on either side,
one at the hull rear and one in front and to the right of the
driver; however, this was impractical for a two man crew
D-8 armored car crossing a river. This retouched and the armament firing ports were reduced on produc-
photo shows the ball-mounted DT machine gun front tion models of the D-8. The crew consisted of a driver
armament with its armored cover. (Tank Museum, and a busy commander/gunner who operated the vehicle
Bovington, UK) machine gun(s).
The D-8 underwent Red Army acceptance trials in

late 1931 concurrently with the similar D-12. During
these field trials the D-8 was armed with a single 7.62mm
machine gun located in the front right of the fighting com-
partment. Marshal Klimenti Voroshilov witnessed the
trials, and at his suggestion a second machine gun was
reintroduced, located at the rear of the vehicle, on the
right side. After successful completion of evaluation tri-
als, both the D-8 and the D-12 were accepted for service
in the Red Army.
The D-8 was the first Russian series-produced ar-
mored car of the 1930s. It was built in small numbers at
the Izhorskiy Plant between 1931 and 1932 and served
with the Red Army in the early 1930s. In 1932, some
D-8s on airborne maneuvers at Kiev Military District
D-8s in service with the Russian Army underwent a
in 1934. This grainy photo is taken from a Soviet film
rebuild program which included the mounting of a small
clip, which shows D-8s being unloaded from a TB-3
turret armed with a 7.62mm DT machine gun. A small
bomber during an airborne landing. Two D-8s were
number of D-8 s were so modified, the vehicle being the
transported facing each other under the aircraft fuse-
basis for the D-8s replacement, the FAI. The D-8 was an
lage.
SPECIFICATIONS D-8
Design bureau: Moscow Auto Zavod (KIM) Power output: 40hp (29.4kW)) @ 2,200rpm
Crew: 2 Fuel type/capacity: Petrol/40 liters
Manufacturing plant: Izhorsk Transmission: 3F IR
Service date: 1931 Series produced Steering: Rack & pinion
Combat weight: 2,000kg** Tires: 5.50-19
Brakes: Mechanical, drums on all wheels
Dimensions: (m) Radio: No
Length: 3.540
Width: 1.705 Performance:
Height: 1.680 Maximum road speed (km/h): 85
Wheelbase: 2.63 Maximum terrain speed (km/h): 30
Track: 1.42 Road range (km): 225
Ground clearance: 0.224 Terrain range (km): 120-180
Power/weight ratio: 25.3hp (18.9kW)/tonne
Armor: (mm) Ground pressure: N A
Hull front: 7 Gradient: 15°
Hull rear: 6 Trench: 0.3m
Hull sides: 7 Fording: 0.5m
Hull floor: 3
Notes:
Armament: * The D-8 was normally armed with two 7.62mm
Main armament: 2x7.62mm DT/4,158* DT machine guns with a claimed 4,158 rounds of
Secondary armament: None ammunition stowed on board. This number of rounds
Firing height: NA would seem excessive for the size of the vehicle and
Elevation/depression: N A though normally 2,079 rounds were carried per
weapon, a stowage compromise was undoubtedly
Automotive: made.
Type: Ford-A ** The vehicle weight was approximately 1,580kg,
Capacity: 3,285 cm3 with full combat weight including fuel and ammuni-
Cylinders: 4 tion being approximately 2,000 kg.
D-8 armored car three-way view.

Artwork: Mikhail Petrovsky
(originally reproduced in Tekhnika Molodozhi)
overall successful design but was underpowered and had he was rarely found in his seat.
negligible cross-country performance. Conventional tire
chains were used in snow and on bad roads. The hull of the D-8 was built from 7mm heat treated steel
In 1934, D-8s were among the first Russian armored plates, the armor being sufficient to protect the crew from
cars to be used with airborne forces with D-8s participat- small arms fire and shrapnel. Access to the vehicle was
ing in airborne maneuvers in Ukraine during that year. by two side doors, while the vehicle commander had a
The D-8s were air-transported and landed by TB-3 heavy two-piece hatch centrally mounted in the fighting com-
bombers, each carrying two D-8s mounted in series on a partment roof.
special subframe under the aircraft fuselage. Soviet news- The vehicle was armed with two 7.62mm DT
reels of the time show the vehicles being dismounted from machine guns, one ball-mounted at the front right of the
the bombers after landing with apparent ease. vehicle and the other ball-mounted at the rear on the right
No D-8s appear to have remained in service at the side. 2,079 rounds of ammunition were stowed within
time of the outbreak of war with Germany in June, 1941. the vehicle for each weapon, of which 756 were armor
piercing rounds.
Description The D-8 was powered by a four cylinder Ford-A
engine developing 40hp (30kW), which gave the vehicle
The D-8 was built on the Ford-A chassis produced at excellent performance on roads, though off-road capa-
the KIM plant in Moscow with the armored body manu- bility was very limited.
factured at the Izhorskiy plant, where final assembly was As with the BA-27, the D-8 had to overcome the tra-
also undertaken. The chassis was strengthened for mount- ditional problem of engine cooling in combat with the
ing the additional weight of the armored body, though intake louvers shut. Dyrenkov designed an armored cowl
the vehicle retained the original lightweight spoked under the front engine compartment such that with the
wheels of the GAZ-A. armored louvers shut, air was drawn into the engine com-
The D-8 had a front-mounted engine with a rear fight- partment through the cowl. This became a feature on
ing compartment which accommodated the driver and many later Russian armored cars, particularly the BA
commander. The vehicle commander sat alongside the heavy series.
driver, but as he also operated the two DT machine guns
Prototype D-12 at the Izhorskiy plant. The prototype D-12 has side mounted ball mounts for the DT machine
guns. These were deleted on production vehicles as the crew was seriously overworked. Note the AAMG ring
mount on the roof.
D-12 Light Armored Car
The D-12 (Dyrenkov-12) light armored car was

developed by N.I. Dyrenkov based on his standard D-8
design, but with a modified fighting compartment with
an open roof, on which was mounted a 7.62mm PM-1910
(Maxim) water-cooled or DT air-cooled anti-aircraft
machine gun.
The original prototype D-12 was armed with one
7.62mm DT machine gun mounted in the front right of
the fighting compartment and a 7.62mm DT or 7.62mm
PM-1910 machine gun on a ring mount located on the D-12 side view drawing.
vehicle roof. In addition, the prototype was provided with
ball mounts for DT machine guns in each side of the fight- occasional anti-aircraft roles. The final prototypes were
ing compartment, so that the front or rear DT machine field trialed alongside the D-8 and were also accepted for
guns could be moved to these positions as required. These service in the Red Army. A small series of D-12 armored
side mounts were deleted in series production D-12s, as cars were subsequently built at the KIM plant in Mos-
the armament was excessive for a two-man crew. cow during 1932 concurrently with the D-8. The vehicle
Based on the Ford-A light vehicle chassis then being served with the Red Army during the early 1930s and
introduced into the Soviet motor industry for mass pro- was frequently seen on Red Square during November 7th
duction at KIM in Moscow and GAZ in Nizhny military parades. Some D-12s remained in service with
Novgorod, the D-12 was 280kg heavier than the D-8 but the RKKA in the Soviet far east after the outbreak of war
was similar in overall performance. in 1941, with a few surviving to take part in the victory
The D-12 was intended for infantry support and parade in Mongolia in 1945.
SPECIFICATIONS D-12
Design bureau: Moscow Auto Zavod (KIM) Automotive:

Crew: 2 Type: Ford-A
Manufacturing plant: Izhorskiy Capacity: 3285cm3
Service date: 1931 Small series produced Cylinders: 4
Combat weight: 2,280 kg Power output: 40hp (29.4kW ) @ 2,200rpm
Fuel type/capacity: Petrol/40 liters
Dimensions: (m) Transmission: 3F IR
Length: 3.540 Steering: Rack & pinion
Width: 1.705 Tires: 5.50-19
Height: 2.520 (including AA mount) Brakes: Mechanical, drums on all wheels
Wheelbase: 2.63 Radio: No
Track: 1.42
Ground clearance: 0.224 Performance:
Maximum road speed (km/h): 85
Armor: (mm) Maximum terrain speed (km/h): NA
Hull front: 7 Road range (km): 225
Hull sides: 7 Terrain range (km): 120-180
Hull roof: 6 Power/weight ratio: 17.5 hp (13.0kW)/tonnc
Hull floor: 3 Ground pressure: N A
Gradient: 15°
Armament: Trench: 0.3m
Main armament: Ix7.62mm PM-1910/2,090* Fording: 0.5m
Secondary armament: 1/2x7.62mm DT/2,079
Firing height: NA Note:
Elevation/depression: NA * As with the D-8, the armament on the D-12 could be
a combination of weapons as described.
ABOVE: D-12 prototype at Izhorskiy. Another view of

the D-12 showing front, side, and anti-aircraft armament.
(Maxim Kolomiets)
RIGHT: D-12 standard production

model. The prototype's side-mounted DT
machine guns were deleted on the produc-
tion model D-8. (Tank Museum,
Bovington, UK. Ref: 3202/C4)
This remarkable photograph shows two D-12 armored cars during the victory parade in Mongolia in Septem-
ber 1945. The vehicle on the right has the standard anti-aircraft machine gun ring mount of the D-12, while
the vehicle on the left has a large single-piece roof hatch. Both vehicles are fitted with later roadwheels as used
on the BA-64 series. Behind the D-12s can be seen a mix of FAIs, BA-20Ms, and BA-10s, all of which survived
the war intact.
FAI Light Armored Car
The FAI or FA-I (Ford-A - Izhorskiy) light armored

car was designed by the FAI OKB and developed to
prototype stage in 1931, based on the GAZ-A chassis and
mechanicals. The FAFs principal improvement in com-
parison with the D-8 was the addition of a cylindrical
turret mounting a 7.62mm DT machine gun, which pro-
vided a true 360° arc of fire, giving the vehicle better
combat capability than its predecessor. The addition of a
turret did not affect the overall combat weight of the
vehicle, which at 1,990kg compared favorably with the FAI armored car.
D-8, though the vehicle height was increased to 2.24m.
As the four cylinder Ford-A engine used in the FAI was radio and extensive use was made of flag communica-
the same as that used in the D-8, the FAFs weight was tions. The FAI was the standard light armored car in
essentially unchanged from its predecessor. The FAI had Russian Army service until the introduction of the BA-
similar performance to the earlier D-8. 20 series in 1936. It saw foreign service during the Span-
The FAI was successfully field trialed and accepted ish Civil War, was used in considerable numbers during
for service in the Red Army. It entered production at the the Khalkhin Gol campaign against Japan, served with
Izhorskiy plant in Leningrad during 1932, replacing both Russian forces during the invasion of Poland in 1939,
the D-8 and D-12. The original model FAI on the GAZ- served in the Baltic Republics and served during the
A chassis was series produced from 1932 to 1936, during Russo-Finnish War in 1940. By 1941 and the outbreak
which 676 were produced. None were provided with of war with Germany, few were left in service with the
SPECIFICATIONS FAI
Design bureau: FAI bureau Firing height: NA

Crew: Two-Commander/gunner and driver Elevation/depression: NA
Manufacturing plant: Izhorskiy
Service date: 1932 series produced Automotive:
Combat weight: 1,990 kg Type: Ford-A (GAZ-A)
Capacity: 3,285cm3
Dimensions: (m) Cylinders: 4
Length: 3.75 Power output: 42hp (31kW) @ 2,200rpm
Width: 1.68 Fuel type/capacity: Petrol/40 liters
Height: 2.24 Transmission: 3F IR
Wheelbase: 2.63 Steering: Rack & pinion
Track: 1.42 Tires: 5.50-19
Ground clearance: 0.224 Brakes: Mechanical, drums on all wheels
Radio: No
Armor: (mm)
Hull front: 6 Performance:
Hull sides: 6 Maximum road speed (km/h): 80
Hull rear: 4 Maximum terrain speed (km/h): 30
Hull roof: 5 Road range (km): 200
Hull floor: 3 Terrain range (km): 170
Turret front: 6 Power/weight ratio: 21hp (15.7kW)/tonne
Turret sides: 6 Ground pressure: 2.3kg/cm2
Gradient: 15°
Main armament: 7.62mm DT/1,323 Side slope: 12°
Secondary armament: None Fording: 0.3m
FAIs on maneuvers, Kiev Military District, summer 1935. The FAIs are accompanied by GAZ-As and five
AK-1 radio vehicles based on the GAZ-4. The aircraft are R-5 light bombers.
FAIs assemble at the Kiev Military District manuevers, 1934. There are several types of markings evident in
this photo. Some FAIs have white turret bands with broken red lines beneath, some additionally have red
stars, and some have no marking bands at all. FAI crews made extensive use of flag communication. Also in
the photo are BA-Is and a 203mm B-4 tracked howitzer.
FAI standard production model.

(Tank Museum, Bovington, UK. Ref: 522/E3)
FAIs at the Kiev Military District Maneuvers, 1934 or 1935. This rear view shows the standard stowage
pattern including fender boxes, rear-mounted spare wheel, and an axe on the vehicle rear.
FAIs on Red Square, Moscow.
Left: FAIs on parade, Red Square, 1st May

1937. Note the tactical number painted on the
frontal armor of the FAI to the right in the
photograph. (Photographer: Kinelovskiy,
photo credit Russian State Cine and Photo
Archives)
Right: FAIs on parade during the 1st May

Parade, 1936, Kiev. (Russian State Cine and
Photo Archives)
Description
The FAI had a crew of two, consisting of the driver

and commander/gunner who operated the turret-mounted
7.62mm DT machine gun.
The vehicle layout was conventional, with the
engine at the front and the fighting compartment behind,
surmounted by a small turret. Due to the relatively low
fighting compartment roof, the driver and commander
had armored domes in the roof above their stations. The
vehicle retained the spoked wheels of the original
GAZ-A.
The 40hp [29.8kW, some sources state 42hp (3 IkW)]
FAIs on parade, Red Square, 1st May 1937. On close GAZ engine gave the FAI reasonable performance, with
inspection, all FAIs in this photograph have tactical an impressive road speed of 80km/hour but a road range
numbers displayed on the radiator armor. limited to 200km.
(Kinelovskiy, photo credit R.S.C.P.A.) The main drawback with the FAI was its thin armor,
though the 6mm armor plate was adequate protection from
Red Army and all were quickly destroyed in combat. small arms fire. The narrow track tires limited the
During its production life, there were several experi- vehicle's all-terrain performance.
mental attempts to up-armor the FA1, but the vehicle was
at the limit of development on the GAZ-A chassis. The
GAZ-A chassis was overloaded by forty-five percent FAI-ZhD
when mounting the FAI armored body in combat order
(which was a normal Soviet practice also accepted for The only series-produced variant of the FAI was the
cargo overloading on military vehicles). However, the FAI-ZhD (Zheleznaya Doroga or "steel road/rail road")
new GAZ-M1 chassis became available in 1934-35, rail scout, built in small numbers in 1933.
which allowed designers at Izhorskiy to modify the body
for mating to the new, more powerful vehicle chassis with
its 50hp (36.8kW) engine. The FAI was produced on
this new chassis from 1938 under the designation FAI-
M. Design work also turned at this time to the develop-
ment of light armored cars on new 6x4 chassis for better
weight distribution; examples including the GAZ-TK,
LB-23 and BA-21.
FAI-ZhD rail scout vehicle.
The FAI-ZhD rail scout variant was a very success-

ful design. Generally referred to as the FAI-ZhD
Bronedrezina, the vehicle could achieve 85km/hour on
rails and a moderate 24km/hour in reverse; a major dis-
advantage for a railbound vehicle. On roads the vehicle
FAIs on parade in Kiev during the 1st May parade, could travel at speeds up to 40km/hour, half that of the
1936. May is particularly warm in Kiev and these standard FAI, due mainly to the additional weight of the
vehicles have all apertures open for cooling of both stowed ZhD wheel rims.
the engine and the vehicle crew. The rail wheels on the FAI-ZhD were actually flanged
FAI-Zhd Rail Scout armored car. The FAI-ZhD rail scout version of the FAI was produced in small numbers.
The ZhD rail wheels on the FAI-ZhD were actually steel bands which were fitted over the standard road
wheels. Note the mounting point for the ZhD wheels on the hull side. (M. Baryatinsky)
I I",
An FAI-M of the 5th Army passes a KV-1 M-1940, Battle of Moscow, December 1941.
FAI-M Light Armored Car
In 1936, the Vyksinsky plant began series produc-

tion of the new BA-20 armored car, based on the newly
available GAZ-M1 chassis. The BA-20 was produced in
large numbers and quickly replaced the obsolete FAI pro-
duced at Izhorskiy as the standard armored car in Rus-
sian Army service. The Vyksinskiy plant thereby became
the primary manufacturer of light armored cars in the late
1930's, while the Izhorskiy plant continued to concen-
trate for the most part on the production of heavy armored
cars.
Concurrently with the concentration of light armored
car production at the Vyksinskiy plant, the Izhorskiy plant
produced a final batch of modernized FAI armored cars,
designated FAI-M. These vehicles used FAI bodies pro-
vided from factory storage mounted on the same GAZ-
Ml chassis as the BA-20 series. The resulting FAI-M
was built by the Izhorskiy plant concurrently with
BA-20 production at Vyksinskiy. Russian sources indi-
cate that the FAI-M was introduced in 1938, concurrently
with the modernization of the BA-20 series at Vyksinskiy.
It is not clear if FAI-M production started earlier (the
GAZ-M1 chassis having been available in 1936), or if
not, why the FAI bodies were in storage and available for
mounting on the GAZ-M1 chassis as late as 1938.
FAI-ZhD datasheet. This original datasheet is typical The FAI-M had an updated engine, improved fuel
of the documentation that accompanied a vehicle from capacity, and extended vehicle range, but the combat char-
the factory for GABTU evaluation trials. acteristics of the vehicle were otherwise similar to the
FAI which it replaced in production. The FAI-M was, in
steel rings which were slipped over the standard wheels 1938, still not fitted with a radio as standard.
when required. The vehicle was driven onto railway lines In comparison with the original FAI, the FAI-M was
and then a standard tank jack was used to lift first the produced in very small numbers; only seventy-six FAI-
front and then the rear of the vehicle while the bands were Ms being built in total. The FAI-M served with Russian
attached over the main road wheels. The disadvantage forces during the invasion of Poland, during the battles
of this process was that it took the crew a minimum of for the Baltic Republics in 1938-39, throughout the 1940
thirty minutes to complete the task. "Winter War" with Finland, and in the opening stages of
The later BA-20 system, in which the main road the 1941-45 war with Germany. All FAI-Ms still in
wheels were replaced with new flanged ZhD wheels, also service in 1941 were quickly abandoned or destroyed in
took time to prepare. It was not until nearly ten years combat.
after the FAI-ZhD's introduction that experiments were
made with the later BA-64 using smaller diameter ZhD Description
wheels which were permanently attached to the vehicle
and could be simply lifted clear of the rails when not re- The primary feature of the FAI-M which distinguishes
quired. it from the BA-20 is the distinctive FAI hull, which was
When not in use, the FAI-ZhD's wheels were stowed considerably shorter than the new GAZ-M1 chassis on
on either side of the vehicle, mounted on stub axles ahead which it was mounted. This resulted in the rear axle be-
of the vehicle doors. ing in line with the rear of the armored body, giving the
The FAI-ZhD rail variant carried more ammunition vehicle a particularly disproportionate appearance. The
than the standard variant (2,520 rounds of 7.62mm) and chamfered lower hull of the original FAI hull required an
had a combat weight of 1,900kg. Length was 3.69m and additional armored plate riveted in place to modify the
overall width 1.73m with ZhD wheels fitted. design for attachment to the GAZ-M1 chassis. The slight
SPECIFICATIONS FAI-M
Elevation/depression: NA
Design bureau: FAI OKB
Crew: 2 Automotive:
Manufacturing plant: Izhorskiy Type: GAZ-M1
Service date: 1938 Cylinders: 4
Combat weight: 2,300kg* Capacity: 3,285cm3
Power output: 50hp (37kW ) @ 2,800rpm
Dimensions: (m) Fuel type/capacity: Petrol/60 liter
Length: 4.310 Transmission: 3F IR
Width: 1.750 Steering: Rack & pinion
Height: 2.240 Tires: 5.50-19
Wheelbase: 2.845 Brakes: Mechanical, drums on all wheels
Track width: 1.44 Radio: No
Ground clearance: 0.235
Performance:
Armor: (mm) Maximum road speed (km/h): 90
Hull front: 6 Maximum terrain speed (km/h): NA
Hull sides: 6 Road range (km): 350
Hull rear: 4 Terrain range (km): 270
Hull roof: 5 Power/weight ratio: 25hp (18.7kW)/tonne
Hull floor: 3 Ground pressure: 2.5kg/cm2
Turret front: 6 Gradient: 15-16°
Turret sides: 6 Trench: 0.4m
Fording: 0.5m
Armament:
Main armament: 7.62mm DT/1,323 Note:
Secondary armament: None * Vehicle weight without ammunition and crew was
Firing height: NA approximately 2,000 kg.
A side view of the FAI-M preserved at the Central Armed Forces Museum, Moscow. This vehicle was pri-
vately restored by enthusiast Anton Shalitov and temporarily displayed at the museum in the autumn of 1996.
Note the short hull relative to the GAZ-M1 chassis and the stamped steel wheels.
FAI-M. An unusual photo demonstrating the FAI-M and its parent vehicle, the GAZ-M1 "Emka". Note the
distinctive arrangement of the vehicle rear, with the rear axle mounted behind the armored body. This
photo is typical of misleading Soviet era illustrations as the body has none of the features of the FAI ( such as
distinctive head covers). The domed turret hatch common to the FAI and BA-20 is also omitted. (Tank
Museum, Bovington, UK. Ref: 3202/C3)
Rear view of the FAI-M at the Central Armed Forces Museum, Moscow.
The FAI-M does not have the chamfered lower hull armor of the FAI and the rear wheels project beyond the
armored body.
FAI-M turret with 7.62mm DT armament.

FAI-M hull configuration. The armored engine louvers and large external hinges are evident in this view.
Compare the overall vehicle finish with the BA-20.
FAI-M radiator armor.

This is the restored FAI-M which was,

for a short time, displayed at the Cen-
tral Armed Forces Museum in Moscow.
The vehicle was restored by the
"Ekipazah" military history group
which has recovered and restored sev-
eral wartime Russian tanks in addition
to the FAI-M. (Andrey Aksenov)
slope to the front section of the fighting compartment and Vyksinsky plants at this time to produce a new light
roof and the two roof domes were both retained from the armored car on the GAZ-M1 chassis, which later became
FAI. the BA-20, but the problem of weight distribution on a
The FA1-M was powered by the new GAZ-M1 light 4x2 chassis was seen by design engineers at NATI
engine which developed 50hp (37kW). Solid stamped and the vehicle manufacturing plants as an ongoing prob-
steel disc wheels from the GAZ-M1 were used on the lem. Several design bureaus therefore developed 6x4
FAI-M, replacing the wire wheels of the earlier FAI. The chassis in an attempt to increase mobility and these chas-
FAI-M was provided with type GK (Gubchataya Kamera) sis were in several instances also used as the basis for
tires made of sponge rubber, which allowed the vehicle new armored car designs. The GAZ-TK 6x4 vehicle was
to travel with tires damaged by shrapnel or small-arms one such vehicle. Developed at the GAZ OKB, the GAZ-
fire. TK (Tryoshka Kurchevskogo - - "three axle by
The quality of welding and general workmanship was Kurchevskiy") was essentially a lengthened GAZ-A with
particularly good on the FAI-M, which was produced in two rear-drive axles and a cargo area which was intended
an era when quality workmanship was not eroded by later as a weapon's platform. The GAZ-TK was built in small
wartime requirements for quantity rather than quality. numbers and trialed in specialized tank destroyer roles,
mounting the DRK-4 and other recoilless anti-tank guns
developed by the engineer Kurchevskiy.
GAZ-TK Light Armored Car On the GAZ-TK chassis, the Kolomna plant (Zavod
N°38), near Ryazan in the Moscow region, developed and
In the mid 1930s the D-8, D-12, and FAI were the built an armored car version of the vehicle, also given
standard light armored cars employed by the Red Army the identical designation GAZ-TK. Developed to proto-
for reconnaissance and liaison roles. By 1935, however, type stage in 1935, the GAZ-TK armored car used an
the light GAZ-A 4x2 chassis on which these vehicles were elongated and modified FAI hull and turret and retained
based was becoming seriously overloaded, which led to the same armament configuration as the FAI. The elon-
these armored cars invariably bogging down when trav- gated hull provided additional fighting compartment space
elling off-road. Design work was underway at the GAZ and allowed the fitting of a heavy 71-TK-l radio trans-
SPECIFICATIONS GAZ-TK Firing height: N A

Design bureau: Kolomenskiy (Zavod N°38)
Crew: 3 Automotive:
Manufacturing plant: Kolomenskiy (Zavod N°38) Type: GAZ-A
Service date: Prototype -1935 Capacity: 3,285cm3
Combat weight: 2,620kg Cylinders: 4
Power output: 40hp (30kW) @ 2,200rpm
Dimensions: (m) Fuel type/capacity: Petrol/78 liters
Height: 2.21 Tires: 5.50-19
Track width: 1.42 Radio: 71-TK-l
Performance:
Hull front: 6 Maximum terrain speed (km/h): N A
Hull sides: 6 Road range (km): 188-230
Turret front: 6 Terrain range (km): N A
Turret sides: 6 Power/weight ratio: 15.3hp (11.4kW)/tonne
Ground pressure: NA
Armament: Gradient: 22°
Main armament: 1x7.62mm DT/1,764 Trench: 0.5m
The GAZ-TK armored car was a reliable vehicle, but

the availability of the new GAZ-AAA 6x4 chassis meant
that the lightweight GAZ-TK chassis, which was still not
ideal for mounting an armored car body, could be replaced
with V.A. Grachev's heavier GAZ-AAA design. The
GAZ-TK armored car did not, therefore, enter series pro-
duction. It did not offer any major armament or armor
advantages over the smaller B A series based on the GAZ-
GAZ-TK with a 76.2mm recoilless rifle. The original Ml then entering production, while the GAZ-AAA chas-
GAZ-TK was a 6x4 all-terrain vehicle capable of sis was already being employed on the heavy B A series
mounting recoilless anti-tank weapons such as the one of armored cars. The mobility advantage of a lightweight
shown here. The chassis was used for the identically 6x4 armored car was to resurface as a concept two years
named GAZ-TK armored car. later, however, with the development of the BA-21.
mitter/receiver in the hull rear, for which a frame aerial

was mounted around the hull. BA-20 Light Armored Car
With an armor basis of 6mm, the GAZ-TK had a com-
bat weight of 2,620kg which was not excessive for the Throughout the 1930s, light armored cars such as the
vehicle's 40hp (30kW) GAZ engine, giving the vehicle a D-8, D-12, and FAI used conventional vehicle chassis
good 15.3hp(11.4kW)/tonne power/weight ratio. Aroad modified to accept the additional weight of an armored
speed of 63km/hour was achieved during trials. body. By 1935, the FAI design was at the limits of its
The GAZ-TK retained the single spoked wheels of development on the GAZ-A 4x2 light vehicle chassis, its
the GAZ-A, with field trials showing that the 6x4 light construction and limited power output precluding
concept provided better traction and cross-country per- any additional weight being mounted on the frame. Fur-
formance than the FAI even though the thin section tires ther development awaited the availability of a new chas-
were retained. The spare wheels were mounted on stub sis, which duly arrived in the form of the GAZ-M1
axles on the engine compartment sides and were free- "Emka" 4x2 light car, developed at GAZ by A.A. Lipgart
rotating to allow for obstacle clearance. A third spare and A.M. Kriger. The GAZ-M1 entered series produc-
tire was mounted at the rear of the vehicle. tion in 1934-35. In anticipation of the availability of this
GAZ-TK armored car. The GAZ-TK was an experimental armored car based on the 6x4 GAZ-TK chassis.
The vehicle had a lengthened hull and radio with a frame antenna. The spare wheels were free spinning on
their mounting hubs to aid mobility. The GAZ-TK was not series produced.
SPECIFICATIONS BA-20 Firing height: NA

Elevation/depression: +23/-2°
Design bureau: Vyksinskiy OKB
Crew: 2 (3) Commander, driver, (radio operator) Automotive:
Manufacturing plant: Vyksinskiy zavod Type:GAZ-Ml
Service date: 1936-41 Capacity: 3,285cm3
Power output: 50hp (36.8kW) @ 2,800rpm
Length: 4.10 Transmission: 3F 1R
Height: 2.30 Tires: 7.00 - 16 GK combat tires
Track width: 1.44 Electrical system: NA
Ground clearance: 0.235-0.240 Radio:71-TK-l + TPU-2
Armor: (mm) Performance:

Hull front: 6 Maximum road speed (km/h): 90
Hull sides: 6 Maximum terrain speed (km/h): N A
Hull rear: 4 Road range (km): 350
Turret front: 6 Terrain range (km): 270
Turret sides: NA Power/weight ratio: 21.4hp (16.0kW)/tonne
Ground pressure: 2.7kg/cm2
Main armament: 7.62mm DT/1,386 rounds Trench: 0.35-0.40m
Secondary armament: 15 x F-l grenades Fording: 0.5m
new, more powerful chassis, design work began in 1934 larly robust and reliable in service. It saw combat in the
at Vyksinskiy and GAZ on a new light armored car which battles of the Khalkhin Gol against Japan in 1939, the
upon completion of field trials in late 1935 was accepted invasion of Poland, the Russo-Finnish war, in the Baltic
for service in the Russian Army as the BA-20 armored Republics, and in the opening stages of the 1941-45
car. "Great Patriotic War," at which time large numbers of
The GAZ-M1 was series produced at GAZ from 1936 BA-20s were concentrated in the Baltic Republics and
with the chassis being shipped to Vyksa where assembly Western Ukraine. As with many armored cars, signifi-
of the BA-20 was undertaken using armored bodies pro- cant numbers of BA-20s were also stationed in the
duced by both the Vyksa and Izhorskiy plants. The GAZ- Russian Far East when war with Germany broke out, and
Ml chassis was powered by a GAZ-M1 engine develop- were gradually returned to the Western Front during the
ing 50hp which, when mated to the armored body, gave period from June 1941 to early 1942. Captured vehicles
the BA-20 armored car a very high 21.4hp (16.0 kW)/ were used in small numbers by the German and Finnish
tonne power/weight ratio. The additional weight capac- armies; Finland designating captured BA-20s as the
ity allowed for the mounting of a radio as standard, which Ps 5. BA-20s captured by the German Army were put
had been one of the problems with earlier armored cars, into service as the Panzerspahwagen BA-202 (r).
as early radio transmitters were extremely bulky and In total, 2,056 BA-20 armored cars were produced,
heavy to the extent that they could not easily be mounted including a small number of the BA-20ZhD rail scout
in a smaller, less powerful armored vehicle. By the mid- conversion variant. The BA-20 was modernized as the
1930s it was apparent that radios were essential for mod- BA-20M in 1938. As with the BA-20, the BA-20M saw
ern combat conditions and provision for their installation service in large numbers early in World War II.
was given more consideration, particularly on reconnais-
sance vehicles. Description
The BA-20 served in the Red Army from 1936 and
became the most numerous (and popular) armored car in The BA-20 armored car chassis was developed on
the Red Army in the late 1930s, proving to be particu- the basis of the GAZ-M1 at GAZ in Nizhny Novgorod
BA-20 prototype. This photograph shows a prototype BA-20 still fitted with chromed headlights, wheel hub
caps and indicators as used on the GAZ-M1 on which the BA-20 was based. M. Baryatinsky.
A BA-20 and BA-10M enter Borovsk, Kaluga Oblast, January 1942. The original BA-20 is recognized by its
small turret with vertical sides. The whitewash camouflage on this vehicle has been heavily weathered since
application. Viewed together and allowing for perspective, it is apparent that the BA-10M heavy armored car
is not significantly larger than the light BA-20 vehicle.
application, viewed logeiner ana allowing lor perspective, u is apparent mai me r»/\-iuivi neavy armui eu car
BA-20s on Red Square, Moscow. Three of these BA-20s are fitted with radio and have the distinctive frame
aerial mounted around the hull. Note that the vehicles are driving with the armored radiator covers open,
suggesting expected overheating problems. A Komintern artillery tractor can be seen in the background
ready to assist in vehicle recovery.
while the BA-20 body was developed at the Vyksinskiy
plant where the armored bodies were built and final
assembly of the BA-20 was undertaken.
All models of the BA-20 and BA-20M were built on
the GAZ-M1 chassis. The GAZ-M1 engine developed
50-52hp (39kW) which gave the vehicle a maximum
speed of 90km/hour on good roads. The original GAZ-
M1 chassis was redesigned to accept the heavier armored
body of the BA-20, modifications including an updated
differential, rear axle, and springs.
The BA-20 mounted a 7.62mm DT machine gun in a
cylindrical turret which was provided with three vision
blocks; one either side and one at the rear. The original
cylindrical turret was replaced with a larger conical tur-
ret on the BA-20M.
The BA-20 had a crew of two, namely driver and the
vehicle commander who also acted as the vehicle
gunner. In addition, a radio operator was carried on
command vehicles. Normal entry and exit from the
vehicle was by means of the doors in either side of the
vehicle fighting compartment. The BA-20 also had, for
the first time on a Russian armored car, an escape hatch
in the fighting compartment floor located between the
chassis legs. Described as a desant hatch, its primary
purpose was evacuation from a damaged vehicle under
BA-20 reconnaissance patrol parked in a forest. This
fire as with tank escape hatches, rather than for egress of
is a good comparison shot. The vehicle in the fore-
desant troops as the hatch's name would suggest, which
ground is a BA-20M with the later conical turret, while
would not have been practical given the vehicle's ground
the vehicle in the background is the earlier BA-20,
clearance.
with a smaller cylindrical turret. Both are fitted with
The BA-20 body on its GAZ-M1 chassis had an over-
the later whip-type radio antenna. (Sergei
Ogorodnikov) all more balanced appearance than the FAI-M to which it
BA-20 on maneuvers, 1935. Note the large

headlamps, also used on the ZiS-5 truck.
BA-20 ZhD Rail Scout Armored Car. This

is a rare photograph of an early produc-
tion model BA-20 fitted with ZhD rail
wheels. (M. Baryatinsky)
was otherwise generally similar in layout. BA-20ZhD

Though using a modernized chassis and up-rated
powerplant, the BA-20s performance was similar to the The BA-20ZhD rail drezine was produced in small
FAI. The engine and mechanical upgrades along with numbers in 1935, BA-20ZhD being the designation given
larger section tires gave the BA-20 better off-road per- to the standard BA-20 when adapted for rail scout duties
formance, particularly in soft ground where earlier by having the ability to change the standard wheels out
vehicles like the FAI were prone to bog down easily. In for flanged steel rail wheels. The wheels were replace-
developing the BA-20, the designers paid much atten- ments for the road wheels rather than additional slip-over
tion to battlefield survivability; the vehicle being fitted bands as on the earlier FAI-ZhD. The rail version of the
with GK bulletproof tires as standard. The BA-20 was BA-20 had a combat weight of 2,780kg and could achieve
overall very reliable in service and popular with its crews. 80km/hour on rails with a rail range of 540km. Due to
its rail reconnaissance role, a radio was fitted as standard

plant in 1938, with a new, wider conical turret and the
and a full vehicle crew of three was carried; the third 71-TK-l radio set as fitted on some BA-20s replaced with
crewman being the radio operator. The BA-20ZhD saw a new model 71-TK-3 radio set which was installed as
extensive service in the opening weeks of the war. standard on all BA-20Ms. With the addition of the radio
When not in use, the ZhD rail wheels were stowed operator, the BA-20M had a standard crew of three. Other
with one on either side of the vehicle in front of the doors
detail changes included the provision of a larger fuel tank
and two at the vehicle rear. giving the vehicle increased operational range.
The first BA-20Ms produced retained the frame
antenna mounted around the hull roof which was used on
BA-20 Command Vehicle (BA-20U) the original BA-20 commander's vehicles fitted with
radio. This frame antenna was later deleted and replaced
Early BA-20 command vehicles used a frame antenna with the standard whip antenna dashpot mounted on the
located round the upper hull. Some later BA-20s were left side of the fighting compartment superstructure or
fitted with a dashpot-mounted antenna. Most later model occassionally on the engine deck.
(BA-20M) command vehicles used a whip antenna. The enlarged ninety liter fuel tank increased the
vehicle's operating range to 450km on roads, though due
to the higher combat weight of the BA-20M (up from
BA-20 Monocoque Body 2,300kg to 2,520kg) the vehicle's road speed was reduced.
It was, however, considered that fast road speed was not
A single prototype BA-20 with a monocoque body was an essential requirement for a reconnaissance vehicle and
built in 1939. The intention was to strengthen the reasonable speed with good range was a better design
vehicle by integrating the separate chassis components compromise.
into the armored hull of the vehicle, so providing a more The B A-20M continued to be manufactured at Vyksa
rigid load bearing construction which could accept heavier after the outbreak of war in June 1941, with the factory
armor weight. The design did not progress beyond finally ending production in the early months of 1942.
prototype stage. In 1938, 301 BA-20/20Ms were produced, 335 in 1939
(including forty-three ZhD versions) and 439 BA-20Ms
were built between 1941-45. In total 2,013 BA-20Ms of
BA-20M Light Armored Car all variants were manufactured.
BA-20Ms were used in the invasion of Poland and
The original BA-20 was modernized at the Vyksa the Baltic Republics, during the Finnish Winter War and
BA-20Ms in the Transcaucuses Military District, 1939 or 1940.

SPECIFICATIONS BA-20M Secondary armament: 15 x F-l grenades

Firing height: NA
Design bureau: Vyksinskiy OKB Elevation/depression: NA
Crew: 3
Manufacturing plant: Vyksinskiy zavod Automotive:
Service date: 1936-1942 Type:GAZ-Ml
Combat weight: 2,520kg Capacity: 3,285cm3
Cylinders: 4
Dimensions: (m) Power output: 50hp (36.8kW) @ 2,800rpm
Length: 4.310 Fuel type/capacity: Petrol/90 liters
Width: 1.75 Transmission: 3F IR
Height: 2.13 Steering: Rack & pinion
Wheelbase: 2.845 Tires: 7.00 - 16 GK tires in combat
Track width: 1.44 Brakes: Mechanical, drums on all wheels
Ground clearance: 0.235-0.240m Radio: 71-TK-3 /TPU-2 laryngaphone

Hull front: 6 Maximum road speed (km/h): 60-70
Turret front: 6 Road range (km): 450
Turret sides: 6 Terrain range (km): 335
Hull rear: 4 Power/weight ratio: 20hp (14.9kW)/tonne
Hull floor/roof: 3 Ground pressure: 2.9kg/cm2
Gradient: 15°
Main armament: 7.62mm DT/1,386 Fording: 0.5m
BA-20M, Stalingrad region, October 1942. This vehicle, N°15-02, is commanded by Senior Sergeant M.K.
Azorov. The radio antenna mount is clearly seen on the hull side. The wheel rims are much darker than the
rest of the vehicle, being painted either a darker green or more likely original black.
Upper left, middle left, and below: Three views of the

BA-20M preserved at the Parola Tank Museum, Fin-
land. This BA-20M is also fitted with the early type
frame antenna around the hull.
Above and left: Two posed "action" views of another

BA-20M in winter camouflage, crew poised for com-
bat. The photo on bottom/left of page 28 is the same
vehicle as shown here. All photos during the "Battle
for Moscow."
BA-20M command vehicle. The vehicle pictured is a BA-20M fitted with the frame antenna more commonly
seen on the earlier BA-20. The photo shows Russian and German soldiers together, after the successful inva-
sion of Poland.
BA-20M command vehicle. A good rear view of a BA-20M with an early frame radio antenna, also taken in
Poland during the era of Russian-German military cooperation in the late 1930s.
Light Armored Cars, 1930-1945 4l
BA-20M at the Great Patriotic War Memorial Park, Kiev, Ukraine. This BA-20M preserved in Kiev has been
less than sympathetically restored, but represents one of only two known preserved BA-20s in the world, the
other being a BA-20M located at the Parola Tank Musuem in Finland. The vehicle in Kiev is labelled as a
BA-24 for unknown reasons.
Türret view of the same BA-20M.

Below: BA-20M's on parade, Moscow, 7th Novem-

ber 1940. The leading row of BA-20Ms are early
commander's variants with the distinctive hull
mounted frame aerial. A row of T-28 tanks sit in the
background. (Prekhner)
Above: BA-20M on a forest road, November 1941.

(D. Chernov, Russian State Cine and Photo Archives)
Below: BA-20M during battle for Moscow, December

1941. Note the hand-painted winter camouflage on
this vehicle. The other vehicle is a ZiS-30 self-pro-
pelled gun on the Komsomolyets light artillery trac-
tor chassis.
Above: BA-20M column moving through a forest, De-

cember 1941. (A. Garanin, Russian State Cine and
Photo Archives)
BA-20M at the Parola Tank Museum, Finland.
BA-10M and BA-20M at the Parola Tank Museum, Finland. When viewed in close proximity, it is apparent
that the BA-10M on its GAZ-AAA chassis was not greatly larger than the BA-20 series based on the GAZ-M1.
during the initial months of the war against Germany.

The Finns captured eighteen BA-20/20Ms and put them
into service, the BA-20M being known in Finnish Army
service as the Ps 6.
It was recognized by the late 1930s that the armor on
the BA-20 and light armored cars in general was
unacceptable, even for reconnaissance roles, so an up-
armoring program was initiated for the BA-20 series to
provide the crew with better protection from small cali-
ber armor-piercing rounds and shrapnel. The design
weight of such proposals proved prohibitive, however,
and so the move was made towards experimental 6x4
designs, such as the BA-21 on the GAZ-21 chassis which
was produced in prototype form.
Wheel changeout on the BA-20MZhD. Though a poor
reproduction, this photograph does show the method
BA-20MZhD of jacking up the rear of the vehicle for changing the
road wheels to ZhD rail wheels and vice-versa.
A small number of B A-20Ms were manufactured as
ZhD variants, provided with flanged ZhD rail wheel numbers than the ZhD variant of the original BA-20, to
wheels. The rail variant of the BA-20M was built in larger which performance was similar.
BA-20M ZhD drezine rail scout vehicle, July 1942. Many Russian armored cars, particularly BA-20s and
BA-10s, were stationed in the Russian Far East when war with Germany began in July 1941. These vehicles
arrived on the "western front" well after most of their contemporaries had been destroyed, hence photo-
graphs of vehicles such as this still in service in July 1942. Note the road wheel stowage pattern.
A German column passes a burned out BA-20M ZhD. Note the rail wheel stowed on the rear of the vehicle
and the rail tow link. (Tank Museum, Bovington, UK. Ref: 276/D2)
BA-20M ZhD, winter 1943-1944. Two flanged rail wheels are stored behind the hull, the other two being
located on either side of the engine compartment.
German forces inspect a captured BA-20M ZhD. (Tank Museum, Bovington, UK)
BA-20M ZhD moving towards the Finnish border, Leningrad Front, winter 1943-1944.
to increase the armor on these vehicles had only exacer-

bated their inherent mobility problem. The GAZ-TK 6x4
armored car had been developed in 1935 in an attempt to
overcome recognized mobility difficulties with 4x2
armored cars and in 1939 engineers at Vyksinskiy and
GAZ returned to the problems once again. Two new
armored car types were considered by the Vyksinskiy and
GAZ design bureaus, designated LB-23 and BA-21
respectively. These vehicles both utilized newly avail-
able GAZ 6x4 chassis which could better accomodate
the increasing armor requirements of new armored car
designs.
In late 1939 the Vyksinskiy plant produced an
A rare photograph of the LB-23 during field trails be- experimental version of the BA-20 on the new GAZ-22
ing recovered after stalling in a shallow river. light 6x4 truck chassis. The new armored car was origi-
nally developed under the designation BA-23 but this was
LB-23 Light Armored Car quickly changed to LB-23 ("Legkiy Broneavtomobil" or
light armored car). The initials were also coincidentally
By 1938, light vehicle chassis were at the limits of those of Lavrentyi Beria, head of the NKVD, the feared
their design potential with the increasing armament and secret police. The ambiguous designation was no doubt
armor requirements being demanded by the Red Army. partly in his honor but also likely a case of political
The mid 1930s generation of light armored cars such as expediency at a time when Stalin's purges had led to the
the FAI were not well suited to cross-country travel due execution of countless individuals in the military and
to their 4x2 chassis and narrow section tires and attempts senior design posts alike, with many others working while
LB-23. A rare photograph of the LB-23

prototype. Though similar in overall
appearance to the BA-21, the LB-23 can
be distinguished by the large machine
gun ball mount mantlets on the turret
and the hull machine gun positions.
SPECIFICATIONS LB-23
Firing height: N A
Design bureau: Vyksinskiy zavod Elevation/depression: NA
Crew: 3
Service date: 1939 Type: GAZ-11 prototype
Power output: 72hp (54kW)
Width: 1.778 Steering: Rack and pinion
Height: 2.268 Tires: 6.50-20
Wheelbase: NA Brakes: Mechanical
Track width: NA Radio: 71-TK-1
Ground clearance: 0.185m
Performance:
Hull sides: NA Road range (km): 200-238
Turret front: 9 Terrain range (km): N A
Turret sides: N A Power/weight ratio: 20.6hp (15.4kW)/tonne
Armament: Gradient: NA
Main armament: 2x7.62mm DT/1,890 Trench: N A
under arrest in prison design bureaus. vided with a whip antenna.
A single prototype LB-23 was manufactured. The The LB-23 project was curtailed when the GAZ-22
armament, armor, and overall specifications of the ve- chassis on which it was based did not enter series pro-
hicle were similar to the GAZ-developed B A-20, but the duction. This fate also overcame the concurrent GAZ-
vehicle was powered by a prototype six-cylinder engine 21-based BA-21 design and neither vehicle entered ser-
based on a U.S. Dodge design which produced 72hp vice with the Red Army.
(54kW) and was later developed into the series produc- The LB-23 was one of the last 6x4 armored car
tion GAZ-11 engine used on the GAZ-63 and other post- designs to be considered for service with the Red Army;
war Soviet Army vehicles. The new engine provided a the next generation of light armored cars being based on
considerable performance advantage in comparison with 4x4 all-wheel drive chassis.
the otherwise similar BA-20 and BA-20M; the LB-23
being marginally faster on roads and with significantly
increased torque for all-terrain operation.
The LB-23 had a small turret with a 7.62mm DT
machine gun, with a second DT machine ball-mounted
in the hull front alongside the driver, operated by the
commander who sat next to the driver, rather than in the
turret as required on previous light armored cars.
The crew of the LB-23 was increased to three with
the addition of a radio operator who could also relieve
the commander as turret or hull gunner, leaving him free
to command the vehicle and operate the remaining DT
machine gun.
The hull was generally similar to the BA-21 but with
better sloped armor and larger crew access doors. The The LB-23 (BA-23) armored car. The LB-23 is gener-
hull and turret were of welded armor throughout. ally very similar in appearance to the BA-21 design
A 71-TK-1 radio was fitted as standard and was pro- developed at GAZ.
BA-21 Light Armored Car the GAZ-21 chassis and GAZ-M1 components, was later
given the designation Brone Avtomobil-21 or BA-21.
In the summer of 1937, design work began at the The BA-21's new GAZ-21 6x4 chassis provided the
GAZ OKB in Gorkiy on a new 6x4 light truck based on armored car with similar performance to the BA-20 even
the GAZ-M1, designated the GAZ-21. The truck was allowing for the greater combat weight of the new ve-
developed over an eighteen month period by a team hicle, which was primarily due to the enlarged hull with
headed by I.G. Storozhko as chief project designer and increased armor applied over its frontal aspects. The
under the ultimate direction of V.A. Grachev as chief B A-21 had an armor basis of 10-11 mm and a greater slope
engineer. The new GAZ-21 truck was a considerable to the hull armor than the BA-20, which provided better
improvement over previous GAZ designs, having better ballistic protection than afforded to the BA-20, while
power and tractive effort than the GAZ-AAA, improved being not inferior to the contemporary BA-6 heavy
range, a 950kg load capacity and a new four-speed gear- armored car. As with the LB-23, the BA-21 was pro-
box which greatly increased the GAZ-21 's power range vided with an additional hull machine gun alongside the
in comparison with the GAZ-AAA. The vehicle also had driver and fitted with radio as standard, necessitating the
much reduced ground pressure compared with the smaller addition of a third crew member.
GAZ-A A 4x2 truck with resultant better all-terrain capa- The BA-21 was lighter and faster than the BA-6 heavy
bility. armored car to which the BA-21 was comparable in all
The GAZ-21 underwent an extensive eighteen month aspects except armament. With a top speed of 53km/
field testing program, during which time the new chassis hour, it was still relatively slow for a reconnaissance ve-
was also considered as the basis for a new armored car hicle, however, particularity in comparison with the BA-
with better overall performance than the contemporary 20 and LB-23. The maximum road speed (which was
4x2 BA-20. This possibility was investigated by engi- mainly due to poor gear ratios on the new four-speed gear-
neers at the GAZ OKB from early 1939 in collaboration box) was, however, considered acceptable for the intended
with engineers at the Vysinskiy plant where the BA-20 role of the vehicle.
based armored body was modified for mounting on the The prototype BA-21 armored car was field trialed
new, longer chassis. The new armored car design, using late in 1939 and was moderately successful, however,
SPECIFICATIONS BA-21
Design bureau: GAZ OKB Elevation/depression: +23°/-13°

Crew: 3
Manufacturing plant: GAZ/Vyksinsky Automotive:
Service date: 1939 (Prototype) Type: GAZ-M1
Cylinders: 4
Dimensions: (m) Power output: 50hp (37kW) @ 2,800rpm
Width: 1.778 Transmission: 4F IR
Height: 2.263 Steering: Rack and pinion
Wheelbase: 3.36 Tires: 7.00-16
Ground clearance: 0.195 Radio:71-TK-l

Hull front: 10-11 Maximum road speed (km/h): 53
Hull sides: 11 Maximum terrain speed (km/h): NA
Power/weight ratio: 15.4hp (11,5kW)/tonne
Armament: Ground pressure: 1.8kg/cm2
Main armament: 2x7.62mm DT/1,890 Gradient: 20-22°
Secondary armament: None Trench: NA
Firing height: NA Fording: 0.8m
BA-21. This photograph of the BA-21 during evaluation trials shows the vehicle fitted with a front bumber,
missing from the example in the NIIBT museum at Kubinka today.
BA-21. The BA-21 prototype preserved today at the NIIBT museum, Kubinka.
BA-21 armored car prototype. This BA-21 is preserved at the NIIBT Tank Museum, Kubinka, near Moscow.
Note the hull length in comparison with the standard BA-20 and the offset dashpot mount for the radio
antenna.
BA-21. Though resembling simply an extended BA-20 on a 6x4 chassis, the BA-21 has a new hull which is
longer, wider, and with better armor slope than the BA-20.
BA-21 overhead view. Note the slope of the rear armor.
development of the GAZ-21 truck on which it was based increase in vehicle armor protection with no loss of over-
was curtailed in favor of the GAZ-11 and GAZ-61 light all performance. The BA-21 had a combat weight of
vehicles, and designers at the Vyksinskiy Plant were there- 3,240kg, not much less than the BA-6 heavy armored
fore forced to abandon further development of the car, but still had better tractability than the earlier light
BA-21 armored car on the GAZ-21 truck chassis. BA-20. The use of six single tires was not, however,
A single example of the BA-21 remains intact today, ideal for cross country performance. The BA-21 was
preserved in the NIIBT Tank Museum at Kubinka near powered by the 50hp (38.8kvT) GAZ-M1 engine.
Moscow. There are small detail differences between the Mounted on new, bulletproof GK tires, the BA-21 had an
trials prototype and the vehicle now in the NIIBT tank improved ground pressure of 1.8kg/cm2 unladen and
museum at Kubinka, including the side lights, bumpers, 2.7kg /cm2 with full crew and ammunition load, which
and radiator cap. compared well with the BA-20.
The BA-21 was fitted with a 71-TK-l radio as stan-
Description dard. The third crew member acted as both vehicle radio
operator and hull machine gunner as required.
The BA-21 superficially resembles a BA-20 on a 6x4
chassis, but the hull is actually wider, longer, and has
more steeply angled sides. The vehicle had a crew of LB-62 Light Armored Car
three, consisting of commander/turret gunner, hull gun-
ner, and driver. All three crew gained access to the ve- The primary restriction of all Russian armored car
hicle through the two side doors. designs in the 1930s was that these vehicles were for the
The vehicle was armed with two 7.62mm DT most part roadbound due to their limited 4x2 chassis. This
machine guns, one turret-mounted and the other in the was recognized by GABTU, the main armor directorate,
front hull superstructure to the right of the driver which and in 1940 a state competition was announced for the
was operated by the radio operator. development of a new generation of all-wheel drive
The new chassis and 6x4 configuration allowed an armored cars with the ability to operate on open terrain.
LB-62 prototypes during evaluation trials. Originally, a single LB-62 prototype was documented as having
been built, however as this photograph shows, at least two were field trialled. The vehicles have different tires
fitted. Neither vehicle is fitted with armament.
In response to this challenge, the 4x4 LB-62 was devel- Description

oped at Zavod N°38 near Moscow in 1940 which had
previously manufactured the T-37 and T-38 amphibious The LB-62 resembled the German SdKfz 221/222
light tanks. The LB-62 was developed in competition series which was known to Russian military intelligence
with the LB-NATI which was developed in parallel by at the time of the LB-62's development, while the highly
the N ATI Institute and produced by the Vyksinskiy Plant. faceted hull was very similar in appearance to the later
At least two LB-62 prototypes were produced and BA-64, though longer and wider. The front of the
field trialed, based on the new GAZ-62 4x4 truck chas- vehicle has a distinctive horizontal slatted radiator grille
sis. The LB-62 was particularly heavy for a "light" with headlamps mounted either side at the very front of
armored car with a combat weight of 5,150kg. To com- the vehicle. Storage boxes were mounted over the rear
pensate for the vehicle weight, the LB-62 was powered wheel guards.
by a six-cylinder GAZ-202 engine originally developed As with the B A-NATI, the turret and armament were
for the GAZ built T-40 amphibious light tank which gave taken directly from the T-40 light tank. The 12.7mm
the vehicle a high 16.5hp (12.3kW)/tonne power/weight DShK heavy machine gun used as main armament on the
ratio with resultant good overall performance. The LB- LB-62 was becoming a standard light AFV weapon at
62 had a road speed of 70km/hour and range up to the time and gave excellent firepower for a light recon-
500km,while the 4x4 chassis provided the off road per- naissance vehicle. A 7.62mm DT machine gun was
formance which the vehicle's predecessors had lacked. mounted co-axially with the main armament while a
Unfortunately, development work was interrupted further 7.62mm DT machine gun was ball-mounted in
by the outbreak of war which occurred as field trials were the front of the fighting compartment to the right of the
being completed. The LB-62 project was consequently driver.
abandoned, but many of the general design principles in- The LB-62 had an armor basis of 10mm, with 13mm
corporated in the LB-62 were used in 1942 for the devel- on the hull front, which actually exceeded the armor on
opment of the B A-64. contemporary Russian "heavy" armored cars.
SPECIFICATIONS LB-62
Design bureau: Zavod N°38 Elevation/depression: NA

Crew: 3
Manufacturing plant: Zavod N°38 Automotive:
Service date: Trials prototype (1940) Type: GAZ-202
Combat weight: 5,150kg Cylinders: 6 in-line
Capacity: 3,485cm3
Dimensions: (m) Power output: 85hp (63kW ) @ 3,600rpm
Length: 4.43 Fuel type/capacity: Petrol 7150 liters
Width: 2.00 Transmission: 4P IR
Height: 2.24 Steering: NA
Wheelbase: 3.30 Tires: 9.75 -18 (all terrain tread)
Track width: 1.60 Brakes: Mechanical

Hull sides: NA Maximum terrain speed (krn/h): NA
Turret sides: N A Terrain range (km): 360
Armament: Ground pressure: NA
Main armament: IX12.7mm DShK/500 rounds Gradient: NA
Secondary armament: 2x7.62DT/3,150 rounds Trench: NA
Firing height: NA Fording: N A
LB-62 armored car. The LB-62 was developed at the Vyksinskiy plant in 1940. It used the new GAZ-62 4x4
chassis and had a highly faceted hull and a T-40 tank turret. Though not series produced, elements of the
design, including the highly faceted hull, were used on the later BA-64 series.
The LB-62 was based on the GAZ-62 chassis of performance, which had always been the achilles heel of
which sixty were built in 1940, though series production Russian armored car designs in the 1930s.
did not ensue until 1946 in much modified form as the The BA-NATI was also known as the LB-NATI or
GAZ-63 4x4 light truck. The same chassis was also used Legkiy Broneavtomobil-NATI (light armored car-NATI),
in the late war years as the basis for the KSP-76 self- perhaps for similar reasons to the LB-23's nomenclature.
propelled gun. The tires used on the LB-62 were of the It was developed over a period of several months in early
heavy all-terrain tread type later used on the KSP-76 and 1940, using the existing ladder type chassis from the
GAZ-63. A spare wheel was carried on the hull rear. GAZ-MM 4x2 truck. After completion of the concep-
The LB-62's powerplant was the six-cylinder GAZ- tual studies, the BA-NATI production drawings were
202 engine developing 85hp (63kW). This was the same transferred to the Vyksinskiy plant for manufacture of
engine as used in the T-40/T-60/70 series of light tanks. the prototype vehicles, which were produced competi-
A 71 -TK-1 radio was fitted as standard and was pro- tively with the LB-62 design from Zavod N°38 near
vided with a whip dashpot-mounted antenna to the left of Moscow.
the turret. The BA-NATI was, like the LB-62, considerably bet-
ter armed than previous light armored cars, using the tur-
ret and armament from the T-40 amphious light tank. With
BA-NATI (LB-NATI) Light Armored Car its 12.7mm DShK heavy machine gun main armament,
the BA-NATI's offensive capability was not inferior to
The NATI Institute, primarily known for Russian earlier 37mm tank guns, particularly in anti-tank perfor-
transport vehicle designs, developed the 4x4 BA-NATI mance. A 7.62mm DT machine gun was co-axially
armored car in 1940 as a result of a state requirement to mounted with the main armament and a second DT ma-
provide a new light armored car with increased chine gun was ball-mounted in the front superstructure.
armament and armor while also improving all-terrain The BA-NATI actually had better armor protection
SPECIFICATIONS BA-NATI
Firing height: NA
Design bureau: NATI Elevation/depression: N A
Crew: 3
Service date: 1940 (prototype) Type: GAZ-61 (Dodge)
Height: 2.213 Tires: 6.50-20
Wheelbase: 3.34 Brakes: Mechanical
Track width: 1.40 Radio:71-TK-l
Performance:
Hull sides: NA Road range (km): 228
Turret sides: N A Power/weight ratio: 16.6hp (12.4kW)/tonne
Main armament: 12.7mm DShK/400 Trench: N A
Secondary armament: 2x7.62mm DT/2,205 Fording: NA
than the contemporary B A-10 heavy armored car. Though introduced two years after the BA-NATI project was
classified as a light armored car due to its 12.7mm arma- abandoned.
ment, the LB-NATI had a combat weight of 4,580kg,
which was only 500kg less than the combat weight of the BA-64 Light Armored Car
B A-10. To compensate for the vehicle's weight, the
BA-NATI was powered by a new six-cylinder GAZ-61 With the outbreak of war in June 1941 and the rapid
engine based on an original U.S. Dodge design and pro- advance of German forces eastward, Russian factories
ducing 76hp (57kW) with considerable torque compared located in Western Russia were faced with the threat of
to earlier GAZ powerplants. The resulting high power/ being overrun within weeks, and the massive evacuation
weight ratio combined with the 4x4 configuration and of Russian factories eastward to safety behind the Ural
the use of new all-terrain tires gave the vehicle good off- mountains began. In addition to the famous tank plant
road performance compared with its predecessors, evacuations from Kirov in Leningrad and KhPZ in
despite the vehicle's overall weight. Kharkhov, literally hundreds of smaller fabrication and
The B A-NATFs 57km/hour road speed was adequate component plants were evacuated eastward. The GAZ
for a scout vehicle, however, it had high fuel consump- plant was almost singularly lucky in this respect, being
tion and consequent poor range for the amount of fuel one of the few major plants located pre-war in a location
carried. The BA-NATI was considered less successful already well to the east of Moscow, such that unlike much
than the LB-62 as it had thinner frontal armor and was of Russian industry it was not in immediate danger of
slower than the LB-62. It was, however, a considerable being overrun. Its contribution to the war effort would
improvement over the earlier B A-20 series, but ultimately therefore be critical in the initial months of the war, while
neither the BA-NATI or the rival LB-62 entered series dislocated Russian military production in the rest of the
production. country struggled to relocate and reorganize east of the
The LB-62 and BA-NATI were the first Russian all- Urals at a time when losses of AFVs and equipment at
wheel drive armored cars. Although not series produced, the front were simply colossal.
the experience gained in their development was of Immediately on war's outbreak, V.A. Grachev (then
importance in the development of the later BA-64, chief designer at GAZ) and his engineering team consid-
Two original BA-24-125 prototypes during evaluation

trials. These prototype BA-64s (BA-64-125s) have the
distinctive wire mesh grenade screens which were later BA-64 (BA-64-125) drawing.
removed as being cumbersome and potentially dan-
gerous for the crew. Note the lack of pistol ports in design team set about developing an armored reconnais-
the hull. sance vehicle based on the available GAZ-64 chassis.
The GAZ-64 was an ideal basis for an armored car
ered how to reorganize for military production, utilizing design, as it had a short wheelbase, good ground clear-
as far as possible existing components. The GAZ plant ance, and used rugged and proven mechanical compo-
increased its light tank production, which had been a small nents that were already in series production.
part of its pre-war manufacturing capacity, and contin- Design work on the all-new armored car began on
ued to produce militarized versions of its GAZ-AA and 17th July 1941 under the direction of Yu.N. Sorchkin,
GAZ-AAA trucks. Potential remained, however, to make with development under the immediate supervision of
use of the existing GAZ-64 light vehicle, and Grachev's G.M. Vasserman as senior constructor and design of the
SPECIFICATIONS BA-64 (BA-64-125)
Design bureau: GAZ OKB Firing height: NA

Crew: 2 Elevation/depression: NA
Manufacturing plant: GAZ zavod Traverse: 360° (hand operated)
Service date: 1942, series produced
Combat weight: 2,360kg Automotive:
Type:GAZ-64 (GAZ-MM)
Dimensions: (m) Cylinders: 4 (98.4mm bore/107.9mm stroke)
Width: 1.52 Fuel type/capacity: Petrol/90 litres
Height: 1.875 Fuel consumption (road): 12.3 - 201iters/100km
Wheelbase: 2.10 Transmission: 4F IR
Track width: 1.278m (f) 1.245m (r) Steering: Rack & pinion
Ground clearance: 0.210-0.245 Tires: 7.00- 16 or 6.15-16
Brakes: Mechanical
Armor: (mm) Radio :RB or 12-RP
Hull front: 12 Electrical system: 6v
Hull sides: 12
Hull rear: 6-11 Performance:
Hull roof: 6 Maximum road speed (km/h): 80
Hull floor: 4 Maximum terrain speed (km/h): N A
Driver's glacis: 15 Road range (km): 500-560
Turret sides: 6-10 Power/weight ratio: 21.2hp (15.8kW)/tonne
Ground pressure: NA
Main armament: 7.62mm DT/1,260 Side slope: 18°
Secondary armament: 6 x F-l grenades Trench: 0.45m
BA-64-125 prototype. The original prototype BA-64-125s had very distinctive radiator armor compared with
all later models. Note also the early grenade screens on the turret roof which were subsequently removed.
armored hull under the responsibility of F.A. Lependin, a captured German SdKfz 221 medium armored car at
aided by V.T. Komarevskiy. In developing an armored the NIIBT Polygon at Kubinka near Moscow. The
car for series production at GAZ, the group was guided vehicle had been recovered intact and was of sufficient
by N.A. Astrov's considerable experience in light tank interest that early the following month it was sent to the
design and production. The BA-64 series was to be GAZ plant for more detailed examination by Grachev
assembled at GAZ from mechanical components and his team. Several features of the SdKfz 221 impressed
produced within the plant and armored hulls and turrets the group, particularly the highly faceted armor configu-
produced by Vyksa, a complete reverse of pre-war ration, though the BA-62 (LB-62) developed to proto-
assembly logistics, where GAZ had provided the chassis type stage at Vyksa (the Vyksinsky plant) two years
and mechanical components to the Vyksa and Izhorsk previously also had a similar configuration. The hull
plants and the armored hulls were then produced and shape of both the LB-62 and the SdKfz 221 was
final assembly undertaken. During development, the new infinitely superior to the dated BA-20, which was the stan-
armored car was given the factory designation Izdeliye dard Red Army armored car of the period and therefore
64-125 (manufacture object/item 64-125). an entirely new hull was developed incorporating such
The Izdeliye 64-125 was originally intended to be highly faceted armor.
based on the BA-20 armored hull, shortened and modi- Development of the Izdeliye 64-125 was very quick.
fied to fit the GAZ-64 chassis, however, on 23rd August The first all-welded bodies were completed at the
1941 VA. Grachev and other GAZ engineers were shown Vyksinskiy plant by the end of November 1941 and
BA-64 in Krivoi Rog, Ukraine, 1943. The winter camouflage on this original BA-64 is well-worn. The desant
infantry give a good perspective as to the diminutive size of the BA-64.
The same BA-64 as above, from the rear. Several boxes are tied to the rear of the vehicle, above the spare
wheel mounting bracket. The vehicle is following a KV-IS or KV-85 heavy tank.
shipped to GAZ where they were assembled for field dropped and the vehicle simply known as the BA-64.
trials of the new vehicle, still at this time designated After military trials were complete, on 3rd March the
Izdeliye-64-125 or GAZ-64-125. Field trials began on vehicle was also demonstrated to V.M. Molotov and mem-
9th January 1942. bers of the Political Bureau of the CPSU outside the
At least three original prototypes were built on ar- Kremlin (along with a T-70 light tank from the GAZ
mored hulls produced by the Vyksinskiy plant (Zavod plant), after which it was finally accepted for service with
N°177). These were originally fitted with open turrets the Red Army on 14th March 1942 with series produc-
with wire mesh grenade screens. However, it was dis- tion begun immediately thereafter.
covered during evaluation trials that in the confines of The first series production BA-64 (chassis N°69321)
the small BA-64 fighting compartment, the commander was completed on 24th April 1942. By 31st April, fifty
frequently hit his head on the screens during cross coun- were completed, with production steadily rising such that
try travel. It was also considered that with the expedient in the first six months of 1943, 1,415 BA-64s were pro-
use at the time of "Molotov cocktail" gasoline bombs by duced, of which 636 were fitted with radio.
Russian troops at the front, the screens would be a major By the end of the summer the BA-64 had seen action
hindrance to exiting the vehicle should the roles be on the Bryansk and Voronezh fronts and later in the year
reversed. The screens were therefore removed. The early served in the Stalingrad region. While series production
prototypes also featured simple slatted armored radiator of the BA-64 was underway, further development trials
air intake louvers in the frontal armor which extended were conducted to determine and eliminate defects in the
above and below the vehicle glacis, whereas on later pro- original design, with a further three prototype BA-64s
totypes and production models the modified full width being extensively trialed in the Gorkiy region between
armored intake louvers were located below the glacis only. 13-31st May, covering some 1,400km on roads, 400km
These early vehicles had no firing ports in the hull sides. on unmade roads and 150km cross-country during which
On 10th January 1942 Klimenti E. Voroshilov wit- the BA-64 performed remarkably well. After production
nessed the first prototype undergoing trials. The turret had begun, a specialized driver training school (N°46)
with its DT machine gun mount was completed on 23rd was also set up specifically to train BA-64 crews.
January and trials continued with the complete vehicle, The BA-64 series is significant in being the only new
which received the Army designation BA-64-125 on 17th armored car to be series produced during the years of the
February 1942. In Russian Army service the suffix was war It had better armor, speed, range, and all-terrain
BA-64s in convoy, south west of Voroshilovgrad, August 1943. These early BA-64s do not feature vision/pistol
ports and are fitted with the standard GAZ-M1 road tires, which gave better speed and fuel economy on long
route marches.
BA-64s, Don Front, 1942. These early model BA-64s in whitewash camouflage do not have the pistol ports of
the later BA-64B.
An early BA-64,1st Czech Corps.

A BA-64 passing a cavalry patrol, 3rd Ukrainian Front, 1944.
A BA-64 in Germany, 1945. Note the small driving light mounted between the main driving light and the
horn.
This photograph is typical of the misidentification of BA-64 models. The base vehicle in the inset is a GAZ-64,
on which the original BA-64 armored car was based. The BA-64 featured is, however, a BA-64B, as identified
by the wide wheel track and pistol/vision ports.
BA-64s, Belarussian front, February 1944. These early BA-64s are fitted with GAZ-M1 road tires. Note the
severe weathering of the white camouflage whitewash.
capability than its predecessors, but with the same traversing open ground and damaged road surfaces. The
7.62mm DT machine gun armament as the BA-20 series BA-64s track (1.278m front and 1.240m rear, the wider
the vehicle was not in the same class as the 45mm tank front track being due to the steering mechanism) was,
gun-armed BA-6 or B A-10. The BA-64 was, however, however, considered too narrow and was widened on the
very suited to the reconnaissance role for which it was later BA-64B production model based on the GAZ-67B.
primarily designed. It was also frequently used to tow The original BA-64 could negotiate 30° slopes, 18° side
BA-64 in Chernovtsy, southwest Ukraine, November 1944. This original BA-64 (BA-64-125) is painted in
white winter camouflage which has been badly weathered. Note the lack of vision/pistol ports, typical of the
early BA-64.
anti-tank guns and light artillery pieces. slopes, and ford streams to a depth of 0.9m. According
The BA-64 continued in production with few modi- to Russian sources, the vehicle could cross plowed fields,
fications until replaced on the assembly lines by the later sand, and front line roads with ease.
BA-64B model from 1st September 1943. In total 3,901 The GAZ-64 field car chassis required significant
of the original BA-64 were produced before the vehicle modification to accept the BA-64 hull. Alterations
was replaced by the later BA-64B. Factory records indi- included relocation of the cooling, fuel, and electrical sys-
cate that the number of original BA-64s produced was tems while the rear suspension was strengthened to
3,903. accomodate the additional weight of the armored body.
In April 1942, Grachev was officially recognized by The BA-64s open turret was asymmetrical with the
the state for his role in the development of the BA-64. 7.62mm Degtyarev (DT) machine gun armament offset
to the right. The armament was pintle-mounted to the
Description fighting compartment floor and not an integral part of the
turret. Traverse was manually operated. The BA-64s
The BA-64 represented a major advance in terms of 7.62mm DT machine gun had an effective fighting range
mobility when compared with the BA-20 series, which of 80-1,000m against ground targets and a claimed and
was the standard light armored car in Red Army service perhaps slightly optimistic 5,000m in the anti-aircraft role.
at the time of the B A-64s introduction. Its good power- Personal crew weapons and F-l hand grenades were also
to-weight ratio and placing of the wheels at the extreme carried within the vehicle.
corners of the vehicle, with a resultant low center of grav- The all-welded hull of the BA-64 was developed
ity, gave the vehicle excellent agility and stability when under the supervision of G.M. Vasserman by engineers
BA-64s in the Stalingrad area, February 1943. This column of BA-64s is interesting in that the first and fifth
vehicles are in standard green , the others being in winter camouflage scheme. The lead vehicle is missing its
wheel guards and is fitted with GAZ-M1 road tires, typically fitted during long route marches. (Z. Zenin)
BA-64s in convoy. The retouching on this photograph makes exact model identification difficult, though the
wheelbase is that of the BA-64B
areas and long route marches and this type of tire is

frequently observed fitted in photographs. A spare wheel
was mounted at the rear of the vehicle.
The BA-64 underwent several small changes during
its production life and is sometimes difficult to identify
from the later BA-64B model. The BA-64 can usually
be distinguished from the later BA-64B by its distinctly
narrower wheelbase, though this is not always percep-
tible in photographs. Most BA-64s have no driver's side
vision/pistol ports (though these were added to later pro-
duction vehicles) and the early vehicles lack the engine
BA-64s on the march, south west of Voroshilovgrad, air intake on top of the engine compartment and driver's
July 1943. These vehicles are fitted with standard air intake on the hull roof above the visor. The turret
tread road wheels as used for prolonged road marches. viewing devices on the original model BA-64 also had
small rainguards which were deleted on the later
U.N. Sorochkin, B.T. Komarevskiy, and V.F. Samoylov. BA-64B.
To provide maximum ballistic protection on such a small Tool stowage on the BA-64 changed as production
vehicle most armor plates were angled at approximately continued. Later BA-64s and all BA-64Bs were fitted
30°. The resulting hull shape consequently provided the with a cylindrical sheet metal exhaust guard, which was
BA-64 with better armor protection than pre-war Rus- introduced in January 1943.
sian heavy armored cars and contemporary German Most BA-64s were equipped with an RB or 12-RP
vehicles despite the BA-64s significantly smaller size and radio set as standard.
weight. The armored hulls for the BA-64 were initially
manufactured from stamped and welded 6, 9, 12, and
15mm armor plate at Zavod N°177 (the Vyksinsky plant) BA-64D (DShK)
at Vyksa which had both produced the armor for and
assembled several armored cars during the late 1930s, During 1942, in response to an understood lack of
but as series production numbers increased, hulls were adequate armament on the standard BA-64B, work was
also produced at the Novo-Kuznovo Auto Body Plant and carried out at GAZ on the design of a modified BA-64
at GAZ, which produced its own hulls for several proto- armed with a 12.7mm DShK M-1940 heavy machine gun
type variants. in an enlarged turret. The drawings for this uparmed
The diminutive size of the BA-64 caused several model, designated BA-64D (BA-64 Degtyarev), were
design compromises to be made during development of completed in October 1942, however, production of a
the vehicle. In particular, the crew sat in tandem, with single prototype was held back until March 1943. The
the commander/gunner seated above and behind the new vehicle hull was identical to the standard production
driver/mechanic. The driver sat centrally in a very model BA-64, however, the enlarged turret required
restricted space. He was provided with a "triplex" vision
device (for the first time on a Soviet armored car), as
used on the T-60 light tank. Two further triplex vision
devices were provided in the turret sides.
The BA-64 was powered by a four-cylinder GAZ-
MM engine developing 50hp (37kW). The engine was a
particularly reliable unit which operated well on low
octane fuel and low grade oil with little maintenance, an
essential characteristic considering Russian wartime con-
ditions. The vehicle had an excellent road range of 500km.
To enhance the BA-64s all-terrain performance and sur-
vivability in battle, the vehicle was provided with bullet
proof GK tires. While very effective in battle conditions, The 12.7mm DShK heavy machine gun mounted in
these tires reduced the maximum road speed of the the BA-64. Despite the use of an enlarged turret for
vehicle to 40km/hour. For this reason standard tires from the BA-64D, the weapon was still very difficult to
the GAZ-M1 (Emka) with civilian tread were used in rear operate from within the turret confines.
BA-64D (12.7mm DShK). The original BA-64D, developed in March 1943, mounted a 12.7mm DShK M-1940
heavy machine gun on the early BA-64 chassis with an enlarged turret and modified hull superstructure.
Note the high angle of fire possible with this installation.
armored fillets and splash guards to be mounted on the
hull roofline.
In April 1943, the new BA-64D arrived at the Kubinka
Polygon in the Moscow region for acceptance trials for
service with the Red Army. Though the vehicle was found
to be generally very capable and offered significant fire-
power advantages over the standard BA-64's 7.62mm DT
machine gun armament, severe difficulties were found
with operating the bulky 12.7mm DShK heavy machine
gun within the confines of the turret and providing
adequate ammunition stowage for the weapon. Work BA-64 DshK. The BA-64 DShK mounted a 12.7mm
therefore continued to modify the vehicle with a new DShK heavy machine gun in an enlarged turret. This
variant being prepared at GAZ, based on the modified early model is based on the early BA-64. (Nikolai
BA-64B chassis. Polikarpov)
spectively BA-64G (Gorkovskiy) and BA-64V

BA-64 ZhD Rail Versions (Vyksinskiy).
The BA-64V Vyksinskiy variant of the BA-64 ZhD
Several specialized variants of the BA-64 were was the earlier and more conventional variant. It was
developed under V.A.Grachev's direction. Two such vari- developed to trials prototype stage in July 1942 on the
ants were the BA-64 ZhD rail scout vehicles competi- original BA-64 chassis. The BA-64V was similar in con-
tively developed to prototype stage by the Gorkiy and cept to the BA-20ZhD, with the main wheels being
Vyksinskiy plants at the end of 1942 and designated re- replaced with flanged ZhD wheels as required, which
remained a time-consuming exercise. The B A-64V, with

its combat weight of 2,000 kg. was capable of 85km/hour
in a forward direction, but was limited to 13km/hour in
reverse, which compared badly with the BA-20ZhD. The
B A-20ZhD was capable of double this speed when trav-
elling backwards, important in the rail scout role.
The BA-20ZhD version developed by the GAZ plant
in Gorkiy was initially conceived in June 1942. This was
slightly before the Vyksinskiy variant, but due to other
priorities at GAZ, development was slow such that the
BA-64ZhD rail scout. The Vyksinskiy plant variant prototypes did not appear until November 1942, mounted
of the BA-64ZhD mounted steel flanged wheels over on the new wide wheelbase chassis, later to be used on
the standard tires. Converting to the rail wheels was the BA-64B, but with an early model hull available at
time consuming. (Nikolai Polikarpov) GAZ.
The B A-64V and B A-64G were competitively trialed
in December 1942, but neither was accepted for series
production. The BA-64ZhD Gorkiy variant is described
later in the BA-64B section.
BA-64 with 14.5mm PTRS Anti-Tank Rifle
In November 1942, a prototype anti-tank version of

the BA-64 was developed at the GAZ plant, armed with
the 14.5mm PTRD anti-tank rifle on a specialized tubu-
BA-64ZhD rail scout, GAZ variant. The Gorkiy
lar frame mount. The prototype with its 14.5mm PTRD
Zavod variant of the BA-64ZhD used outriggers in
armament was completed at the end of March 1942, how-
front and behind the vehicle road wheels. These wheels
ever, a single shot anti-tank rifle on a mobile platform
were manually lifted clear when not required. (Nikolai
was considered impractical and the PTRD was subse-
Polikarpov)
quently replaced by the more versatile PTRS. A trials
batch may have been built and used in combat.
The 14.5mm PTRS (developed by S.G. Simonov) and
the PTRD (developed by V.A. Degtyarev) were both also
field mounted on the BA-64. To facilitate operation of
the weapon from within the confines of the fighting com-
partment the turret was usually removed. The single-
shot PTRD had better range ( 1,500m) but a slow rate of
fire (8-10rpm) while the PTRS with a reduced range of
1,000m had a better rate of fire (15rpm). The PTRS and
PTRD anti-tank rifles were identical in anti-tank perfor-
mance, both weapons firing the 14.5mm B-32 armor
The Vyksinskiy-produced BA-64ZhD, based on the
piercing round with a muzzle velocity of l,012m/s. This
original BA-64.
gave the vehicle a reasonable anti-tank capability against
light tanks and armored vehicles.
Both weapons were heavy and cumbersome within
the confines of the BA-64 hull and were used as an expe-
diency measure only.
LEFT: The original GAZ-produced BA-64ZhD, based
on the new GAZ-67 chassis, which a few were avail-
able in November 1942 but with the hull from the ear-
lier BA-64. GAZ used available bodies for prototypes
and modified them within the plant such that a com-
bination of new chassis and old hull is not unusual.
of the raised superstructure. The open vehicle was fitted

with three seats and was intended as a staff or command
vehicle. As configured, the BA-64Sh was too small to
accommodate a radio. The BA-64Sh was one of the first
Soviet attempts at a custom designed command vehicle.
The original BA-64-based vehicle did not progress past
trials stage, though a new command/APC model, also
known under the experimental designation BA-64E and
intended as a command vehicle, was later developed on
the BA-64B chassis. Field trial reports on the later BA-
64 based vehicle describe it as BA-64Sh, a command
vehicle, though both earlier and later variants could have
BA-64E APC. (Nikolai Polikarpov) served multiple roles.
BA-64Sh (BA-64E) Command Vehicle

BA-64-Z Half-Track
A staff and command version of the BA-64 was
developed to prototype stage in September 1942. The In January 1942, work began at GAZ on a half-track
vehicle, designated BA-64Sh (Shtabnoi or "command") variant of the BA-64 under the designation Izdeliye 175
and also known by its experimental designation BA-64E (manufacture object/item 175). As with other experimen-
(which gives no clue as to its purpose), had an extended tal variants of the BA-64, the armored hull for the Izdeliye
hull roofline which resembled a low turret and was armed 175 was produced at GAZ.
with a 7.62mm DT machine gun pintle-mounted ahead The vehicle was developed under the direction of S.S.
BA-64KA(E) APC. The original BA-64E was developed on the early BA-64 chassis in 1943 to investigate the
possibility of using the BA-64 series for command vehicle and APC roles. This is the late BA-64KA(BA-64E)
desant version based on the BA-64B. (RAC Tank Museum, Bovington, UK. Ref: 3204/E1)
Fuel consumption also proved excessive such that oper-

Specifications BA-64Z ating range was very limited. Consequently, although
the vehicle was generally of interest as a winter recon-
Weight: 2980kg Height: 2.02m naissance vehicle, it was not as effective as existing win-
Base: 2.425m Length: 4.56m ter reconnaissance/raider vehicles such as the NKL-26
Width: 2.28m aerosan. It was not therefore considered for series
production.
Despite the BA-64Z being rejected for service with
Stroev, using a proven track system which had been pat-
the Russian Army in February 1943, development work
ented by S.S. Nezhdanovsky as early as August 1925.
on the principle continued intermittently at the GAZ plant.
The tracks and running gear were procured from the
In the winter of 1943-44, V.A. Grachev worked with N.A.
GAZ-60 half-track truck and mounted on an open frame
Astrov and S.S. Stroev on the development of a BA-64Z
arrangement. The new track system was designated GAZ-
SKh. The first prototype BA-64 mounted on the GAZ-
SKh track system was completed on 15th September 1942
and was designated BA-64-Z (Zimniy or "winter"). The
track system replaced the conventional rear axle while
steering was affected by way of skis mounted on the front
axle. Due to its intended winter role, the BA-64-Z had
no fenders mounted on the front or rear of the vehicle.
The vehicle was extensively tested over the winter
of 1942-43, with an endurance trial conducted between
30th January and 10th February 1943, traditionally the
coldest months of the Russian winter. During this trial BA-64Z. Another example of how Soviet-era photo
retouching distorted images. Compare the track as-
sembly with photographs of the actual vehicle during
evaluation trials.
BA-64Z. (Nikolai Polikarpov)

BA-64Z (Zimniy) half-track armored car. The BA-
64Z (Zimniy or "winter") was an experimental half-
track version of the BA-64 series, fitted with tracks at
the rear and skis at the front for steering. It was too
slow to be considered for series production.
the BA-64Z was tested over 280km of made roads, 70km

of snow roads and 120km in deep snow by test drivers
L.N. Sokolov and V.M. Kitaev, all at temperatures
exceeding an average of minus 20°C.
The BA-64Z's low ground pressure of 0.12kg/cm2
- 0.17kg/cm2 in combat order gave the vehicle gener-
ally acceptable maneuverability in snow. The vehicle
could negotiate an 18° slope and had good ground clear-
ance. It proved extremely slow during trials, however,
managing only 7.6km/hour on snow, 16km/hour on ice Rear view of the BA-64Z during evaluation trials.
roads, and had a maximum attainable speed of 28km/hour.
variant mounted on four tracks with steering affected on BA-64B Light Armored Car
the front track pair. The project was not realized but it
would be a fair assumption that the vehicle would not In the summer of 1942, work began at GAZ on an
have been any faster or more fuel-efficient than the improved version of the GAZ-64 light vehicle, which had
original BA-64Z. Some development work was also several mechanical improvements and a wider wheel
undertaken at GAZ into specialized ski-mounted trailer track. The replacement model was designated GAZ-67.
systems for use with the BA-64Z armored car. Consequently, the BA-64 was modified to accomodate
the new chassis and several other design changes were
BA-64-126 Armored Car also incorporated in the new BA-64 model, which re-
ceived the designation BA-64B. As with the original BA-
At the beginning of 1942, work began at GAZ on a 64, the new BA-64B was also developed by senior de-
project for the development of a semi-armored car based signer V.A. Grachev with modification and development
on the GAZ-64. The vehicle was envisaged for use as a under the direct control of A.A. Lipgart. The new BA-
long range reconnaissance and staff vehicle and was to 64B, on its new GAZ-67 chassis, was field trialed under
have a crew of three, namely driver plus two. The the designation GAZ-64-125B or BA-64-125B. The tri-
vehicle was to be semi-armored but with no armament als were successful and were followed by full factory tests
beyond the crew's PPSh machine guns and grenades. No which commenced on 24th November 1942. The new
radio was to be fitted. vehicle was given its first major trials at the GAB TU prov-
The vehicle did not progress beyond concept stage, ing grounds at Kubinka near Moscowover the week of
and the index "126" was used at the beginning of 1943 2-8 march 1943, covering 400km. The BA-64B finally
for the development of the SU-76M self-propelled gun entered series production on 1st September 1943, with
(GAZ-15-126). chassis number 7336 being the first vehicle produced.
The BA-64B was based on the new GAZ-67B chas-
sis with its wider 1.446m track. This seemingly minor
design change was a major improvement for the high
BA-64, which had been known for instability on slopes
due to its narrow track; the wider track increasing side
slope angle to 25°. Other major automotive improve-
ments included the provision of a new K-23 carburetor
which gave better performance on low-grade fuel.
Some of the first BA-64Bs produced on the GAZ-
67B chassis were mated to the early production
Vyksinskiy BA-64 armored hull, without vision ports.
However, a modified hull had begun to be produced at
Vyksinskiy simultaneously with the replacement of the
GAZ-64 by the GAZ-67 series in production at GAZ.
The later armored hulls supplied by Vyksinskiy and
BA-64 converted as a staff vehicle, 1945. The origins assembled at GAZ were provided with pistol ports, which
of this interesting vehicle are unknown, but presum- were fitted on all hulls supplied to GAZ from early 1943.
ably it was salvaged after combat damage and uti- The firing ports introduced on the front faceted hull plates
lized as an officer transport after field rework. The were the primary distinguishing feature of the BA-64B,
windshield has been taken from a German though the last of the GAZ-64-based BA-64s also had
Schwimmwagen. this feature due to production changeover at both plants.
The mix of hulls may have been due to the stockpiling at
BA-64 Staff Vehicle GAZ of hulls delivered by Vykska. Many BA-64
vehicles were also significantly reworked in the field.
Probably the most unusual BA-64 which served with All small details such as lights were taken from the
the Red Army was photographed in the town of Bogashan GAZ-67B, though some BA-64s were fitted with head-
in Romania in 1944 being used as an officer transport. lights taken from the ZiS-5. A 12RP radio station was
This unusual vehicle had the upper bodywork removed mounted in some vehicles.
and the windscreen from a German Schwimmwagen The BA-64B became the definitive model of the
added. Presumably the vehicle was a one-off converted BA-64 series. It was produced from September 1943 until
from a battle damaged vehicle. 1946 and saw extensive use with the Russian Army in
Europe, Hungary, Austria, Romania, and Germany. The month, with 2,950 BA-64Bs produced in that year, of
BA-64 took part in the victory parades in Berlin and which 1,404 were fitted with radio. By comparison, a
Moscow. total of 1,824 BA-64 and BA-64Bs had been produced in
The Polish Army had eighty-one BA-64Bs in service, 1943, due to several German bombing raids on the GAZ
which were ex-Russian Army vehicles delivered to plant in Gorkiy during that year. From January 1945 to
Poland after repair by Remontzavod N°2 (Repair Fac- the end of April 1945, another 868 vehicles were pro-
tory N°2) in Moscow. Of the eighty-one issued to the duced (420 being fitted with radio) with 1,742 BA-64Bs
Polish Army, sixty remained in service in 1944 with fifty- being completed to the end of the year.
three surviving until the end of the war. Czechoslovakia During the wartime period, 8,174 BA-64 and
also had ten BA-64 series armored cars in service. B A-64Bs were manufactured (3,390 being fitted with ra-
The BA-64B was a particularly reliable vehicle, dio) of which 3,314 remained in service in 1945, mainly
achieving an average 6,000-7,000km of combat service the BA-64B model. Production was severely reduced
between capital repairs or major breakdowns. Further after May 1945, and by 1946 the Russian Army no longer
polygon reliability tests conducted in 1944 achieved a had a need for such large numbers of BA-64s, the last
figure of 15,000km without major repair or rebuild being batch of sixty-two BA-64Bs being produced slowly dur-
required. ing 1946.
From the start of B A-64B series production on 1 st When production ceased in 1946, a total of 9,110
September 1943 to 31st December 1943, 405 BA-64Bs BA-64s of all types had been manufactured during the
were produced, 214 of which were fitted with radio. In period 1942-46, of which 5,209 were of the later
1944, production was increased again to 250 vehicles a BA-64B model and 3,901 of the earlier BA-64. GAZ
SPECIFICATIONS BA-64B
Design bureau: GAZ OKB Elevation/depression: NA

Crew: 2 Traverse: 360° (hand operated)
Manufacturing plant: GAZ/Vyksinskiy zavod
Service date: 1943-46 Series production Automotive:
Combat weight: 2,425kg Type: GAZ-MM
Towed load: 2,060kg Capacity: 3,285cm3
Cylinders: 4
Width: 1.69 Fuel consumption (road): 12-20 liters/lOOkm
Wheelbase: NA Steering: Rack & pinion
Track width: 1.446 (front & rear) Tires: 7.00-16 (GK combat tires) or 6.15 - 16
Ground clearance: 0.235 Brakes: Mechanical,drums on all wheels
Radio: 12RP
Armor: (mm) Electrics: 6v
Hull front: 12
Hull sides: 12 Performance:
Hull rear: 6-11 Maximum road speed (km/h): 85
Hull roof: 6 Maximum terrain speed (km/h): 22
Hull floor: 4 Road range (km): 560
Driver's glacis: 15 Terrain range (km): 335-450
Turret front: 12 Power/weight ratio: 22.3hp (16.6kW)/tonne
Turret sides: 6-10 Ground pressure: N A
Gradient: 30°
Armament: Side slope: 25°
Main armament: 7.62mm DT 71,074 (1,260?) Trench: 0.45m
Secondary armament: Personal weapons Fording: 0.9m
Firing height: NA
BA-64B and its GAZ-67 base vehicle (inset). This BA-64B has no pistol ports in the fighting compartment
front. GK combat tires are fitted, which gave good cross country performance but poor fuel economy on
roads. (Tank Museum, Bovington, UK. Ref: 3204/E2)
BA-64B, Eastern Prussia, April 1945. This vehicle has the tactical number 249 on the turret and the number
30 within a diamond painted on the engine compartment, denoting a tank unit. This vehicle is fitted with GK
combat tires.
BA-64Bs on Red Square, Moscow, 1945 Victory Parade.
BA-64B in Germany, 1945.

A BA-64B crossing a pontoon bridge, Germany 1945. The wider track of the BA-64B is obvious in this
photograph.
The same BA-64B as above, viewed from the rear.

Czech Army BA-64Bs in Prague, 1945. The second vehicle has the Czech national flag painted on its glacis.
As the stowage and light mountings are transposed from the standard Russian configuration, this photograph
would appear to have been transposed when originally printed.
A BA-64B commander receives orders, 1944. Note the markings on the side of this vehicle.
A BA-64B in front of the Brandenburg Gate, Berlin, May 1945.
BA-64B in liberated Kiev, 1943. This photo gives a

good view of the driver's triplex vision device and fron-
A detail view of the above BA-64B in Berlin. tal aspect detail.
BA-64B late production model. (Tank Museum, Bovington, UK. Ref: 3204/E4)
BA-64B captured by U.S. forces in Korea. (Tank Museum, Bovington, UK. Ref: 2961/B3)
These two photos of a BA-64B in liberated Kiev

show the driver's Triplex vision device very well.
BA-64B
BA-64Bs at the GAZ Plant. The asymmetrical shape of the turret is evident in this photograph. Note also the
detail of the driver's rain guard and splash strips.
GAZ BA-64Bs leaving the assembly line, GAZ, 1945.
BA-64Bs outside the GAZ plant, 1945.

BA-64BS.
GAZ BA-64Bs in the GAZ yard, 1945. Note the commander's vehicles with radio antenna dashpots on the
turret side.
BA-64B preserved at the Central Armed Forces Museum, Moscow.
BA-64B rear view.

BA-64B.
BA-64B rear view. This is an interesting view of the Central

Armed Forces Museum BA-64B undergoing restoration in 1996.
Note the open inspection plate and the spare wheel mounting
bracket.
BA-64B driver's position. This view of the driver's

position on the BA-64B shows the cramped crew ar-
rangement within the vehicle. Both doors are open in
this photograph.
BA-64B after restoration. This BA-64 was restored in 1996 after years of neglect, with many detail fittings
being replaced.
BA-64B.
BA-64B. Note the exhaust mounted behind the front wheel guard and the chassis mounting point in front of
the rear wheel guard.
BA-64B front view. This photograph clearly shows the assymetrical turret, driver's visor rain guard, and
engine air intake on the engine compartment roof.
BA-64B engine compartment. Tow chains or cables were commonly wrapped around the tow hooks.
BA-64B suspension and steering mechanism detail.

Left view of the BA-64B. The highly faceted hull is evident in this view.
BA-64B front armor detail.

BA-64B right view.
BA-64B turret.
BA-64B drawings in 1:35 scale. (Scrap views not to scale)(Nikolai Polikarpov)

BA-64Bs on Red Square, Moscow, 1st May 1945. The steel towrope was standard stowage even in peacetime.
BA-64s on Red Square, Mosocw, 7th November 1945. The background slogans thank the Army and Navy for
protecting the Motherland from the fascists.
92
Russian Armored Cars: 1930 to 2000
BA-64B crew compartment, looking rearward. (Drawing: Nikolai Polikarpov)
7.62mm DT machine gun mount. (Drawing: Nikolai Polikarpov)

Factory records state 5,160 BA-64Bs were built, which The Gorkovskiy variant of the BA-20ZhD featured
may not include prototypes and evaluation vehicles which four small rail wheels mounted on outriggers, which could
were not produced on the main assembly lines. be swung upward and out of the way as required, leaving
Spares for the BA-64 series were manufactured until the vehicle free to travel on its standard road wheels. This
1953, the last year in which the B A-64 was in opera- arrangement, though more complicated than the
tional service with the post-war Soviet Army. The BA-64 ZhD Vyksinskiy variant, eliminated twenty to
B A-64 series was stockpiled for many years after 1953. thirty minutes of preparation time, a significant improve-
Post-war Poland continued to use its Soviet-supplied ment over the Vyksinskiy model and other esigns of the
BA-64Bs, while the vehicle was also supplied to East 1930s.
Germany (which developed its own SK-1 on the basis of By 15th August 1942, production drawings of the
the BA-64B), Bulgaria, Romania, Albania, and China BA-64BZhD on the wider wheelbase, which was avail-
(post 1949). It also saw extensive service with the able in small numbers, were complete and assembly of
Korean Army during the 1950-53 Korean War and at least the first prototype was complete by 8th November 1942.
one of these vehicles was captured by U.S. Forces and It was then competitively tested against the Vyksinskiy
returned to the United States. Many BA-64s were re- model, with neither variant being considered as having
worked by the BTRZ-121 repair plant before export. outstanding performance.
At the beginning of January 1943, a modified
Description version of the B A-64BZhD was developed to prototype
stage at GAZ and trialed in the region of the plant, while
The BA-64B was, in principle, almost identical to on 21st January 1943 a third variant was also completed.
the earlier B A-64 production model, though certain In total during this period, three variants of the GAZ
features distinguish the later production vehicle. The model BA-64BZhD had been completed to prototype
distinct increase in track width is noticeable from some stage, none a significant improvement over the earlier
angles, while the provision of pistol ports on the front Vyksinskiy prototype.
fighting compartment sides is a feature of nearly all A further attempt to produce a rail scout version of
BA-64Bs. These pistol ports were later protected by box the B A-64B was made by Grachev's design team at GAZ
section welded strip bent to shape around the pistol ports. in the spring of 1943, based on the second prototype model
Other minor changes included the fitting of an exhaust developed in January of that year. However, by the sum-
shield to all BA-64Bs. mer of 1943 there were few light tanks and armored cars
left in front-line service and further development of a
rail-scout version of the BA-64B was abandoned at GAZ.
BA-64BZhD Rail Versions In the summer of 1944, the Moscow Wagon Repair
Plant in Voitovich mounted some standard BA-64 or
V.A. Grachev's design team at the GAZ plant began BA-64B armored cars on flanged rail wheels and these
work on a design for a rail scout version of the B A-64 saw active service as scout vehicles for armored trains.
series in June 1942, however, there were severe delays in
development of the vehicle due to other commitments at
the plant. The BA-64BZhD was eventually built on the BA-64EAPC
new, widened chassis, later used on the BA-64B, but
using an old B A-64 hull. It was built in competition with The original BA-64E (BA-64Sh) command vehicle
the Vyksinskiy plant's version, which was based on the prototype was developed in September 1942 but did not
earlier BA-64 model. progress beyond trials stage, though Grachev's design
bureau at GAZ retained a strong commitment to devel-
oping command and APC versions of the BA-64 series.
In the first days of March 1943, a new turretless desant
transport version of the BA-64 series was approved by
Lipgart, Grachev, and Astro v for development on the new
chassis then in development for the BA-64B. This ve-
hicle underwent design modifications and in mid-March
1943 developed into the turretless B A-64E, similar to the
earlier model and primarily intended as an APC with a
BA-64E armored personnel carrier. (Drawing: desant crew of six tightly accommodated individuals who
Nikolai Polikarpov) entered and exited through a rear door. Three prototypes
BA-64E (BA-64Sh) armored personnel carrier/command vehicle. The BA-64E was a later development of the
original concept first used on the original BA-64 chassis. The vehicle is shown here while undergoing evalu-
ation trials. It can be identified by its lack of turret, the four firing ports in the hull, and the rear door. The
BA-64E (BA-64Sh) was not accepted for service, though the concept was developed into several similar ve-
hicles with multifunction command/APC roles. (Maxim Kolomiets)
BA-64E (BA-64Sh) armored personnel carrier. The turretless BA-64E had two vision/firing ports in each side
of the fighting compartment and a large rear door for desant crew access.
BA-64 KA (BA-64E). An airborne version of the BA-64B was developed to prototype stage, designated
BA-64B "desantnai bezbashennai", or "armored personnel carrier without turret". The vehicle featured a
turretless hull with the hull roofline extended. It was intended as an airborne APC vehicle and was based on
the later BA-64B.
during another three modified prototypes on the B A-64B

chassis in September 1944 and a further three in Decem-
ber the same year. These vehicles had modified armor,
seating arrangements, and radio equipment installations.
An airborne desant variant of the BA-64E was also
developed under the designation BA-64KA. Described
as a BA-64B "desantniy bezbashenniya" (turretless
desant) during evaluation, this version of the BA-64B
did not progress beyond prototype stage either.
BA-64E with 37mm Anti-Tank Gun
In May 1943, an experimental version of the

B A-64E was developed mounting a 37mm anti-tank gun.
The intention was to mount a 37mm light airborne gun
into the BA-64E hull as an air-portable anti-tank system
for ground support of airborne landings. The design did
not progress beyond prototype stage.
BA-64D (BA-DShK-64B)
In March of 1943, a new prototype B A-64DShK was

built on the newly available B A-64B chassis, armed with
a 12.7mm DShK heavy machine gun in an enlarged
turret. The vehicle, designated BA-DShK-64B, was
designed as a reconnaissance vehicle capable of destroy-
ing German light tanks and half-tracks. The vehicle had
a combat weight of 2,425 kg. Its 12.7mm armament had
a range of 3,500m and had been the standard armament
BA-64KA (BA-64E). This vehicle was sent for com-
of the earlier BA-62 and BA-9 armored cars and the T-40
bat trials with the Third Guards Tank Army in March
light tank, though the bulky 34kg weapon was extremely
1944. The photograph is an extract from the original
restricted even in an enlarged turret. The BA-64D did
test summary.
not enter series production, though further development
was undertaken into mounting a 25mm automatic
were constructed by the end of the year under the direc- cannon into the BA-64D chassis. This project did not
tion of F. A. Lependin. They entered service with the 3rd progress beyond the drawing board.
Guards Tank Army and the 7th Nezhinskiy Mechanized
Corps for evaluation in combat conditions, which showed
the vehicle to be too small for such a role though it was BASh-64B Command Vehicle
well suited to use as a command vehicle.
The BA-64E weighed 2,050kg in combat order. A A variant of the turretless BA-64E was developed in
recognition feature of the BA-64B-based version of the 1944, fitted with a 12-RTM radio station and intended as
BA-64E was the addition of two firing ports in the side a command vehicle. This variant is sometimes called
of the armored hull, making a total of four vision/pistol the BASh-64 (Sh: Shtabnoiy or "command").
ports. The design was abandoned as being too small to
be a practical APC and by the end of 1943 a transport
variant of the BA-64B was no longer required as other BA-64B with 7.62mm SG-43 Machine Gun
vehicles, including lend-lease M3Al/M3A2s, had
adequately fulfilled the role. In March 1944 an unsuccessful attempt was made to
GAZ continued with the development of the mount the new 7.62mm Goryunov SG-43 in a standard
GAZ-64E APC/command vehicle concept, however, pro- B A-64B. The BA-64B prototype, armed with its 7.62mm
BA-64B with 14.5mm PTRD anti-tank rifle. This turretless BA-64B pictured in Stalino (now Donetsk) in late
1943 is another field modification of the BA-64 series. The vehicle has lost its front wheel guards, which was
common for BA-64s. (E. Evzerikhin)
BA-64D. Early artist's impression of the BA-64D based on the later BA-64B. (Tank Museum, Bovington,
UK. Ref: 3204/F5)
SG-43 armament was tested at the Kubinka polygon in

April 1944. The 13.8kg SG-43 had adequate accuracy
and a range of 2,000m, but the turret was found to be too
small for the new armament. The vehicle was not
recommended for production.
7.62mm SG-43 installation in the BA-64B. The prin-

cipal reason for the failure of the 7.62mm SG-43 armed
BA-64B is apparent here. The SG-43 could not be
operated effectively from within the confines of the
BA-64B with 7.62mm SG-43 installation drawing turret.
(Nikolai Polikarpov)
BA-69
A monocoque-bodied version of the BA-64 was

developed in the spring of 1944, using the same prin-
ciple as used on the earlier pre-war prototype BA-20
monocoque design. As with the BA-20, the principle was
to integrate the strength of the chassis into the armored
body, the reduced weight thereby allowing additional
armor to be added with no loss in performance. The pro-
totype vehicle was based on the GAZ-69, the planned
replacement for the GAZ-67B, on which development
work began at GAZ in May 1943. Concurrently with de-
velopment of the monocoque GAZ-69, work began on
30th May 1944 on the new monocoque armored car based
on the GAZ-69 chassis. The new armored car was desig-
nated BA-69 and work progressed as far as developing a
wooden model of the vehicle in June 1944 which was
completed on 13th July. Although the design was sound
in principle, the war was nearing an end, and in the cir-
cumstances it was decided not to disrupt series produc-
tion of the current BA-64B. The BA-69 did not there-
fore progress beyond model prototype stage and repre-
sents the final development in the BA-64 armored car
series.
Two pictures above: BA-64B SG-43 prototype. The

BA-64B armed with the 7.62mm SG-43 is seen here
during evaluation trials. The vehicle was not accepted
for service with the Red Army.
100 Russian Armored Cars, 1930 to 2000
3
Medium Armored Cars
BA-27
BA-27M
D-13
BA-I
BA-3
BA-5
BA-6/BA-6M
BA-9
BA-10/BA-10M
BA-11/BA-11D
Medium Armored Cars 101
BA-27 weight of the armored body and it was considerably up-

graded as a result, particularly with regard to off-road
In 1924 Russia began production of the AMO capability.
(Avtomobilnoe Moskovskoe Obshestvo-Moscow Auto- After completion of chassis field trials, the BA-27
mobile Society) F-15 4x2 truck, a Russian modification chassis plans were given to the Izhorskiy armor plant
of an original FIAT design. The development of the AMO where the armored hull and turret were manufactured and
F-15 truck and its production debut in 1924 finally pro- mated to the prototype. After further successful field
vided the Red Army with a mass production chassis on trials of the completed BA-27 prototype, the vehicle was
which to build a new armored car, which was latterly pro- formally given the designation BA-27 and accepted for
duced as the BA-27. service in the Red Army. It was subsequently produced
Development of the BA-27 on the F-15 chassis be- in small numbers at the Izhorskiy plant at Kolpino, near
gan at AMO in 1926 under the direction of B.D. Leningrad from late 1927 as the BA-27 Model 1927. The
Strokanov, with the detail design work undertaken by his vehicle entered general service with the Red Army the
deputy E.I. Vazhinsky. By the summer of 1926 the ini- same year and in army service was simply known as the
tial design was complete and chassis field trials were con- BA-27. Fitted with the turret and 37mm main armament
ducted under the direction of I.I. Vittenburg. These trials of the MS-1 (T-18) tank, the BA-27 had reasonable fire-
showed that the chassis was not sufficiently rigid for the power for the period but with limited anti-tank capabil-
BA-27s parade on Red Square, Moscow, 7th November 1932. Note the extensive use of flat armor plate and
the turret with its offset armament, taken from the T-18 light tank. (Tank Museum, Bovington, UK. Ref: 5227
E4).
Design bureau: AMO Moscow Automotive:

Crew: 4(3) Type: AMO F-15 ( GAZ-AA)
Manufacturing plant: Izhorskiy zavod Cylinders: 4
Service date: 1927-31 Capacity: 4396cm3
Combat weight: 4,400kg (4,100kg for Model 1928) Power output: 35hp @ l,400rpm (40hp)*
Fuel type/capacity: Petrol 770 liters
Dimensions: (m) Transmission: 4F IR
Length: 4.617 Steering: NA
Width: 1.710 Tires: 280-135 Solid rubber.
Height: 2.520 Brakes: Mechanical,drums on all wheels
Track width: NA
Maximum road speed (km/h): 35 (45)
Armor: (mm) Maximum terrain speed (km/h): N A
Hull front: 8 Road range (km): 270-300
Hull sides: 5 Terrain range (km): 150
Turret front: 5 Power/weight ratio: 8.0 (9.8)hp/tonne**
Hull roof: 5 Gradient: 15°
Hull floor: 3 Trench: 0.7m
Fording: 0.6m
Armament:
Main armament: 37mm Hotchkiss/40 rounds Notes:
Secondary armament: 7.62mm DT/2016 rounds * The BA-27 M-1927 developed 35hp (26.!kW)
Firing height: NA while the BA-27 M-1928 developed 40hp (29.8kW).
Elevation/depression: NA ** Power/weight ratios for the BA-27 M-1927 and
BA-27 M-1928 are S.Ohp (5.96kW) and 9.8hp (7.3 IkW)
respectively
ity. The first series production model BA-27, based on entered series production as the BA-27 M-1928, which
the AMO F-15 chassis, had a crew of four, the fourth became the definitive production model of the BA-27.
crewman being located in a rear command post. While the original BA-27 M-1927 was entering
As the first BA-27 M-1927s were being produced, limited production, several other prototypes were also
work continued on improving the design and in 1928 the evaluated for service with the Red Army. Some early
BA-27 was modified at Izhorskiy for production on the BA-27 M-1927 armored cars were experimentally fitted
newly available Ford-AA chassis with a four-cylinder with a 37mm main gun and a co-axial twin 6.5mm
"GAZ" engine developing 40hp (30kW). The new chas- Fedorov machine gun. These variants did not enter
sis reduced the BA-27s combat weight to 4,100kg. The series production but a small number were manufactured
chassis was subsequently series produced at the Gudok and entered service with the army.
Oktyabrya (October Hooter) plant at Nizhny Novgorod The BA-27 was significant in being the first series
(later and better known as the GAZ plant) as the GAZ- produced Russian "medium" armored car, though it was
AA and also at the KIM plant in Moscow. The original actually designated as heavy in the Russian classifica-
BA-27 M-1927 crew of four had proved cumbersome for tion system. The BA-27 was series manufactured at the
a small armored car so on the new model, the rear com- Izhorskiy plant from 1927 to 1931. BA-27 armored cars
mand post position was deleted and the crew reduced to took part in the battles of the Khalkhin Gol against Japan
three. and the incidents on the Chinese Eastern Railroad. When
After trials of the modified BA-27 in December 1928 production ceased in 1931, one hundred BA-27s of all
it was also accepted for service in the Red Army and production models had been manufactured.
BA-27s on Red Square, Moscow, 7th November 1932. BA-27 "Caucasian Komsomolets" (left), and "Moscow
Komsomolets" (right) lead a column of BA-27s. The right column has three production variants, with flat,
louvered, and domed radiator armor plates.
BA-27s during the same 7th November 1932 parade. The inscription on the vehicle on the right reads, "In the
name of the Tenth Anniversary of the Domestic Transport Worker's Union". This is the "Caucasian
Komsomolets" vehicle in the top picture. This vehicle had flat radiator armor in comparison with the BA-27
on the left, which has radiator armor with four intake louvers.
Although rudimentary and somewhat outdated in its Description

own time, the BA-27 was a good basic design not infe-
rior to contemporary armored cars of other nations. It The BA-27 was a relatively simple design, with a
was strategically significant in that it gave Russian forces front-mounted engine, rear fighting compartment, and the
experience with mechanized formations, special mecha- turret and armament taken from the MS-1 (T-18) light
nized units being formed which incorporated the BA-27 tank.
with MS-1 tanks, the units comprising a battalion of The original AMO F-15 chassis was significantly
MS-1 tanks and an auto-armored battalion equipped with modified for use with the BA-27 armored car. Modifica-
BA-27s. These became separate Mechanical Brigades tions included strengthened springs, special heavy duty
in 1929, the beginning of armored formations in the mod- tires and an uprated clutch, while the fuel tank capacity
ern sense. was increased to improve range. Other significant modi-
The AMO F-15 chassis was generally suited for its fications included an electric starter for the BA-27 (the
role, being overall reliable in operation and simple to AMO F-15 was started with a hand crank) and standard
maintain. It had good ground clearance and large diam- electric driving lights, which were only later added to the
eter wheels, though the narrow section tires caused some AMO F-15 cargo truck.
difficulties crossing soft ground. The all-terrain perfor- The turret and armament of the BA-27 were taken
mance deficiencies of the BA-27 were recognized from the MS-1 (T-18) light tank then in production. The
during its service life, with most difficulties being related six-faceted turret mounted a 37mm Hotchkiss gun in the
to the vehicle bogging down in soft ground. In an at- left front facet with a newly available 7.62mm DT
tempt to lessen the vehicle ground pressure, an elongated (Degtyarev-Tankovy) machine gun ball-mounted on the
6x4 chassis was developed for the vehicle in 1931. The right. The gunner was located in a seat which was
design work resulted in the BA-27M which entered ser- mounted to the turret wall. The BA-27 had excellent fire-
vice with the Red Army late the same year. power and was classified as "heavy" due to its armament,
despite its diminutive size.
The hull and turret used flat sheet armor which was
riveted throughout. The hull armor was built from 5-
8mm flat steel plate with an angled front superstructure
which gave the vehicle good overall protection from small
caliber weapons. There were two access doors in the
front fighting compartment. The rear deck had a distinc-
tive step which gave the vehicle better rearward vision
against close infantry attack and was also used to mount
the spare tires, two of which were often carried stacked
on top of each other.
Engine cooling was a design problem which plagued
the BA-27 as there was a frequent risk of overheating
whenever the front armored radiator doors were closed
in combat conditions and the airflow consequently
restricted. There were at least four variants of front ar-
mor plate on the BA-27, developed as engineers attempted
to solve the vehicle's ongoing cooling problems. Early
model BA-27s had a horizontally slatted grille, followed
by flat armor without cooling slots. This was followed
by flat armor plate with four air intake doors. The final
solution was the fitting of an 60cm eight-bladed fan which
drew air through vents in the front armor and forced it
Early production BA-27. This is an interesting ex- through the radiator in a concept still used to the present
perimental variant of an early BA-27 with a tandem day. Later production model B A-27 s used domed front
mount 6.5mm Federov machine gun installed in the vent covers which allowed air to be drawn in by the fan
turret as secondary armament. The vehicle also has at all times and alleviated the necessity to have the ar-
unusual horizontal pattern armored radiator vents. mored radiator armor open in combat conditions. An ar-
(Mikhail Svirin) mored scuttle was mounted under the radiator to maxi-
mize the airflow past the engine with the front armored
BA-27s on parade, 7th November 1932. Note the distinctive flat radiator armor and the scuttle mounted
under the armor to direct air flow past the radiator.
BA-27s and a T-27 tankette on maneuvers. The BA-27 on the right has the later pattern radiator armor with
four separate armored vents which could be opened as required.
Crews receive instruction on new BA-27s. The extensive use of flat armor plate is evident in this photograph
of a BA-27 prior to armament installation.
BA-27. Though not a particularly clear photograph, the stepped rear armor and the storage pattern for the
two spare wheels is evident in this view. (Tank Museum, Bovington, UK. Ref: 3202/C5)
Medium Armored Cars
107
lllll>llll l
*^(«l!**'* '' iHIQjlljl^^ « « ' ' /
^J^E^flMHMte. ^%fc^,
Jip ^x, •
A BA-27 undergoes gun cleaning in the field. This BA-27 is interesting in that it is painted in parade mark-
ings, "10th Anniversary of Domestic Transport," but has clearly been used in the field for some time thereaf-
ter without repaint to more subtle markings. (Tank Museum, Bovington, UK. Ref: 3202/D3)
BA-27s line up for a parade on Red Square, Moscow. The markings on the BA-27 in the foreground are
identical to those in the top photo.
plates closed. had improved the BA-27's performance slightly, but it

The BA-27 had an adequate combination of firepower remained a heavy vehicle on a light chassis with conse-
and protection but the 4,400kg combat weight and un- quent limited cross-country performance.
der-rated 35hp (26.1kW) engine of the original BA-27 The mobility difficulties of the otherwise successful
gave a disappointing power/weight ratio which led to lim- BA-27 were investigated by engineers at the Remontbaza
ited vehicle performance, particularly a maximum speed N°2 (Repair base N°2) tank rebuilding facility and a six-
of only 35km/hour and a very limited 150km range. The wheeled variant, the BA-27M, was developed using the
4,400kg vehicle mounted on its narrow section tires also
led to a high (3.2kg/cm2) ground pressure which resulted
in the vehicle bogging down in soft ground.
Recognizing the design flaws in the original produc-
tion model BA-27, the modified BA-27 M-1928 version
was developed, externally identical to the earlier series
but mounted on the Ford-AA chassis which reduced the
chassis weight by 300kg, the corresponding vehicle com-
bat being reduced to 4,100kg. The Ford-AA based BA-
27 M-1928 was powered by a four-cylinder 40hp (30kW)
engine which gave a marginal increase in overall perfor-
mance in combination with the vehicle's reduced combat
weight. The BA-27 Model M-1928 had a road speed of
40km/hour.
BA-27M. This BA-27M is preserved in excellent con-

dition in the NIIBT Museum, Kubinka.
An overturned BA-27 in Poland, 1939. This photo-

graph gives a good view of the BA-27 chassis and trans-
mission.
BA-27M Medium Armored Car
The BA-27 4x2 armored car had proven to be a very

successful design when introduced into Russian Army
service in 1927. The vehicle was well armed, with iden-
tical armament to contemporary light tanks, well armored
and reliable in service. Its principle drawback was lim-
ited off-road mobility, due to a combination of its 4,400kg
combat weight and limited 4x2 chassis. The problem
was compounded by the narrow section tires used on the
BA-27, which gave good overall traction but led to the BA-27M front view. Note the four intake cowlings on
vehicle bogging down easily when crossing soft ground. the frontal armor. This configuration was also used
The later BA-27 M-1928 production model with its re- on the last production series of BA-27s.
duced 4,100kg combat weight and uprated powerplant
SPECIFICATIONS BA-27M
Design bureau: Remontbaza N°2 Elevation/depression: NA

Crew: 4
Manufacturing plant: Remontbaza N°2 Automotive:
Service date: 1931 Type: GAZ-AA
Cylinders: 4
Dimensions: (m) Power output: 40hp (30kW)
Width: 1.93 Transmission: 4F IR x2
Wheelbase: Ford Timken Tires: Solid rubber
Track width: Ford Timken Brakes: N A
Ground clearance: 0.24 Radio: No

Turret front: 8 Road range (km): 300 (approximately)
Main armament: 37mm Hotchkiss/40 Gradient: 20-23°
Secondary armament: Ix7.62mm DT/2,016 Trench: NA
BA-27M. The BA-27M was based on the Ford Timken chassis and was built by Remontbaza N° 2 (Repair
Base N° 2) from 1931. The 37mm main armament provided excellent firepower when initially introduced.
The BA-27M saw active service in the Khalkin Gol battles and the opening stages of the 1941-45 war with
Germany.
m •••»*«»•••«
A BA-27M abandoned at a ferry crossing, 1941. The vehicle has "overall" tracks stowed on the wheel guards.
Note the missing wheel and open rear vision visor.
BA-27M at the NIIBT Museum, Kubinka.

BA-27M. This BA-27M has the simpler flat radiator armor without louvers.
BA-27M preserved at the NIIBT museum, Kubinka, Moscow.

BA-27M at the NIIBT museum, Kubinka, Moscow.

original BA-27 armor body and turret mounted on the production. It would be required that future Russian heavy
6x4 Ford Timken chassis. The BA-27M was developed armored car designs be mounted on the new chassis and
in an attempt to spread the weight of the armored body so the BA-27M remained a stopgap to modernize an ex-
and turret and so reduce the vehicle ground pressure. isting vehicle design and retain it in service until a new
Trials of the prototype B A-27M actually showed a mod- vehicle was available. The B A-27M was quickly replaced
erate increase in off-road performance but little change by the Izhorskiy plant developed B A (BroneAvtomobil -
in ground pressure. However, the use of a 6x4 chassis Armored Car) series which was developed concurrently
allowed removable rubber tracks with steel grousers to with the B A-27M but, with the exception of the first se-
be fitted around the rear wheels when required. These ries production BA-I vehicles, was produced using the
tracks, known as "overall" tracks, were introduced on the new GAZ-AAA chassis, powerplant, and mechanical
BA-27M and proved very effective. Being removable, components.
they did not reduce road speed and when not in use they The BA-27M served in the Far East Military District
were stowed on the rear wheel guards or across the ve- where in the summer of 1939 it was engaged against the
hicle rear. These tracks became standard on the later B A Japanese Army in the battles of the Khalkhin Gol. It
heavy armored car series, all of which were mounted on remained in service with the Red Army at the outbreak
6x4 chassis. of war with Germany in 1941 but most vehicles were
After successful completion of field trials the destroyed or abandoned in the opening weeks of the war.
BA-27M was accepted for service in the Red Army. Clas-
sified at the time as a medium armored car, a small series Description
of BA-27Ms were built at Remontbaza N°2 in 1931 and
entered service with the Red Army the same year. The B A-27M was basically the body and turret from
At the time of its introduction the BA-27M was the BA-27 mounted on the chassis of the 6x4 Ford Timken
already a dated design, however, and was based on a chas- chassis. The crew of the B A-27M was increased to four,
sis for which a domestically manufactured replacement reintroducing the rear command post station which was
(the GAZ-AAA) was already being prepared for series used on the original BA-27 M-1927 but deleted on the
nists) plant in north east Moscow (now part of the AZLK

Moskvitch plant) in competition with the BA-I design
from GAZ. The Ford Timken 6x4 based chassis was
modified and strengthened at KIM, the completed chas-
sis then being transferred to the Izhorsky plant at Kolpino,
near Leningrad, where the armored bodies were built and
mounted on the KIM supplied chassis. A small series of
D-13s was manufactured at Izhorskiy for trials purposes
during 1931.
In addition to good armament and an 8mm armor
basis the D-13 was designed with considerable attention
to overall performance and battlefield survivability. The
D-13 introduced several interesting design features
including the provision of two drivers positions, located
at either end of the vehicle, which gave both good con-
trol in either direction and the ability to evacuate a dam-
aged vehicle from combat operations, albeit the D-13 was
particularly slow when moving in reverse gear. The tires
were of the new GK or Gubchataya Kamera bulletproof
design being introduced onto several armored car types
during this time, these being filled with a type of sponge
rubber which allowed considerable damage to the tires
without disabling the vehicle.
BA-27M rear view. Note the rear vision port and the The D-13 did not progress beyond trials production
turret taken from the MS-1 (T-18) light tank. stage and details are unavailable as to how the D-13 per-
formed during evaluation for service in the RKKA. A
later BA-27 M-1928 production model. command variant of D-13 was also produced, designated
The BA-27M was powered by a GAZ-A A engine D-13U (Upravleniya-command).
made available in limited numbers before the GAZ-AA
truck entered production the following year. The 40hp Description
(30kW) engine gave a power/weight ratio of 8.9hp
(6.7kW)/tonne, giving the vehicle a reasonable road speed The D-13 armored body and turret were produced at
of 48km/hour. the Izhorskiy plant and mated to a 6x4 Ford Timken chas-
The BA-27 turret was taken from the concurrent sis modified and supplied by the KIM zavod in Moscow.
MS-1 (T-18) light tank, with the 37mm Hotchkiss tank The D-13 featured a turret of a new design, with the
gun mounted on the left front turret facet and a armament taken from the MS-1 light tank. The vehicle
ball-mounted 7.62mm machine gun on the right front was heavily armed compared with its contemporaries,
facet. The turret traverse was manually operated. Forty armament consisting of a turret-mounted 37mm Hotchkiss
rounds of 37mm ammunition and 2,016 rounds of 7.62mm tank gun with one hundred rounds of ammunition, a co-
ammunition were carried within the vehicle. The axial 7.62mm DT machine gun and a further 7.62mm
B A-27M had an armor basis of 8mm, with riveted sheet DT machine gun in the hull which could be fitted in sev-
armor used on the hull and turret. eral available ball mounts, two in each side, one at the
hull rear and one to right of the driver. In addition to the
hull armament there was a ring mounted 7.62mm DT or
D-13 Heavy Armored Car PM-1910 Anti-aircraft machine gun (AAMG) on the roof
behind the turret. A considerable 5,040 rounds of 7.62mm
The D-13 (Dyrenkov-13) was the first 6x4 "heavy" ammunition was carried within the vehicle.
armored car produced in Russia. It was developed in The D-13 had a crew of three, consisting of com-
1931 concurrently with the BA-27M, with both models mander/gunner, loader/machine gunner, driver. Had the
actually being classified as medium armored cars at the vehicle entered service, the crew would have been hard
time. The D-13 was developed by a team directed by worked in combat due to the excessive armament carried
N.I. Dyrenkov at the KIM (Kommunisticheskiy on the vehicle. The D-l3 was not fitted with radio, which
Internatsional Molodozhi-Young International Commu- considering the armament was probably good news for
SPECIFICATIONS D-13
Design bureau: Moscow Autozavod KIM Elevation/depression: N A

Crew: 3
Manufacturing plant: Izhorskiy zavod Automotive:
Service date: 1931 Small series produced Type: GAZ-AA
Cylinders: 4
Length: 4.975 Fuel type/capacity: Petrol 740 liters
Width: 1.960 Transmission: NA
Wheelbase: NA Tires: NA
Track width: NA Brakes: Mechanical drums on all wheels

Hull sides: 8 Maximum terrain speed (km/h):NA
Turret sides: NA Terrain range (km): 95
Power/weight ratio: 9.7hp (7.2kW/tonne
Main armament: 37mm Hotchkiss/100 Gradient: 20°
Secondary armament: 3x7.62mmDT/5,040 Trench: NA
Firing height: NA Fording: NA
Dyrenkov's D-13 heavy armored car. The D-13 was built in small numbers at the Izhorskiy plant from 1931.
The vehicle was armed with 37mm main armament and at least two 7.62mm DT machine guns which could be
moved to several ball mounts within the vehicle. Note also the anti-aircraft ring mount on the hull roof.
Another view of the D-13 armored car.
the overworked crew. during 1932 for trials purposes. The trials showed that
The D-13 was powered by the new Ford-AA/GAZ- the 37mm main armament of the BA-I had limited anti-
AA engine then entering series production at KIM in tank capability but was adequate for infantry support
Moscow and at the GAZ plant in Nizhny Novgorod. The requirements. The Ford Timken chassis employed on the
rudimentary but reliable engine developed 40hp (30kW) BA-I was not particularly strong or rigid to support the
which gave the vehicle a reasonable road speed of 55km/ vehicle weight but was judged to be acceptable as it was
hour. The D-13 was provided with large section tires available and required only slight modification to accept
which gave good cross-country performance and the spare the BA-I hull. Subsequent Izhorskiy vehicles were based
wheels mounted either side of the vehicle were free- on the new GAZ-AAA chassis which became available
rotating on their stub axles to assist with obstacle in 1933.
clearance. To further aid survivability in combat the Between 1932 and 1934 a small series of BA-I
D-13 was also fitted with GK bulletproof tires. armored cars were built at the Izhorsky Plant in Leningrad,
a total of fifty-three B A-Is being supplied to the Russian
Army over the two-year period. The BA-I was super-
BA-I Heavy Armored Car seded in production by the BA-3 in 1934. It remained in
service in small numbers when war broke out with Ger-
Field trials with the D-13 conducted in 1932 did not many in June 1941. Russian records do not show the
result in its adoption by the Red Army. Consequently, an development of a BA-2 or BA-4 beyond paper design
entirely new series of 5,000kg class armored cars was studies.
developed at the Izhorskiy plant in the suburbs of
Leningrad which was to become the definitive Russian Description
heavy armored car series of the 1930s. The first model
developed by the Izhorskiy team under the direction of The BA-I was of conventional configuration, with a
A.D. Kuzmin as plant director was based on the chassis front-mounted engine, rear fighting compartment and a
of the Ford Timken 6x4 truck and received the designa- small turret mounted to the rear of the fighting compart-
tion BA-I or BronieAvtomobil-Izhorskiy (not BA-1 as ment roof. The hull was of welded and riveted construc-
often described in the West). Subsequent series production. The three man crew consisted of commander/gun-
tion model BA designs were numerically designated ner, loader/hull gunner and driver. Access to the vehicle
BA-3toBA-ll. was by a door in each side of the vehicle and by a small
Small numbers of BA-I armored cars were produced door on the right side of the vehicle rear. The basic hull
SPECIFICATIONS BA-I
Design bureau: Izhorskiy OKB Elevation/depression: N A

Crew: 3
Service date: 1932 Small series production Type: GAZ-AA
Power output: 40hp (29.4kW)
Length: 4.770 Transmission: NA
Height: 2.350 Tires: NA
Wheelbase: As Ford Timken Brakes: Mechanical, drums on all wheels
Track width: As Ford Timken Radio: No
Performance:
Hull front: 8 Maximum terrain speed (km/h): 48
Hull sides: N A Road range (km): 300
Turret sides: NA Power/weight ratio: S.Ohp (6.0kW)/tonne
Main armament: 37mm Hotchkiss / 34 Trench: N A
Secondary armament: 2x7.62mmDT / 3,024 Fording: NA
Firing height: NA
BA-Is parade in Red Square, Moscow, 7th November 1934. The BA-I (BA-Izhorskiy) was the first of the B A
heavy armored car series introduced into service with the Red Army in 1932. The BA-Is here are accompa-
nied by Dyrenkov D-8s (right), and SU-12 self-propelled guns (rear and right).
BA-I side view. The turret used on the BA-I was an original design not related to the MS-1 (T-18) light tank
turret. The 37mm main armament was mounted on the right of the turret with the DT machine gun on the
left, the opposite arrangement to that used on the BA-27 and BA-27M.
BA-Is in formation, Kiev Military District, 1935. Note the rear access door and tow ropes. In the background
can be seen FAIs and Kommunar tractors towing 203mm B-4 tracked howitzers.
BA-I on Red Square, Moscow. The BA-I pictured in this old British Army recognition photograph is follow-
ing a column of Dyrenkov D-8s. (Tank Museum, Bovington, UK. Ref: 276/D5)
tonne, together with the overloaded chassis, resulted in

nominal cross-country performance. "Overall" tracks,
first introduced on the BA-27M, were normally used to
good effect when traversing soft terrain.
BA-3 Heavy Armored Car
The BA-I design was followed in production at the

Izhorskiy plant by the BA-3 which became the first
BA-Is entering Red Square, Moscow, 1933. series produced model of the B A series, the BA-2 having
not progressed beyond the conceptual design phase. It
configuration of the B A series changed little throughout was manufactured from 1934 until 1935, with approxi-
the series, but the turret and armament were updated mately 160 BA-3s built before the introduction of the
several times. The BA-I was armed with a 37mm BA-6in 1935.
Hotchkiss gun and co-axial DT machine gun in the The BA-3 was used throughout the 1930s and small
turret, with another 7.62mm DT machine gun located in numbers which were stationed in the Russian Far East
the front right of the fighting compartment. The BA-I Military District took part in the Khalkin Gol campaign
used a new purpose designed turret, similar to the earlier against Japan in the summer of 1939. Some of these
D-13 turret which differentiated it from later vehicles in vehicles were later returned to the Russian Western Front
the series which used the turret from the T-26 M-1933 to take part in action against the German Army in late
tank. The turret armor was riveted throughout. 1941 and early 1942.
Though well armed, the BA-I was very underpow- The BA-3 was built on the newly available GAZ-
ered. The four-cylinder GAZ-AA engine developed 40hp AAA chassis (some Russian Sources state Ford-
(30kW) which gave the five-tonne vehicle reasonable road Timken), with the turret and 45mm M-1932 tank gun
speed, but the poor power/weight ratio of only 8hp (6kW)/ armament taken directly from the T-26 M-1933 light tank.
BA-3 prototype during evaluation trials.
SPECIFICATIONS BA-3
Design bureau: Izhorskiy OKB Elevation/depression: NA

Crew: 4
Service date: 1934 Type: GAZ-AA
Cylinders: 4
Length: 4.77 Fuel type/capacity:Petrol/65 liters
Width: 2.11 Transmission: 4F IR Two speed transfer case
Wheelbase: 3.34 Tires: 6.50 - 20

Hull sides:NA Maximum terrain speed (km/h): N A
Turret sides: NA Terrain range (km): 140
Main armament: 45mm M-1932/40 Gradient: 25°
Secondary armament: 2x7.62mm DT/3,276 Trench: NA
Firing height: NA Fording: 1.0
BA-3s and FAIs in transit, Kiev Military District Maneuvers, 1935. The new turret easily distinguished the
BA-3 from the BA-I. This BA-3 has "overall" tracks mounted on wooden blocks on the rear wheel guards.
Small detail changes from the BA-I include the use of internal hinges on the vision blocks and a neatened
external appearance to the hull.
The turret armor was welded while the 8mm hull armor actually worse than the BA-I due primarily to the
was of welded and riveted construction. addition of the heavy T-26 turret. Pneumatic tires were
The four man crew of the BA-3 consisted of com- introduced for the first time on the BA-3 which helped
mander/gunner, loader,driver, and hull machine gunner maintain road performance despite the additional vehicle
who was introduced as a result of field experience with weight.
the BAI which showed that a three man crew was inad-
equate for a vehicle with the same armament as a con- Description
temporary light tank. As the BA-3 still lacked a radio the
crew of three proved adequate to the tasks required. The BA-3 was similar in layout to the BA-I, the prin-
The use of the 45mm M-1932 tank gun from the ciple distinguishing feature of the BA-3 being the new
T-26 M-1933 was a significant increase in armament com- turret and armament, taken from the T-26 M-1933 light
pared with the BA-I and provided good anti-tank capa- tank. The vehicle was otherwise generally similar to the
bility which the BA-I lacked. Secondary armament con- earlier BA-I. The BA-3 retained the BA-I's rear hull ac-
sisted of two 7.62mm DT machine guns, one in the turret cess door.
mounted co-axially with the main armament, the other
mounted in the hull alongside the driver. The BA-3 car-
ried forty rounds of 45mm ammunition and 3,276 rounds BA-5 Heavy Armored Car
of 7.62mm ammunition within the vehicle, a consider-
able improvement compared with the BA-I. The BA-5 was developed in the spring of 1935. It
The BA-3 was fitted with the same 40hp (29.4kW) was an unusual vehicle in the BA heavy armored car
GAZ-AA engine which powered the BA-I which was series, utilizing the chassis and mechanicals from a modi-
some 1,000kg lighter than the 6,000kg BA-3. The BA-3 fied ZiS-6, which had been in production at ZiS in Mos-
had an excellent road speed of 63km/hour which was cow since 1934, rather than the GAZ-AAA chassis on
considerable for its day but its power/weight ratio was which all other BA heavy armored cars except the origi-
Medium and Heavy Armored Cars, 1930-1945 121
BA-3s pictured in August 1942. The BA-3s pictured here are accompanied by a BA-20M (foreground) and a
B A-10 (background). Many armored cars were serving in the Far East Military District when war broke out
with Germany in 1941, and arrived late in the western theater of operations. (Photographer: D. Chernov)
BA-5 Heavy armored car prototype. A rare, though

poor quality photograph of a BA-5.
Rear view of the BA-5. Note the rear firing machine

gun sponson.
&
SPECIFICATIONS BA-5
Design bureau: Moskovskiy Zavod (ZiS) OKB Elevation/depression: NA

Crew: 5
Manufacturing plant: Moskovskiy Zavod (ZiS) Automotive:
Service date: 1935 (Prototype) Type: ZiS-5
Combat weight: 8,100 kg Capacity: 5,555cm3
Cylinders: 6
Length: 5.30m Fuel type/capacity: Petrol 7120 liters
Width: 2.40m Transmission: 4P IR
Height: 2.50m (approx) Steering: Rack and pinion
Wheelbase: 3.81 Tires: 34.00 - 7.00
Track width: 1.675 Brakes: Mechanical
Ground clearance: 0.265m Radio: No

Turret front: 4-9 Road range (km): 260
Turret sides: 4 Terrain range (km): N A
Main armament: 45mm M-1934/114 Gradient: 20°
Secondary armament: 3x7.62mmDT/3,000 Side slope: 14°
Firing height: NA Trench: 0.5m
Fording: 0.65m
nal BA-I had been based. The armored body was devel- concepts, the most ingenious of which was the adoption
oped by the Izhorskiy plant in Kolpino near Leningrad, of a second driver's station at the rear of the vehicle, as
concurrently with the chassis development at ZiS in originally introduced on the earlier D-13 armored car,
Moscow. complete with a second steering wheel and accelerator,
The development principle behind the BA-5 was to clutch, and brake pedals. The vehicle could be driven in
upgrade the combat capability and endurance of the heavy either direction which gave a considerable increase in
B A armored car series by providing a multiplicity of ar- combat capability in terms of general mobility and abil-
mament in a similar manner to contemporary tanks such ity to sustain battle damage. The second driver's station
as the T-28 medium and T-35 heavy. also made the BA-5 better suited than its predecessors
The BA-5 was armed with the new 45mm M-1934 for use as a rail drezine.
tank gun and a co-axial 7.62mm DT machine gun in the Though an excellent armored car design in terms of
T-26 M-1933 turret. A second DT machine gun was firepower, maneuverability, and battlefield endurance, the
ball-mounted in the front right side of the fighting BA-5's armament and driver arrangement necessitated a
compartment, alongside the driver, while a third DT crew of five, which was in part to prove the vehicle's
machine gun was ball mounted at the rear of the fighting downfall. The crew required for operating the BA-5
compartment in a rear sponson which provided a good efficiently was comparable with that required for a me-
rear arc of fire. The BA-5 made good use of the addi- dium tank and represented the largest crew ever contem-
tional space available in the fighting compartment, with plated for a Russian armored car.
an impressive 114 45mm rounds and 3,000 rounds of The BA-5 was longer than the BA-3 and BA-6. It
7.62mm ammunition being carried on board, significantly had limited cross-country performance and its 9.0hp/tonne
increasing the vehicle's battlefield endurance in compari- power/weight ratio was unimpressive, though similar to
son to its predecessors. other armored cars of the time. The 73hp (54.5kW) six
The BA-5 featured several interesting design cylinder ZiS-5 engine did, however, give the vehicle a
reasonable road speed of 50km/hour. The BA-6 was built on a shortened GAZ-AAA chas-
The BA-5 had a combat weight of 8,100kg and was sis and was powered by the same GAZ-AA engine as the
as such a particularly heavy armored car, weighing BA-3, the power output remaining 40hp (29.4kvT). The
2,000kg more than the BA-3 and 3,000kg or nearly sixty redesign of the BA-6 allowed for an improvement in ar-
percent more than the BA-6. As such the chassis was mor to 9mm in vulnerable areas while achieving an over-
considered overloaded for the required weight of vehicle all reduction in weight to 5,120kg. The vehicle's im-
and this was also a major determining factor in the project proved power/weight ratio resulted in better all-terrain
being terminated. performance, though the cross-country speed was reduced
The BA-5 did not progress beyond field trials which
were conducted at the NIIBT Polygon at Kubinka near
Moscow, but the design requirement for a 8,000kg class
heavy armored car continued to be considered by engi-
neers at ZiS and Izhorskiy, resulting in a second attempt
at the concept, the B A-11, which entered limited produc-
tion in 1939.
BA-6 Heavy Armored Car
The BA-6 armored car was introduced at the

Izhorskiy plant in 1935 as the production replacement
for the BA-3 after only 160 BA-3s had been manufac-
tured. Though a good overall design, the BA-3 was, at
6,000kg, considered too heavy and the BA-6 was essen-
tially a minor production modernization of the earlier
design, nearly 1,000kg lighter and with a strengthened
rear suspension and modified transmission. The BA-6
was armed with the same basic armament as the BA-3,
consisting of a 45mm M-1932 tank gun and co-axial Rear view of a BA-6. This photo was taken on 9th
7.62mm DT machine gun in the T-26 turret and a sec- May 1993 when some of the more historic AFV's in
ondary 7.62mm DT machine gun in the hull superstruc- the Kubinka collection were publicly displayed at the
ture alongside the driver. The BA-6 had better battle en- Victory Museum at Paklonnaya Gorya Museum in
durance than its predecessor, with sixty rounds of 45mm Moscow.
ammunition for the main armament stowed internally as
against forty for the BA-3. and the use of bulletproof GK tires reduced road speed to
43km/hour and range to 197km.
The most noticeable recognition feature of the BA-6
was the introduction of a scuttle under the radiator which
was later also used on the B A-10 series. The scuttle
improved air flow to the engine when the intake louvers
were shut in combat, preventing engine overheating.
Several minor modifications were made to the BA-6 as
production continued. The first few vehicles manufac-
tured retained the small rear access door at the right of
the fighting compartment rear which was a distinguish-
ing feature of all BA-3s. Most armored hulls for
the BA-6 were produced at the Izhorsk plant, though the
Vyksa plant may also have manufactured hulls for
the BA-6. Without reference to the lack of rear door,
the BA-6 is almost indistinguishable externally
from the earlier BA-3.
BA-6 rear view. The BA-6 saw extensive combat service, with its
BA-6 drawings in 1:35 scale. (Nikolai Polikarpov)

BA-6 drawing in 1:35 scale.
BA-6 during evaluation trials.

The Kubinka Tank Museum's BA-6, Victory Park, Moscow, 1993. On 9th May 1993, the Kubinka Tank
Museum near Moscow showed their BA-6 in public, where it remained on display for several months. It is
difficult to distinguish later BA-3s from the early BA-6 as there was no distinct model change and some
interim model BA-6s retained the rear door which usually distinguishes the BA-3.
BA-6 in its Kubinka storage hangar. The vehicle in the background (Number 402) is a BA-27M, the only
known example surviving today.
BA-6 at the Central Armed Forces Museum, Moscow. The vehicle now displayed at the Central Armed
Forces Museum is the same vehicle as briefly displayed to the public at the 9th May 1993 victory celebrations
in Moscow.
BA-6.
BA-6 at Central Armed Forces Museum, Moscow.
Superstructure and turret details of BA-6.

BA-6 gun and hull details.
From the right rear BA-6.

Hull and turret detail BA-6.
BA-6. The brackets above the two hooks were for securing the "overall" tracks when not in use.
BA-6. Note the leaf spring front suspension inherited from the GAZ-AAA truck chassis on which the BA-6
was built.
BA-6 heavy armored car. This BA-6 is painted in rare pre-war camouflage markings. (Imperial War Mu-
seum, London)
BA-6 abandoned in Finland, 1940. The BA-6 replaced

the BA-3 in production at the Izhorskiy Zavod in 1935.
It was generally similar in appearance to the BA-3
but had many detail changes. (Tank Museum,
Bovington, UK. Ref: 3202/F1.)
Front view of the BA-6 (BA-3?) at the NIIBT

Museum, Kubinka.
BA-6 (BA-3?) preserved at the Kubinka Tank Museum, Russia. This BA-series vehicle still retains the rear
access door which was deleted on the standard production model BA-6. This may be a prototype vehicle used
during evaluation trials, or a BA-3 with later modi Heat ions. The museum identifies it as a BA-3.
Kubinka's early production BA-6 (BA-3?).

Rear left view, BA-3 or early

model BA-6 at Kubinka. The
cleats above the wheel guards
were used for securing the
"overall" tracks.
Right rear view, BA-3 or early

model BA-6 at Kubinka. This
BA-6 retains the rear door
more common to the BA-3.
The vehicle may also be a
BA-6 prototype based on the
BA-3, or a late model BA-3.
BA-6 ZhD.
combat debut being during the Spanish Civil War. It vehicles, used primarily by German war correspondents,
served with Russian forces in the 1939 Khalkin Gol were in turn captured by Russian forces and saw service
campaign against Japan, in the invasion of Poland, and with the Red Army. A small number of BA-6s also served
during the 1939-40 "Winter War" with Finland before in China, Mongolia, and Afghanistan.
serving in the opening stages of the 1941-45 war with Most BA-6s were painted standard Russian olive
Germany. Due to large numbers of BA-6s being stationed green with unit markings normally located on the turret
in the Far East Military District when Germany invaded with bands around the turret roof. A small number were
Russia in June 1941, these vehicles arrived late into the painted in the late 1930s three-color summer camouflage
Western theater of operations, some BA-6s surviving into scheme. As with other Russian AFVs, whitewash was
1943-44 and longer, while contemporary Russian tanks applied during winter and this was quickly worn and
such as the T-26 light tank were mostly destroyed by early washed away, leaving B A-6s looking particularly weath-
1942. Many BA-6s were captured by the German Army ered in wartime photographs.
and pressed into German service as the Panzerspähwagen A total of 386 BA-6 armored cars were produced
BA-203 (r). between 1935 and 1939, including a small number of
In addition to service with the Russian Army, the BA-6Ms. The BA-6 series was replaced on the produc-
B A-6 was also exported in small numbers (sixty vehicles) tion lines at Izhorskiy by the B A-10 from 1938.
to Turkey in the mid-1930s. Spain used the BA-3 and
B A-6 designs as the basis for their own Autometralladoro
Blindado medio Chevrolet 1937. Some of these Span- BA-6 ZhD
ish-built vehicles, which were similar to the Russian BA
series but were different dimensionally and had a new The only known variant of the BA-6 which served
turret, were used by the German Army in Russia during with the Red Army was the BA-6 ZhD rail scout conver-
"Operation Barbarossa" in 1941. A small number of these sion of the BA-6 armored car, fitted with flanged ZhD
SPECIFICATIONS BA-6
Design bureau: Izhorskiy OKB

Crew: 4 Firing height: N A
Manufacturing plant: Izhorskiy zavod Elevation/depression: +22%2° (-5°?)
Service date: 1935 (series production)
Combat weight: 5,120kg
Automotive:
Type: GAZ-AA
Dimensions: (m) Capacity: 3285cm3
Length: 4.90 Cylinders: 4
Width: 2.07 Power output: 40hp (29.4kW) @ 2,200rpm
Height: 2.36 Fuel type/capacity: Petrol/65 liters
Wheelbase: 3.34 Transmission: 4F IR x 2
Track width: 1.60 Steering: Rack & pinion
Ground clearance: 0.240 Tires: 6.50 - 20
Brakes: Mechanical
Armor: (mm) Radio: No
Hull front: 9
Hull sides: 9 Performance:
Hull rear: 4-8 Maximum road speed (km/h): 43
Hull floor: 3 Maximum terrain speed (km/h): NA
Turret sides: 8 Power/weight ratio: 5.8kW (7.8hp)/tonne
Main armament: 45mm M-1932 / 60 Trench: 0.6m
Secondary armament: 2x7.62mm DT/3,276 Fording: 0.8m
BA-6ZHD preparing for rail scout duty, Volkhov Front, August 1942. This interesting photo shows the crew in
the process of fitting the steel ZhD rail rims over the standard road wheels. The rims are already fitted to the
front wheels, while the rear of the vehicle has been jacked up to mount a complete ZhD wheel on the rear axle.
The BA-6M was almost identical in appearance to the later B A-10, but did not feature the small projection in
front of the fighting compartment for the hull machine gun. This machine gun sponson was designed to give
the machine gunner more space and was standardized on the later BA-10 series. M. Baryatinsky.
road wheels and built in small numbers in 1935. The cantly improving both road speed and all-terrain capabil-
BA-6 could attain a reasonable speed of 55km/hour on ity. A new conical all-welded turret was adopted on the
rails but had a limited rail range of 110-150km. The B A-6M which subsequently became standard on the later
BA-6ZhD had a combat weight of 5,900kg, due prima- B A-10.
rily to the steel wheels but also in part due to a larger The armor basis on the BA-6M was increased to
amount of ammunition being stowed. 10mm, achieved within an overall weight reduction of
To mount the BA-6ZhD system,the front of the 300kg. A drawback of using the smaller turret, however,
vehicle was raised using a tank hydraulic jack mounted was that the BA-6 only carried only fifty rounds of
under the vehicle hull. The wheels were changed out ammunition, ten rounds less than the BA-6.
and the process was then repeated for the rear wheels. A significant tactical improvement was the provision
The operation of changing the wheels took about thirty of a 71-TK-l radio on the BA-6M, the first B A series
minutes to complete. heavy armored car to be equipped with radio as standard.
The BA-6M was produced in very small numbers;
only fifteen to twenty being manufactured in total, as the
BA-6M Heavy Armored Car vehicle evolved into the B A-10, which replaced the
BA-6 in production after 1938. The BA-6M is difficult
The BA-6 underwent a modernization program in to distinguish from the later B A-10, as the vehicles were
1936, resulting in a new production model which was externally near identical, the lack of machine gun spon-
given the designation BA-6M. The BA-6M was pow- son being the principle distinguishing feature of the
ered by the new GAZ-M1 engine in place of the vener- BA-6.
able GAZ-AA powerplant used in the preceding model; As with earlier BA series heavy armored cars, the
the new engine producing an additional lOhp (7.5kW) for BA-6M was often fitted with "overall" tracks over the
a total output of 50hp (36.8kW). The overall weight of rear wheels for all-terrain travel. These tracks with their
the vehicle was reduced from 5,120kg to 4,800kg, which rubber block inserts were stowed on the rear wheel guards
combined with the additional power available, signifi- when not in use.
Design bureau: Izhorskiy OKB Elevation/depression: NA

Crew: 4 Traverse: 360°
Manufacturing plant: Izhorskiy zavod
Service date: 1936, small series produced Automotive:
Combat weight: 4,800kg Type: GAZ-M1
Capacity: 3,285cm3
Length: 4.655 Power output: 50hp (36.8kW) @ 2,200rpm
Height: 2.150 Transmission: 4F IR x 2
Wheelbase: 3.34 Steering: Rack and pinion
Track width: 1.60 Tires: 6.50-20
Ground clearance: 0.235 Brakes: Mechanical, drums on all wheels
Radio: 71-TK-l
Armor: (mm)
Hull front: 10 Performance:
Hull sides: 9-10 Maximum road speed (km/h): 50-52
Turret front: 10 Maximum terrain speed (km/h): N A
Turret sides: 10 Road range (km): 290
Terrain range (km): 170
Armament: Power/weight ratio: 10.4hp (7.6kW)/tonne
Main armament: 45mm M-1932 / 50 Ground pressure: 3.6kg/cm2
Secondary armament: 2 x 7.62mm DT/ 2,520 Gradient: 24°
Firing height: NA Trench: 0.6m
Fording: 0.8m
No BA-6M is known to have survived intact to the the vehicle did not enter series production for reasons
present day. which are not documented.
BA-9 Medium Armored Car BA-10 Heavy Armored Car
The BA-9 was developed to prototype stage at the By 1938, many in Russia suspected that war with
Izhorskiy plant in 1937, based on the BA-6M. Armed Germany was inevitable, despite political assurances to
with a 12.7mm DShK and co-axial 7.62mm DT machine the contrary and the seemingly good relations with
gun mounted in the new conical BA-6M turret, the Germany which were soon to be demonstrated with prepa-
vehicle was developed as a general purpose scout and rations for the joint invasion of Poland by Soviet and
infantry support vehicle at a time when heavy armored German mechanized forces. Realizing the potential threat
cars were no longer required to operate as wheeled from Germany, an armored vehicle modernization
tanks. program began in 1938, and the the BA-10 was one re-
Despite the lighter armament, due to which the sult of this program. The BA-10 was already in develop-
BA-9 was actually classified as a medium armored car, ment at Izhorskiy at this time, work having begun in 1937,
the vehicle had similar combat characteristics to some but the program was accelerated due to the changing po-
BA-9. The BA-9 was fitted with the smaller turret employed on the BA-6M but armed with a 12.7mm DShK
heavy machine gun as main armament. (RAC Tank Museum, Bovington, UK)
contemporary light tanks. The 12.7mm DShK heavy ma- litical climate. The BA-10 chassis was developed at GAZ
chine gun had excellent armor penetrating capability at by a team headed by V.A. Grachev, assisted by A.A.
shorter ranges at which the BA-9 might be reasonably be Lipgart, O.V. Dibov, and others, using a shortened ver-
expected to engage enemy targets (two years after the sion of the venerable GAZ-AAA chassis. The armored
BA-9 was field trialled the weapon was still considered hulls were built at Izhorskiy (with the Vyksa plant also
effective as main armament on the T-40 light tank). manufacturing a few hulls, according to some sources)
The DShK's anti-armor capability was in fact simi- with final assembly also being carried out at the Izhorskiy
lar to contemporary 37mm tank guns. Armed with the plant. The BA-10 entered series production in 1938 and
smaller weapon, the BA-9 had far greater ammunition entered service with the Red Army the same year.
stowage which would have provided considerable battle The BA-10 was a minor modification of the existing
endurance in comparison with the vehicle's heavier armed BA-6M and used the same turret. The BA-10 was to
counterparts should the vehicle have entered production. become the definitive model of the BA series, with the
The BA-9 was successful during field trials, however, original BA-10 design being again modernized in 1939
SPECIFICATIONS BA-9
Design bureau: Izhorskiy OKB Traverse: 360°

Crew: 4
Service date: 1937 (Prototype) Type: GAZ-M1
Cylinders: 4
Width: 2.30 Transmission: 4F IR x 2
Wheelbase: 3.34 Tires: 6.50-20
Track width: 1.41m (f) 1.42m (r) Brakes: Mechanical, drums on all wheels

Turret front: 8-10 Road range (km): 180-230
Turret sides: 8 Terrain range (km): 150-170
Power/weight ratio: ll.lhp (8.3kW)/tomie
Main armament: 12.7mm DShK/? rounds Gradient: 24°
Secondary armament: 7.62mm DT Trench: 0.6m
as the BA-10M. The B A-10 was numerically the most The B A-10 was built from 1938 on the GAZ-AAA
significant of the B A heavy armored car series produced chassis. To accommodate the B A-10 armored car body,
at the Izhorskiy zavod; some 1,400 BA-10/BA-lOMs the chassis was shortened 20cm in the center and the rear
being manufactured over a three-year period. chassis legs were shortened an additional 40cm.
The B A-10 was used during the battles of the The hull and turret of the B A-10 were all of welded
Khalkin-Gol against Japan in the summer of 1939, dur- steel construction. The gun mounted in its new conical
ing the invasion of Poland and Finland and in the open- turret had a traverse of 360°, elevation of +20° and
ing stages of the 1941-45 "Great Patriotic War." In addi- depression of -2°. Ammunition stowage was reduced to
tion to service with the Red Army, a total of twenty-three forty-three rounds due to the smaller turret and other
BA-10/10M vehicles were taken into Finnish Army internal changes. Secondary armament consisted of two
service under the designation Ps25, 26, and 27. The Ger- 7.62mm DT machine guns, one mounted co-axially with
man Army made use of captured B A-10s after 1941, the main armament, the other ball-mounted in the fight-
though the German designation system did not distinguish ing compartment front. Some B A-10s were fitted with
between the BA-6, 10, and 10M heavy armored cars, all an external armored mantlet for the hull machine gun.
receiving the German designation Panzerspähwagen The B A-10 had similar overall road and all terrain
BA-203 (r). performance to the B A-10. Like all B A heavy armored
cars it was fitted with "overall" tracks when required.
Description These tracks were stowed at the rear of the vehicle when
not in use. In addition to the standard drum brakes used
The B A-10 was initially armed with the 45mm on the B A-10, the vehicle was also fitted with a trans-
M-l 934 tank gun. On later production vehicles this gun mission brake.
was replaced with the modified 45mm M-l938 which The fuel tank, which was mounted below the hull
was simpler to manufacture (having less parts) and had rear, was protected by an armor plate which projected
improved optical sights. below the hull. The B A-10's vulnerable headlights were
BA-10 and BA-10M in Schlisselburg, Leningradskaya Oblast, January 1943. The BA-10 on the right is fitted
with "overall" tracks and still retains the original rear toolbox on its mounting bracket. (V. Tarasevich)
Design bureau: Izhorskiy OKB Firing height: NA

Crew: 4 Elevation/depression: +20°/-2°
Service date: 1938 Automotive:
Combat weight: 5,140kg Type: GAZ-M1
Capacity: 3,285cm3
Track width: 1.41 (f) 1.42 (r) Tires: 6.50 - 20 GK combat tires
Ground clearance: 0.23 Brakes: Drums on all wheels, transmission brake
Radio: 71-TK-l
Armor: (mm)
Hull front: 10 (glacis 10-15) Performance:
Hull sides: 10 Maximum road speed (km/h): 53
Hull rear: 6-10 Maximum terrain speed (km/h): N A
Hull roof: 6 Road range (km): 260-300
Hull floor: 4 Terrain range (km): 180-200
Turret front: 10 Power/weight ratio: lO.lhp (7.5kW)/tonne
Gradient: 24°
Armament: Trench: NA
Main armament: 45mm M-1934-38/49 Fording: 0.6m
Secondary armament: 2x7.62mm DT/2,079
Russian BA-10s in Po-

land, 1939. Both vehicles
are carrying tracks and
additional spare track
links on the rear wheel
guards. (Tank Museum,
Bovington, UK. Ref:
3708/G5)
Russian BA-10s in Poland, 1939. Note the

ribbed turret mantlet on the BA-10 in the
background. (Tank Museum, Bovington,
UK. Ref: 241/C3)
BA-10s in Vyborg, 1944. All vehicles are travelling

with their engine covers open, as was common during
the summer months.
A BA-10 leads a convoy of BA-6s during the battle of

Moscow, November 1941.
ABOVE: BA-10 ZhD and BA-20MZHD

rail scout vehicles. The BA-10 was rarely
seen configured as a rail scout vehicle,
as here, escorting an armored train.
RIGHT and BELOW: These BA-10 tur-

rets, recovered in Finland and currently
held at the Parola Tank Museum work-
shops, give a good view of the turret roof
detail on the BA-10.
BA-10s in Schlisselburg, Leningradskaya Oblast, January 1943. From left to right the vehicles are a BA-10
(all white), a BA-10M (N°471, vehicle N°2), and another BA-10 (N°476, vehicle N°l). These vehicles are fitted
with "overall" tracks.
BA-10s assemble for a Red Square parade. The left column consists of BA-10s with a column of BA-lOMs on
the right. Note the difference in track stowage between the vehicles. The BA-lOMs are fitted with a rear shelf
bracket on which the tracks are mounted. These vehicles also show the standard tool box and jack mounting
points.
BA-10 commander, Leningrad front, October 1941.
BA-10 ZhD. A rare photograph of the BA-10ZhD. The road wheels on the leading rear axle were not removed
during conversion to rail mode.
often fitted with distinctive armored covers in action. A vulnerable areas. Despite the weight increase, overall
small distinguishing feature of the B A-10 was the replace- vehicle performance was not significantly affected.
ment of the front towing hooks used on earlier vehicles A 45mm M-1934/38 tank gun was installed in the
with small "D" shackles. turret of the BA-10M. This gun had been introduced on
A 71-TK-l radio was fitted as standard on the the later BA-10 vehicles, being simpler to produce than
B A-10 series. the earlier 45mm M-1934, and featured minor optical
improvements. Other internal improvements on the
BA-10 included the installation of a new 71-TK-3 trans-
BA-10 ZhD mitter/receiver.
The BA-10M was externally very similar to the ear-
A small series of BA-10 ZhD vehicles was produced lier BA-10 model and the two models are frequently
in 1938 for rail scout purposes, utilizing the same prin- misidentified. The primary distinguishing feature of the
ciple as the earlier BA-6ZhD. BA-10M is the boxes mounted above the rear wheels.
Contrary to popular belief, these boxes were not used for
track stowage, being physically too small but were in fact
BA-10M Heavy Armored Car reserve fuel tanks. The tracks on the BA-10M were
stowed at the rear of the BA-10M on a special support
The BA-10 series underwent a further moderniza- bracket welded on the vehicle rear for the purpose. In
tion program in 1939, resulting in an improved model action the tracks were sometimes strapped to the top of
which was designated BA-10M. the rear fuel tanks.
The BA-10M was, at 5,360kg, approximately 300kg The BA-10M saw action in the Far East against
heavier than the earlier BA-10, with most of the addi- Japan in 1939, during the invasion of Poland, in Finland
tional weight being given over to additional armor for in 1940, and in the early stages of World War II.
Elevation/depression: +20%2°
Design bureau: Izhorskiy ÖKB Traverse: 360°
Crew: 4
Service date: 1939 series produced Type: GAZ-M1
Cylinders: 4
Length: 4.65 Fuel type/capacity: Petrol/118 liters plus a reserve
Width: 2.07 tank (quantity not known)
Height: 2,19 Transmission: 4F IR
Track width: 1.41 (f) 1.42 (r) Tires: 650-20 GK combat tires
Ground clearance: 0.22 Brakes: Drums on all wheels, transmission brake
Radio: 71-TK-l or71-TK-3
Armor: (mm)
Hull front: 10 (Glacis 10-15) Performance:
Hull sides: 6 Maximum road speed (km/h): 53-55
Hull rear: 6 Maximum terrain speed (km/h): NA
Ground pressure: NA
Main armament: 45mm M-1934-38/49 Trench :0.35m
Secondary armament: 2x7.62mm DT/2,079 Fording: 0.6m
Firing height: NA
BA-10M in "Fighter's Square", Stalingrad, August 1942. The additional fuel tanks above the rear wheels
distiniguish the BA-10M from the earlier BA-10. Note also the headlight covers. (Photographer: E. Evzerikhin)
BA-lOMs on patrol. Note the "overall" tracks and tarpaulin stowed at the rear of the vehicle.
BA-10M and T-34 M-1941, 1st Guards Tank Brigade, Western front, January 1942. (Photographer: T.
Tarasevich)
A BA-10M and KV-2 M-1940 heavy tank abandoned in June 1941. (Photographer: Roth)
A destroyed BA-10M, summer 1941. The spare track

links are stowed on top of the side fuel tanks in this
view. Note also the machine gun mantlet. (Jochen
Vollert collection)
An abandoned BA-10M. (Jochen Vollert collection)
A completely destroyed BA-10M pictured in 1941.

(Jochen Vollert collection)
BA-lOMs on the Western front, 1943. (Photographer:

Chernov)
BA-10M on a forest track, 1943. Note the prominent

fuel tanks on the BA-10M. (Soviet State Cine and Pho-
tograph Archives)
BA-lOMs on the Western front, 1943. (Chernov)
BA-10M in Turki, Carpathian region, 1944.

BA-lOMs in Schlisselberg, 13th March 1943. (V. Kinelovsky)
A BA-10M on the streets of Schlisselburg, 20th January 1943. This BA-10M is fitted with "overall"tracks.
BA-10M Number 1-36. (Konovalov)
BA-10M. This vehicle has an external mantlet for the 7.62mm machine gun which was fitted to later
BA-lOMs.
BA-10M, Western front, winter 1942-43. Note the air identification triangle painted on the turret roof. It is
clear from this photo that the tracks were not stored in the side fuel tanks as sometimes referred to in the
West. They were physically too large, being strapped on top, as seen here, or at the rear of the vehicle. Note
also the external machine gun mantlet.
A BA-10M totally engulfed in flames. The all-too-common fate of Russian armored cars, completely
destroyed by internal explosions. Many war-time photographs attest to the BA-10 series in particular being
literally blown apart by their exploding 45mm ammunition. (Tank Museum, Bovington, UK. Ref: 2946/A6)
BA-10M in Vyazma, March 1943. Vyazma was the

scene of bitter fighting, including an abortive Soviet
airborne attempt to recapture the town which claimed
the lives of over twenty thousand Russian airborne
soldiers. The BA-10M is seen here after the town's
final liberation in early 1943.
BA-lOMs on the Leningrad front, winter 1941. These

vehicles are freshly painted in winter camouflage. The
"overall" tracks and tarpaulins are stowed at the rear
of each vehicle. (Photographer: Konov)
BA-lOMs in convoy.
BA-10M at the Parola Tank Museum, Finland. (Esa Muikku.)
BA-10M at the Parola Tank Museum, Finland. (Esa Muikku.)

The BA-10M preserved at Parola was fitted with a Ford V-8 engine to maintain the vehicle in running order.
Consequently, the front axle has been moved rearward slightly in comparison with the standard GAZ-AA
engined vehicle. (Esa Muikku.)
The BA-10M at Parola Tank Museum in 1999. The BA-10M and BA-20 have recently been moved within the
museum building to better protect them from the elements.
but was deemed underpowered and complex for an

armored car. The BA-5 had required a crew of five, the
same as that required by a contemporary medium or heavy
tank. It was not therefore recommended for series pro-
duction.
For the remainder of the decade, the Izhorskiy armor
plant continued to work primarily with GAZ in Gorkiy,
which provided the chassis and automotive components
for the BA heavy armored car series for which the
Izhorskiy plant manufactured the armored bodies and
turrets and undertook final assembly. However, design
work began at the Izhorskiy plant as early as 1936-37 on
a new 8,000kg class design on a ZiS chassis, in effect
Moving to the front, March 1943. The lead vehicle, continuing the BA-5 program of 1935. The new heavy
commanded by Guards major A.I. Kolotiy, is a BA-6, armored car was eventually to be known as the BA-11.
followed by a mixed column including a BA-10M, Development of a new chassis suitable to mount the
BA-10, and BA-6. Photo credit: TASS (Photographer: BA-11 hull and turret was entrusted to the direction of
D. Chernov) engineer A.S. Aizenberg at ZiS, who also had responsi-
bility for the final assembly of the vehicle on its ZiS
Production of the BA-10M continued well after the out- chassis at the Izhorskiy plant. He was aided by a devel-
break of war with Germany, with a total of 331 B A- lOM's opment team including D.V. Salomatin, B.M. Fitterman,
being built after June 1941. and V.N. Smolin. The B A-11 team may have taken some
The BA-10M was particularly numerous, with some ideas from the Landsverk 181 armored car developed in
1,400 BA-10/lOMs being produced in total. Sweden in 1933, and the German SdKfz 231 developed
in 1936, to both of which the BA-11 bears some resem-
blance.
BA-10M ZhD A new heavy 6x4 chassis designated ZiS-34 was
developed by ZiS for the BA-11, modified from the ex-
A small number of ZhD rail scout vehicles were pro- perimental ZiS-6K chassis. The new ZiS-34 chassis was
duced in the BA-10 series, the system being a modifica- completed in 1938 and several were delivered to the
tion of the standard BA-10M rather than a purpose built Izhorskiy plant for mating to the BA-11 hull.
variant. When not in use, the B A-1OM ZhD's steel flanged While designers at ZiS worked on the chassis and
rail wheels were stowed two at the rear of the vehicle and automotive components, the Izhorskiy plant set up a
one on each stub axle located on the engine compartment design team under the direction of A.N. Baranov which
sides. The B A- 10M ZhD had a combat weight of 5,800kg worked concurrently on developing the armored hull and
due to the weight of the steel wheels and additional turret for the new design. Although superficially resem-
ammunition load carried. bling a modified BA-10M, the BA-11 was an entirely
new design with few links to the GAZ-based BA series.
The B A-11 had a new ZiS sourced chassis, engine, and
B A-11 Heavy Armored Car
In 1935 the Moskovsky Avto Zavod imeni Stalina

(ZiS) in Moscow had worked with the Izhorskiy Plant at
Kolpino near Leningrad to develop the BA-5 8,000kg
class heavy armored car. The BA-5 had many interest-
ing features, including heavy armament (consisting of a
45mm M-1934 tank gun and three 7.62mm DT machine
guns), large ammunition complement (114 rounds), and
two driver stations, allowing the vehicle to be driven in
either direction.
The prototype BA-5 had been field trialled in late BA-11 heavy armored car.
1935 at the NIIBT Polygon at Kubinka, near Moscow,
transmission. The armored hull and turret were also BA-10M. The hull of the B A-11 was wider and propor-
entirely new and the vehicle was considerably larger tionally larger compared with the concurrent
overall and had better hull armor slope when compared BA-10/BA-10M. The welded armor was made of sheets
with the BA-6 and B A-10 series. 4, 8, 10, and 13mm in thickness and the hull shape maxi-
Main armament used on the B A-11 was the 45mm mized ballistic protection with armor angled away from
M-1934 tank gun with a co-axial 7.62mm DT machine the vehicle centerline. The frontal armor basis was 13mm
gun and a second DT machine gun in the front right side (possibly 18mm on the turret front) which compared
of the fighting compartment. The B A-11 carried a con- favorably with most contemporary Russian and German
siderable amount of ammunition, the 114 rounds carried light tanks.
on board providing a significant increase in combat The vehicle was powered by a six-cylinder ZiS-16
endurance compared with its predecessors. petrol engine developing 93-99hp (69-74kW), double that
Two prototypes were manufactured in 1938 under afforded any previous Russian heavy armored car. This
Baranov's direction and these were completed at the end power output provided good cross country capability and
of the year. They immediately underwent successful a high road speed of 64km/hour despite the vehicle's com-
GABTU evaluation trials at the N1IBT Polygon at bat weight which exceeded 8,100kg. The higher power
Kubinka, after which the B A-11 was accepted for ser- output figure for the ZiS-16 engine used in the B A-11
vice with the Red Army. At the time of its introduction, was achieved with the engine fitted with an aluminium
the B A-11 was one of the most heavily armed and cylinder head.
armored cars in the world. The B A-11 featured several novel concepts in its
Unfortunately, production of the B A-11 was not given design. A complex transfer box arrangement in the trans-
a high priority and between 1940 and the outbreak of mission provided the vehicle with nine forward and six
war in June 1941. Only sixteen BA-lls were built and reverse gears with a maximum reverse speed which ap-
delivered to the Red Army. The vehicles were used on proached ninety percent of forward speed. Other minor
the Leningrad Front and most were destroyed in the open- details were a ball-mounted radio antenna which could
ing weeks of the conflict. be swung back along the hull side for safety and feelers
mounted on the front wheel arches to allow the driver to
judge distances better when maneuvering in confined
spaces. These feelers are still mounted on some Russian
military vehicles today.
Battlefield survivability was increased by the use of
GK combat tires with a unique form of military tread.
The ubiquitous "overall" tracks were provided for use in
soft ground. The vehicle carried two spare wheels which
were mounted forward of the crew doors on free-spin-
ning hubs which also aided trench crossing capability.
BA-11D Heavy Armored Car

Side view of a BA-11. The ZIS-6 origin wheels are
evident in this view. Soon after the introduction of the BA-11 in 1939, a
group of engineers at ZiS in Moscow, led by P.V.
Smetannikov, began work on a new diesel engine; the
ZiS-D-7. This new engine developed 96-98hp (72-74kW)
Description @ 2,200rpm and was as such no more powerful than the
petrol engined variant. However, the use of diesel fuel
The BA-11 was developed on the short wheelbase gave the vehicle an extended range of 420km with the
6x4 ZiS-34 chassis, derived from the ZiS-6 which had same 150 liter fuel tank capacity as the petrol BA-11,
been in production at the Moskovskiy Avto Zavod imeni while also having the advantage of being less likely to
Stalina (ZiS) from 1934. The ZIS-34 frame was short- ignite if the vehicle was damaged in combat.
ened by 350mm from the standard ZiS-6 chassis. In 1940, engineers at ZiS mounted the new six-
The BA-11 had a highly faceted hull (more so than cylinder ZiS-D-7 diesel engine on a modified ZiS-34D
appears obvious in photographs) on which was mounted chassis and after evaluation, the chassis was mated with
a new turret similar but not identical to that fitted on the a standard Izhorskiy BA-11 armored body and turret in
B A-11 rear detail view. Note the "overall" track pat- B A-11 during field trials. This B A-11 has an unusual
tern and its stowage. (M. Baryatinsky) camouflage scheme and is fitted with splash guards
on the rear wheels. (M. Baryatinsky)
BA-11 during evaluation trials. The frontal armor pattern, tire treads, and other minor details differ from the
other known variant of the BA-11. (M. Baryatinsky)
Design bureau: ZiS OKB Elevation/depression: N A

Crew: 4 Traverse: 360°
Manufacturing plant: Izhorskiy
Service date: 1939 series produced Automotive:
Combat weight: 8,130kg Type: ZiS-16
Cylinders: 6
Dimensions: (m) Power output: 93-99hp (69-74kW)
Width: 2.390 Transmission: 9F 6R through transfer box
Wheelbase: 3.55 Tires: 34.00 - 7.00 GK bulletproof tires
Track width: NA Brakes: N A

Hull front: 13 (18?) Maximum road speed (km/h): 64
Hull sides: 10-13 Maximum terrain speed (km/h): N A
Turret front: 13-18 Power/weight ratio: 12.2hp (9.1 OkW)/tonne
Gradient: 22°
Armament: Side slope: 14°
Main armament: 45mm M-1934/114 Trench: 0.5
Secondary armament: 2 x 7.62mm DT/3,087 Fording: 0.65
Firing height: NA
BA-11 heavy armored car.

early 1940. The resulting armored car was designated, Improvised Armored Cars
unsurprisingly, BA-11D (diesel).
Fitted with the ZiS-D-7 diesel engine, the BA-11D During the siege of Leningrad, a small number of
had a combat weight of 8,650kg, some 500kg heavier military vehicles were converted within the city for use
than the petrol-engined BA-11. The BA-11D was, as a as mobile artillery. A number of ZiS-5 vehicles had an
result, slightly slower than the B A-11, however, the 48km/ armored cab and partially armored cargo body added.
hour road speed was considered more than adequate for They were normally armed with 45mm guns although
a heavy armored car. several variations existed. Some of these improvised
The B A-1 ID was accepted for series production, but armored vehicles were fitted with a hull machine gun next
only six were completed in the autumn of 1940. The to the driver in a mounting similar to that used on the
BA-11D was externally identical to the petrol variant, BA-6/10 series of heavy armored cars.
though radiator armor patterns varied. The BA-1 ID was The exact number of these armored vehicles produced
significant in being the first Soviet diesel-powered is not known, though they were used on the Leningrad
armored car to enter service with the Red Army. All were Front in small numbers. Conversions may also have been
destroyed on the Leningrad Front in the opening weeks made on other vehicle chassis although the ZiS-5 was
of Operation Barbarossa in 1941. the most commonly seen.
SPECIFICATIONS BA-11D
Design bureau: ZiS OKB Secondary armament: 2x7.62mm DT/3,087

Crew: 4
Manufacturing plant: Izhorskiy Automotive:
Type: ZiS-D-7
Service date: 1940 series produced
Cylinders: 6
Combat weight: 8,650kg
Power output: 96-98hp (72-74kW)
Fuel type/capacity: Diesel/150 liters
Dimensions: (m)
Transmission: 9F 6R via transfer box
Length: 5.295
Steering: Rack & pinion
Width: 2.390
Tires: 34.00 - 7.00 GK bulletproof tires
Height: 2.490
Brakes: N A
Wheelbase: N A
Track width: NA Radio: 71-TK-3
Performance:
Armor: (mm)
Maximum terrain speed (km/h): N A
Hull front: 13
Road range (km): 420
Hull sides: 10-13
Terrain range (km): N A
Hull roof: 8
Hull floor: 4
Turret front: 13-18
Gradient: 22°
Turret sides: 13
Side slope: 14°
Trench: 0.5m
Armament:
Main armament: 45mm M-1934/114 Fording: 0.65m
4
Specialized Armored Vehicles
1930-1945
BAD
BAD-2
PB-4
PB-7
B-3 half-track
BA-30 half-track
BA-22 armored ambulance
KSP-76 wheeled SPG
Specialized Armored Vehicles, 1930-1945 163
BAD Armored Car third DT machine gun was ball-mounted to the right of
the driver.
The experimental twin turreted BAD (Brone Avto The BAD was built in small numbers for trials pur-
Drezine) was developed and produced in 1932 at the poses but no further production was undertaken. Despite
Bolshevik Plant in Leningrad as an armored car intended the name, which might suggest that its role might include
for long range reconnaissance roles. The BAD, which operation as a rail scout car, the BAD appears according
was latterly also known as the BAD-1, was built on to available Russian sources to have had neither the
either an elongated AMO F-15 4x2 chassis or, according capability to operate as a rail scout nor was it amphibi-
to some sources, on the Ford-AA chassis. Both chassis ous.
may have been used, as in 1932 the AMO F-15 was be-
ing replaced in production by the Ford AA (GAZ-AA) in
Moscow and the GAZ-AA was also entering production BAD-2 Amphibious Armored Car
at the new Gorkiy Avtomobilniy Zavod (GAZ) during
1932. Russia has a large number of small rivers and lakes,
The BAD had a narrow crew compartment with particularly on its western borders, and in the 1930s most
vertical sides and a wider box section lower half which rural bridges were of wooden construction and not all
extended out over the front and rear wheels, providing could carry the weight of an AFV. Consequently,
armored protection for the wheels and tires. The wide considerable effort was expended in the 1930s towards
lower box sections may have been intended to provide developing amphibious tanks to overcome these obstacles.
buoyancy for a contemplated amphibious role. The BAD Experimental and limited production amphibious versions
had a very narrow front wheel track, which when coupled of T-26 and BT tanks were developed in the early 1930s,
with its narrow tires, resulted in limited all-terrain mo- these latterly being replaced by purpose designed am-
bility. phibious tanks such as the T-37, T-38, and T-40 series.
The armament arrangement was similar to that of a This interest in water crossing capability also extended
warship deck, the main turret being mounted on a raised to armored car designs and the BAD-2 (Brone Avto
superstructure and armed with a ball mounted 7.62mm Drezina-2) was the first successful attempt in Russia to
DT machine gun, while an identical rear turret with 270° develop an amphibious armored car.
traverse also mounted a 7.62mm DT machine gun. A Designing an amphibious armored car required much
BAD armored car. The BAD had a twin deck armament arrangement providing good firepower. There is
some doubt as to whether the BAD was originally designed to be amphibious or not. (M. Baryatinsky)
BAD, front view.

(M. Baryatinsky)
BAD, rear view.

(M. Baryatinsky)
BAD, side view. The turrets are of identical design. The wide body, wheel covers, and overall design suggest
that the BAD was intended to be an amphibious vehicle. However, available Russian sources do not confirm
the vehicle as having had such a capability. (M. Baryatinsky)
The BAD-2 is shown fitted

with "overall" tracks on the
rear wheels.
This rare photograph

shows the BAD-2
ZhD configured as a
rail scout vehicle.
•
more engineering effort than required for an amphibious Development of the BAD-2 was completed at the end
tank and a team was therefore assembled at the Izhorsky of 1932 and small numbers were produced for long-term
plant in Leningrad in early 1932 to specifically investi- evaluation trials of both the vehicle and the general
gate amphibious armored car development, under the concept of using amphibious reconnaissance vehicles in
direction of senior project engineer N.Ya Obukhov. combat.
Armored cars in the early 1930s had several inherent The vehicle was shown at the 1st May 1933 parade
disadvantages in comparison with tanks when being con- in Leningrad after which it impressed the military repre-
sidered for amphibious vehicle roles. In particular, it sentatives present and the general public with a swim-
proved difficult to manufacture a vehicle with adequate ming demonstration across the Neva river. The military
amphibious characteristics while retaining acceptable officials were generally satisfied with the demonstration
overall dimensions, as armored cars of the time had a but requested that the vehicle program be further contin-
high center of gravity while their chassis, with wheels ued with a view to increasing reliability of the vehicle
and wheel arches, were not particularly streamlined in and providing more powerful main armament.
water. Amphibious light tanks also had an advantage over The BAD-2 gave the Russian Army claim to having
armored cars because in addition to their more flatter boat- adopted the first gun-armed amphibious armored car in
like shape and consequent better stability in water, their the world. BAD-2 vehicles served with the Russian Army
tracks aided both water propulsion and egress from soft from 1932 to 1934. As this was also the period of Russo-
riverbanks. German military cooperation, German tank officers
As a result of their investigations, Obukhov's team stationed at Kazan also had the opportunity to evaluate
developed the twin-turreted BAD-2 during 1932, the boat- the vehicle. The BAD-2 was an effective if ungainly ar-
shaped vehicle being mounted on the 6x4 Ford Timken mored car and apparently was reasonably successful dur-
chassis rather than the GAZ-AAA which was being ing its brief trials service with the Red Army, however,
introduced at the KIM and GAZ plants at the time. series production was not undertaken.
SPECIFICATIONS BAD-2
Design bureau: OKMO (Izhorskiy) Traverse: 360°

Crew: 4
Manufacturing plant: Izhorskiy Engine:
Service date: 1932 Trials only Type: GAZ-AA
Fuel type/capacity: Petrol
Dimensions: (m) Transmission: Ford Timken
Length: 5.280m Steering: Rack & pinion
Width: 2.00m (approx) Tires: 6.50 - 20
Height: 2.36m (approx) Brakes: Mechanical
Wheelbase: N A Electrical system: NA
Track width : NA Radio:71-TK-l
Ground clearance: 0.24m
Performance:
Hull sides :4 Road range (km):NA
Turret front: 6 Terrain range (km): NA
Turret sides: NA Power/weight ratio: 8.7hp (6.49kW)/tonne
Ground pressure: NA
Main armament: 37mm Hotchkiss/60 Trench: NA
Secondary armament: 2 x 7.62mm DT/3,000 Fording: Amphibious @ 6km/hour
Firing height: N A
always required when the vehicle was waterborne as the

watertight seals for the wheels and propeller shaft did
not function reliably. To increase the vehicle's poor abil-
ity to climb riverbanks when exiting rivers, the rear wheels
were provided with the same removable "overall" tracks
as fitted to the BA series of heavy armored cars. These
were stowed at the rear of the vehicle when not in use.
Unusual for an armored car of the period, the B AD-
2 was fitted with two smoke dischargers which allowed
the vehicle to retreat under a defensive smoke screen.
Each discharger was provided with twenty liters of fuel.
Another addition advanced for a contemporary vehicle
was the installation of a 71-TK-l radio as standard.
The BAD-2 could also be modified for use as a rail
scout. The standard wheels and tires could be replaced
with steel flanged rail wheels and when modified the
vehicle was referred to as the BAD-2 ZhD. The BAD-2
ZhD could travel at up to 65km/hour on rails.
PB-4 Amphibious Armored Car
During the 1930s the Russian Army made many

attempts to develop amphibious light tanks, including the
T-37 and T-38 which were series produced in large
numbers. This amphibious capability requirement had
also been investigated with the BAD-2 in an effort to also
BAD-2 amphibious armored car. The BAD-2 retained provide armored cars with better overall capability in the
the turret arrangement of the original BAD-1, but the reconnaissance role.
longer wheelbase allowed for a better proportioned The Izhorskiy design bureau returned to the amphibi-
boat shaped hull. ous armored car concept in 1935 and using the
experience gained during trials of the earlier BAD-2 some
Description three years before a new amphibious armored car design
was developed, designated the PB-4 (Plavayushiy
The BAD-2 had a boat-shaped hull with a rounded Broneavtomobil 4 - Amphibious Armored Car-4). The
nose surmounted by a twin turret arrangement as earlier numbering sequence would suggest that there was a third
used on the BAD, but with a 37mm gun in the main tur- intermediate design, the BAD-3 or PB-3, but no docu-
ret and a 7.62mm DT machine gun in the smaller subsid- mented evidence is available on such a vehicle having
iary turret at the rear. As with the BAD, a further DT been developed.
machine gun was mounted in the front of the crew The PB-4 was developed at Izhorskiy based on the
compartment to the right of the driver. The hull and tur-
ret were of all-welded construction using 6mm armored
sheet as a basis. The use of all-welded armor was rare in
1932 but was considered essential for providing a rela-
tively watertight hull. The rear wheels were covered with
plates to reduce turbulence in water, while the front
wheels, by which the vehicle maneuvered in water (by
turning them in the appropriate direction), remained
exposed.
The BAD-2 was driven in water by a small propeller
which gave the vehicle a water speed of 6km/hour. Bilge
pumps were fitted within the vehicle hull and were The PB-4 amphibious armored car.
BA-3 heavy armored car. It was produced in small num- similar to the BA-3 heavy armored car series on which it
bers for state evaluation trials which demonstrated the was based. The frameless, all-welded hull was built on
PB-4 to be an effective armored car, however, its engine the Ford Timken or GAZ-AAA 6x4 truck chassis. The
was underpowered and the vehicle consequently slow on vehicle was somewhat ungainly, with high hull sides rela-
roads, while its amphibious role was limited by poor tive to its narrow width. The PB-4 had an armor basis of
water speed and maneuverability. It also suffered the same 7mm.
problems as the BAD-2, frequently bogging down when The turret and armament used on the PB-4 was origi-
attempting to exit anything but shallow, firm river banks. nally taken from the T-26 light tank and was identical to
The PB-4 was a significant improvement on earlier the arrangement used on the BA-3 but without the turret
Russian attempts to develop an amphibious armored car, bustle. The 45mm M-1932 tank gun had a useful ammu-
but during state evaluation trials it was judged overall to nition complement of fifty-two rounds. A co-axial
be an unreliable vehicle which was heavy and underpow- 7.62mm DT machine gun was mounted in the turret with
ered for its intended role. Series production was not a further 7.62mm DT machine gun was located along-
therefore approved and work continued at Izhorsky on side the driver in the front superstructure. 2,268 rounds
developing a better proportioned vehicle which required of 7.62mm ammunition were carried on board.
to be lighter and more maneuverable, resulting in the The vehicle was powered by a standard GAZ-AA 4
PB-7 which was completed in early 1937. cylinder engine developing 40hp (30kW) which gave rea-
A prototype PB-4 remains preserved today, displayed sonable overall performance on land, however, the PB-4
at the NIIBT museum, Kubinka, near Moscow. suffered from the same maneuverability problems as its
predecessors, particularly when leaving rivers and climb-
Description ing steep or soft river banks. To overcome this, the
standard "overall" tracks used on the BA series were fit-
The PB-4 was a conventional design, proportionally ted over the rear wheels when needed and stowed at the
SPECIFICATIONS PB-4
Design bureau: Izhorskiy OKB Firing height: N A

Crew: 4 Elevation/depression: +20° /-2°
Service date: 1935 (small series) Automotive:
Combat weight: 5,280kg Type: GAZ-AA
Cylinders: 4
Dimensions: (m) Power output: 40hp (30kW) @ 2,200 rpm
Width: 1.98 Transmission: 4F IR x 2
Wheelbase: 3.150 Tires: 6.50 - 20
Track width: NA Brakes: Mechanical drums on all wheels
Ground clearance: 0.254-0.275 Radio: Not fitted

Turret sides: N A Ground pressure: N A
Gradient: 15°
Main armament: 45mrn M-1932/52 rounds Fording: Amphibious @ 4-5km/hour
Secondary armament: 2x7.62mm DT/2,268
PB-4 amphibious armored car. (Tank Museum, Bovington, UK. Ref: 3201/F5)
PB-4 at NIIBT Tank Museum Kubinka, near Moscow.

PB-4 at the NIIBT Museum, Kubinka. Note the flotation tanks and the exhaust system running up the side of
the vehicle.
PB-4, NIIBT Museum Kubinka Note the vertical slab sides of the PB-4, which arevery apparent in this view.
Overhead view of the PB-4 at NIIBT Museum, Kubinka.
PB-4 engine compartment. Note the two-piece driver's hatch, folded forward in this view. The reason for the
odd dual stowage arrangement of the spare wheels is not known.
PB-4 turret and upper superstructure.
PB-4 rear superstructure and turret rear.

PB-4 hull rear. The propeller has been removed but the mechanical power take-off (PTO) from the rear
transmission is evident here.
PB-4 general view. The PB-4's turret is unique and does not feature the turret bustle of the BA-3 and BA-6
armored cars.
PB-4 at the NIIBT Kubinka Tank Museum, Moscow. The free-rotating spare wheels were used to assist in
clearing obstacles. Note the prominent exhaust pipe located well above the vehicle waterline.
PB-4. The PB-4 was fitted with double rear wheels, not single as shown on this museum exhibit.
hull rear when not required. The spare wheels were ary 1937. The PB-7 was essentially a rework of the
designed to rotate on their lower hull side mounting PB-4 design, with a more rationally proportioned hull
axles which aided obstacle clearance. and turret arrangement and lighter armament, resulting
In water the PB-4 was driven by a small three-bladed in a vehicle with better armor and amphibious maneu-
propeller giving the vehicle an amphibious speed of 4- verability than the earlier PB-4, with armament which
5km/hour. A design problem with the PB-4 resulted in was not inferior to contemporary amphibious light tanks.
the power take-off for the propeller not disengaging the The PB-7 was a much more modern design than the
drive wheels in water such that they rotated under power PB-4, based on the well tried and reliable GAZ-AAA
causing considerable turbulence which made the vehicle chassis which was delivered to the Izhorskiy plant from
difficult to maneuver and also decreased speed. Pontoons GAZ for final assembly of the vehicle at Izhorskiy. The
were added to the PB-4 hull sides to increase buoyancy. vehicle featured a new upper superstructure with the fron-
Steering in water was rudimentary, achieved by moving tal hull and turret armor increased 1mm over that of the
the front wheels in the appropriate direction. The engine PB-4, the increased armor base of 8mm being achieved
was provided with a heat exchanger (for which the while actually decreasing the overall weight by 800kg
intake was in the vehicle nose) which used the surround- due to the more compact design of the vehicle.
ing water to cool the engine when the vehicle was water- The new conical turret mounted the 12.7mm ShKAS
borne. The exhaust was routed up right side of the hull cannon and a co-axial ball mounted DT machine gun,
to ensure engine breathability under all circumstances. with a secondary 7.62mm DT machine gun installed to
Note: Most Russian sources state that the PB-4 was right of driver. As with the concurrent B A-9, the use of a
based on the Ford Timken chassis, though the date of 12.7mm heavy caliber machine gun armament was con-
manufacture would suggest the GAZ-AAA chassis as more sidered acceptable for the PB-7's intended role as a re-
likely. Ford Timken chassis were, however, used in mod- connaissance vehicle, particularly as the armor-piercing
erate numbers during the early 1930s on other vehicles, capability of the 12.7mm weapon compared favorably
such as the SU-12 SPG. with the 37mm tank gun which was still in service on
many contemporary Russian tanks. With the replacement
of the 45mm tank gun used on the PB-4 with a 12.7mm
PB-7 Amphibious Armored Car cannon, the crew of the PB-7 was reduced to three, namely
commander, driver, and gunner.
The PB-4 amphibian of 1935 was followed by the PB-7 The PB-7 was powered by a GAZ-M1 engine
which was developed at the Izhorskiy plant from Janu- developing 50hp (37kW). This power output combined
PB-7 during evaluation trials. The PB-7 was lighter armed than its predecessors but better proportioned for
its amphibious role. The "overall" tracks seen fitted here were essential for traversing riverbanks.
The PB-7 amphibious armored car. This photograph has been subjected to Soviet-era photo-retouching.
(Tank Museum, Bovington, UK. Ref: 3201/F2)
SPECIFICATIONS PB-7 Elevation/depression: NA
Design bureau: Izhorskiy OKB Traverse: 360°

Crew: 3
Service date: 1937 (small series) Type: GAZ-M1
Fuel type/capacity: Petrol/45 liters
Dimensions: (m) Transmission: 4F l R x 2
Length: 5.08 Steering: Rack and pinion
Width: 2.15 Tires: 6.50 - 20
Height: 2.073 Brakes: N A
Track width: 1.60
Ground clearance: 0.24m Performance:
Maximum road speed (km/h): 50*60
Armor: (mm) Maximum terrain speed (km/h): N A
Hull sides: NA Terrain range (km): 87
Turret front: 8 Power/weight ratio: ll.lhp (8.3kW)/tonne
Turret sides: 8 Ground pressure: N A
Gradient: 20°
Main armament: 12.7mm ShKAS/1,000 Fording: Amphibious
Secondary armament: 7.62mm (?)
Firing height: NA
with the reduced combat weight gave the vehicle a power/ tion trials with the Red Army but the conclusion of these
weight ratio of l l . l h p (8.3kW)/tonne, a substantial service trials is not known.
improvement over the 7.57hp (5.65kW)/tonne of the Using the standard Russian classification system of
earlier PB-4. The vehicle had a very small fuel tank, the day, the PB-7 would have been categorized as a "light"
however, which severely limited range to 120km, and was armored car, as although it had a combat weight of
not particularly useful for a reconnaissance vehicle. As 4,500kg the vehicle was armed with a turret-mounted
with the earlier PB-4, the exhaust system was run along 12.7mm ShKAS aircraft cannon.
the side of the vehicle and then mounted well above the
waterline.
A small number of PB-7s were produced and exten- B-3 Half-Track APC
sively field trialled during 1937. The field trials showed
the PB-7 to be more maneuverable than its predecessors, In 1939 the ZiS plant in Moscow developed the B-3
with significantly improved amphibious performance, half-track armored personnel carrier (APC) based on the
though still not considered adequate for a reconnaissance ZiS-22 6x4 chassis. The B-3 was designed primarily as
vehicle. The vehicle suffered the same difficulties as all- an APC but was also considered for command and
wheeled armored cars in that exiting rivers was problem- reconnaissance duties. The vehicle had a total crew
atic even when fitted with "overall" tracks. The tracks complement of two plus ten infantry in the open rear of
were stowed along the upper hull sides when not in use. the vehicle.
As a result of field trials, the PB-7 was considered a A single prototype of the B-3 half-track armored
major improvement over previous designs, but with the vehicle was produced and underwent GABTU evalua-
exception of road speed the vehicle offered few advan- tion trials at the Kubinka Polygon near Moscow. The
tages over amphibious light tanks such as the T-37 which vehicle, which shared many components with and gener-
were available to perform the same role. The PB-7 was ally resembled the B A-11 heavy armored car, was
produced in small numbers for long-term field evalua- powered by a 73hp (55kW) engine, which gave the B-3
SPECIFICATIONS B-3
Design bureau: ZiS Elevation/depression: N A

Crew: 2 + 1 0 Traverse: NA
Manufacturing plant: ZiS
Service date: 1939 (Trials prototype) Automotive:
Combat weight: 7,100kg Type: ZiS-16
Cylinders: 6
Dimensions: (m) Power output: 73hp (55kW)
Width: 2.35 Transmission: N A
Height: 2.40 Steering: Front wheels
Wheelbase: NA Tires: NA
Track width: NA Brakes: Tracks

Hull sides: NA Maximum terrain speed (km/h): N A
Turret front: NA Road range (km): 150
Turret sides: N A Terrain range (km): NA
Main armament: 1x12.7mm DShK Gradient: NA
Firing height: NA Fording: N A
B-3 half-track, first prototype.
B-3 half-track, second prototype.

BA-30 half track armored car. Note the

unditching wheels on their outriggers and the
frame-type radio antenna.
BA-30 rear view. Note the

skis mounted on the track
guards
with its combat weight of 7,100kg, a maximum speed of
only 40km/hour. The B-3 utilized the track mechanism
from the T-40 light tank but with the capability of fitting
rubber block inserts to the steel tracks. Armament con-
sisted of a single pintle-mounted 12.7mm DShK machine
gun provided for defensive armament.
The prototype B-3 was not enthusiastically received
during its GABTU trials; the vehicle receiving criticism
in particular for its very slow speed. It was decided,
however, to field-trial the vehicle in combat conditions
and the vehicle was sent to participate in the winter fight-
ing of 1939-40 with Finland. Its performance during this
time is not recorded, however, the vehicle was not
accepted for series production.
BA-30 Half-Track Armored Car and gradient crossing capability. Steering was by means
of the front road wheels over which skis were fitted for
In 1937 the N ATI institute developed an experimen- operations in snow. The vehicle was classified as a light
tal half-track armored car in an attempt to improve the armored car, despite its weight class.
all-terrain capability of the GAZ-produced light BA A small series of BA-30s were built for evaluation
series of armored cars. purposes and extensively field trialled during 1937. The
The experimental vehicle, designated BA-30, was design was considered as generally acceptable by the Red
based on the chassis of the NATI-3 half-track transporter, Army, but was not accepted for series production as the
also developed at the N ATI institute. The all-welded hull vehicle was heavy for a light armored car and offered
was based on the BA-20 armored car but was not identi- few advantages over contemporary, more heavily armed
cal. The turret was from the early BA-20 and armed with vehicles such as the BA-6, which could be fitted with
a 7.62mm DT machine gun. "overall" tracks when required to attain similar cross-
The NATI-3 track mechanism used on the BA-30 country performance while maintaining acceptable road
consisted of two large and four small wheels and one speed with them removed. The vehicle's good all-terrain
return roller. The system was essentially that used on the performance was also compromised by its slow road
GAZ-60 half-track truck which was used in small num- speed.
bers by the Red Army. The steel tracks were fitted with Although the BA-30 was rejected for series produc-
rubber inserts. tion and service with the Red Army the design was
With a combat weight of 4,600kg, the BA-30 was a considered worth pursuing and several BA-30s were sent
light vehicle for an armored half-track and its excellent to Finland and took part in the Finnish campaign in 1940.
power-to-weight ratio gave the vehicle good all-terrain The results of these combat evaluation trials is not known.
Design bureau: NATI Traverse: 360°

Crew: 3
Manufacturing plant: NATT/Vyksinskiy zavod Automotive:
Service date: 1937 (trials production) Type: GAZ-M1
Length: 4.94 Transmission: NA
Width: 2.40 Steering: Front wheels
Height: 2.34 Tires: 7.00-16
Wheelbase: N A Brakes: Tracks and drums on front wheels
Track width: NA Electrical system:
Ground clearance: 0.30 Radio: 71-TK-l

Hull front: 6 Maximum road speed (km/h): 37-55
Hull sides: 4-6 Maximum terrain speed (km/h): NA
Turret sides: N A Terrain range (km): 163
Main armament: lx7.62mmDT/l,512 Gradient: 32°
Firing height: NA Fording: NA
The BA-30 was fitted with a 71-TK-l radio as stan- 10 armored car was developed to prototype stage at the
dard, with a frame antenna mounted around the upper Izhorskiy plant, based on the standard GAZ-AAA chas-
hull superstructure. sis and mounting an armored body designed and
constructed at Izhorskiy. Primarily intended as an
armored battlefield evacuation vehicle, the BA-22 design
BA-22 Armored Ambulance was also considered as a potential armored personnel
carrier.
In 1939, an armored ambulance version of the BA- The BA-22 had a vehicle crew of two (driver and
BA-30 side view. The track mechanism for the BA-30 BA-30 track mechanism. The use of tarpaulins over
was taken from the GAZ-60 half-track. Note the skis vehicles for security purposes during evaluation was
for the front wheels stowed above the track guards. and remains standard Russian practice.
BA-22 armored ambulance.

Design bureau: GAZ OKB/Izhorskiy OKB Automotive:

Crew: 2+10 Type: GAZ-AA
Manufacturing plant: Izhorskiy Capacity: 3485cm3
Service date: Prototype - 1939 Cylinders: 4
Combat weight: 5,240kg Power output: 40hp (30kW)
Fuel type/capacity: Petrol 7109 liters
Dimensions: (m) Transmission: 4F IR x 2
Length: 6.10 Steering: NA
Width: 1.98 Tires: 6.50 - 20 RearDT
Height: 2.88 Brakes: Mechanical
Wheelbase: Radio:71-TK-l
Track width:
Armor: (mm) Maximum terrain speed (km/h): NA
Hull sides: 6 Terrain range (km): NA
Main armament: None Gradient: 24°
Firing height: N A Fording: N A
Elevation/depression: N A
facturing concentrated heavily on the development and

production of self-propelled guns, usually intended for
close-support tank destroyer roles rather than conven-
tional artillery fire support on the field, for which
numerous towed weapons existed. In the summer of 1943
the tracked SU-76 light self-propelled gun entered
production. Although an adequately armed design and
produced in large numbers, the SU-76 was slow, travel-
ling at less than 40km/hour on roads, a major disadvan-
tage in an offensive role.
BA-22 armored ambulance. The BA-22 was evalu- In August 1943 V.A. Grachev at the GAZ OKB
ated for service with the Red Army but did not enter began work began on a wheeled tank destroyer as an
seriesproduction. alternative to tracked designs. The requirement was for
a lightweight, versatile vehicle with identical firepower
medic) and could accommodate a maximum of ten sit- to the tracked SU-76 but better range and economy of
ting wounded. operation. It was also to be capable of deployment with
The vehicle had a high sided hull, made of all-welded airborne forces.
6mm steel plates. Access to the vehicle was by two crew Design work on the new vehicle, originally known
access doors, one either side of the vehicle and a large by the factory index 63-SU, was begun on 19th October
door at the rear of the vehicle. 1943 by a group of engineers supervised by I.V. Gavalov
With a maximum road speed of 40km/hour, the 6x4 and A.A. Lipgart while N.A. Astrov assisted in
BA-22 was a slow and not particularly agile vehicle, but developing the armament and mechanical layout for the
this was not considered a prime consideration for the new vehicle. The armored hull, weighing 1,140kg, was
vehicle's intended role. developed by Y.N. Sorochkin and A.N. Kirilov. In the
A small series of BA-22 vehicles were built for evalu- last weeks of 1943 a wooden model was completed and
ation trials and these vehicles may have remained in the 63-SU was given the new factory designation GAZ-
service in 1941. There is photographic evidence of at 68. After studying the model and associated design draw-
least one BA-22 in service during the Battle of Stalingrad. ings, the project was approved by the Senior Armoured
No preserved example remains today. Directorate of the Red Army (GABTU) on the 7th of
February 1944. By the end of April the armored hull was
ready and the first example of the new wheeled self-
KSP-76 Self Propelled Gun propelled gun was complete by 4th May 1944. In
November 1944 the vehicle was road tested at the
Throughout the 1941-45 war, Russian military manu- Kubinka Polygon west of Moscow where the vehicle
KSP-76 during field evaluation trials. This is the only known photo of the KSP-76 during trials.
SPECIFICATIONS KSP-76
Design bureau: GAZ OKB Traverse: 37° total

Crew: 3
Manufacturing plant: GAZ Automotive:
Service date:Prototype only. 1944 Type: GAZ-11
Power output: 85hp (63.4kW) @ 3,600rpm
Length: 6.36 Transmission: 4F IR manual
Height: 1.65 Tires: 10.00-18 All terrain tread
Wheelbase: 3.30 Brakes: Mechanical main and parking
Track width: 1.60 Radio: 12 RT
Performance:
Armor: (mm) Maximum road speed (km/h): 63-70
Hull front: 16.5 Maximum terrain speed (km/h): NA
Hull sides: 7 Road range (km): 300
Hull floor: 4 Terrain range (km): N A
Power/weight ratio: 15.9hp ( 11.9kW)/tonne
Main armament: 76.2mm ZIS-3/54 rounds Gradient: NA
Secondary armament: None Trench: 0.6m
Firing height: 0.7m Fording: 0.9m
Elevation/depression: +15%3°
achieved a 60km/hour road speed and a reported 500km

range. The 63-SU (GAZ-68) was given the Army desig-
nation KSP-76 at the time of these trials in late 1944, but
it was by then clear that the war was coming to an end
and it was not considered appropriate to disrupt SU-76
production at such a time. The KSP-76 did not therefore
enter service with the Russian Army and the project was
abandoned with preference being given to small tracked
SPG's such as the prototype ASU-76 and the series
produced ASU-57 in the post-war years.
Built on the chassis of the GAZ-63 4x4 truck (which
was designed during the war but did not enter series pro-
duction until 1946) the KSP-76 consisted of the ubiqui-
tous 76.2mm M-1942 ZIS-3 dual-purpose gun with its
standard double baffle muzzle brake mounted in a
forward fighting compartment in an armored open
vehicle chassis.
Designated as a wheeled self-propelled gun, the
KSP-76 was provided with 16mm frontal armor, making
it particularly well protected for a wheeled vehicle,
KSP-76 fighting compartment. The KSP-76 was un-

usual in that the driver sat on the right side of the
vehicle, allowing the gunner and loader to work right-
handed.
KSP-76 at the NIIBT Museum, Kubinka.
KSP-76 at NIIBT Museum, Kubinka. Note the standard configuration 76.2mm ZiS-3 gun and barrel travel
clamp.
Right rear view, KSP-76. The louvered section on the right is the engine exhaust. The engine air intakes are
located on the rear internal wall of the fighting compartment.
Left rear view, KSP-76.

KSP-76 overhead view, looking forward.
KSP-76 rear engine deck.

reflecting its intended close-support role. The all-welded hand. The highly faceted armor layout provided the crew
hull was highly faceted in a similar manner to the adequate protection from small arms fire but the open
BA-64, maximizing deflection of projectiles and shrap- arrangement gave little protection from overhead shrap-
nel. nel or the elements.
The KSP-76 was significantly more versatile than the The 76.2mm M-1942 ZIS-3 dual-purpose gun was
tracked SU-76. It had a good road speed of 63-70km/h fitted in a limited traverse mount (37° total) with 15°
and a road range of over 300km. Cross country perfor- elevation and -3° depression. The firing height was only
mance was also acceptable, the 4x4 GAZ-63 chassis and 0.7m, considerably lower than the SU-76M and particu-
cross country tires giving the vehicle good traction on larly good for concealment purposes.
most surfaces. The GAZ-63 4x4 chassis provided a highly mobile
A single prototype KSP-76 remains today, preserved and stable gun platform. The vehicle was fitted with bul-
at the NIIBT Tank Museum at Kubinka near Moscow. letproof all-terrain tires.
The engine used in the KSP-76 was a tank variant of
Description the 85hp (63.4kW) GAZ-11. The engine and radiator
were mounted at the rear of the vehicle, allowing the
The hull of the KSP-76 was split into three compart- ordnance to be mounted forward while also decreasing
ments, with the gun mounted at the extreme front of the vulnerability of the engine to battle damage. The gear-
vehicle, the fighting compartment in the center, and the box was that used with the GAZ-202 engine on the
engine at the rear. The vehicle had a crew of three, con- SU-76. The radiator was mounted at the rear of the
sisting of commander/gunner, gunner/loader, and driver vehicle and was protected by armored louvers.
who sat to the right of the front fighting compartment in The 140 liter fuel tank was located to the left of the
an open seating arrangement. This driving position is engine, with the fifty-four rounds of 76.2mm ammuni-
almost unique for a Russian AFV and was dictated by the tion located next to the fuel tank, an exceptional arrange-
tactical preference to have the loader load the 76.2mm ment by any standards.
ZIS-3 gun from the left side of the vehicle, using his right
KSP-76 self-propelled gun in the NIIBT Tank Museum at Kubinka.

188 Russian Armored Cars 1930 to 2000
5
Post-War Armored Cars,
1945-2000
BTR-40
BRDM
BRDM-2
GAZ-3934
GAZ-39344
GAZ-3937
GAZBPM-97
Lavina/Lavina-M
Post-War Armored Cars, 1945-2000 189
BTR-40 Armored Scout Vehicle 40 at the end of 1947 under the designation "Izdeliye
141". Design responsibility for the Izdeliye 141 was
The first post-war armored car to enter service with assigned to senior engineer V.K. Rubtsov, who was to
the Soviet Army was the BTR-40, introduced into ser- become the primary designer of Russian armored cars
vice in 1950 and first publicly displayed on Moscow's for the next three decades.
Red Square during the 7th November 1951 military pa- The Izdeliye 141 was developed in response to a mili-
rade. tary requirement for an APC capable of transporting eight
By the end of the war, the highly dangerous tactic of infantry. It was always intended as more than a simple
"tank desant" (infantry riding into battle on the rear of APC, however. The Izdeliye 141 was designed to fulfill
tanks) was being slowly superseded by the use of armored two vehicle requirements, one for a general APC and the
personnel carriers (APCs), particularly the M3A1/M3A2 other for a ground support vehicle with limited air
White vehicles. Wartime experience had shown that the defense capability. Both requirements were addressed
with the simultaneous development of two purpose-de-
signed prototype variants; one for scout/APC duties and
the other for ground support/air defense.
The prototype 141s were completed at the end of
1947. These prototypes were significantly different from
later series production models. They had a chamfered,
highly faceted hull with half doors in the lower hull sec-
tions and angular sheet steel rear wheel arches; the
design bearing some resemblance to the earlier BA-64.
The early pre-series 141s were consequently excellent
The original BTR-40 prototype. The prototype was designs from a ballistics perspective, but were very
very different from the series production vehicle. Note restricted internally on a chassis which was considerably
the angled hull and wheel fenders, reminiscent of the larger than the BA-64.
BA-64 series. The vehicle was too small internally to
be used in an APC role, which was a prime require-
ment for the design.
Red Army had an urgent post-war requirement for a small

scout vehicle and APC. The American lend-lease M3A1
and M3A2 had been widely utilized during the war for
reconnaissance, liaison, and personnel carrier roles, and
had provided the Red Army with a degree of mechaniza-
tion, though Russia at this time remained well behind other
nations in the development of such vehicles.
The wartime BA-64 armored car was manufactured
in its modernized BA-64B version until 1946 and con-
tinued in service with the Soviet Army until the mid-
1950's. The BA-64B was a good scout vehicle, but its BTR-40 in standard configuration.
primary drawback was its diminutive size and consequent
inability to improve the armament, armor, or increase the The ground support version of the Izdeliye 141 was
vehicle crew utilizing the existing GAZ-67B chassis. A designed from the outset as a ground support vehicle with
new vehicle was therefore needed in the immediate post- anti-aircraft capability and not purely as an anti-aircraft
war era and the GAZ-63 4x4 truck chassis was selected system. It was built in small numbers for trials evalua-
as the basis for the first post-war generation of armored tion purposes, however, the chamfered sides of the
cars. The GAZ-63 had been developed as early as 1944 Izdeliye 141 proved too restrictive internally to allow ef-
but series production had been delayed until after the war. ficient operation of the twin 14.5mm KPV machine guns
To develop armored car models in the post-war era, on their ZPTU-2 mount.
a new design bureau was set up at the Gorkovskiy The trials prototypes of both the standard and fire
Avtomobilniy Zavod (GAZ). The new Dedkov OKB, support versions of the Izdeliye 141 were consequently
directed by V. A. Dedkov, started design work on the BTR- reworked and a new vehicle with a slab-sided fighting
Standard BTR-40 fitted with a pintle-mounted 7.62mm SGMB machine gun.
Rear overhead view of the same BTR-40.

compartment and rear was developed; the definitive replace it with a purpose-designed and more sophisticated
series appearing in prototype form in 1949. scout vehicle, the BRDM, which was based on the
State trials of the new, second series prototypes were BTR-40 chassis and was originally designated BTR-40P
conducted in 1949 and the vehicle was accepted for ser- (P- Plavayushiy - amphibious).
vice with the Soviet Army under the army designation In total, approximately 8,500 BTR-40s of all vari-
BTR-40. Series production began in Gorkiy at the end ants were manufactured. The BTR-40 was series pro-
of 1950 under the factory designation "GAZ-40". The duced between 1950 and 1960, being supplemented by
BTR-40 was sometimes known colloquially in service as the BRDM from 1958. The BTR-40 was also widely
the "Sorokovka", the diminutive form of "40" in Rus- exported to client nations of the former Soviet Union and
sian. The BTR-40 and BTR-40Afire support vehicle were many other countries. It has not been in service with the
developed and produced concurrently; the BTR-40A Russian Army for many years.
employing the same open AA turret as mounted on the
BTR-152AAPC.
The Dedkov OKB subsequently received a state prize
for the BTR-40 design before moving on to develop the
A BTR-40 commander and M-72 dispatch rider team

discuss orders.
Driver's position, BTR-40. Note the differences be-
BRDM and BRDM-2 armored reconnaissance vehicles. tween this picture and the one below. (Steven J.
Designated as a Bronetransporter (armored trans- Zaloga)
porter) by the Soviet Army, the BTR-40 was used in
service as an scout car, command vehicle, fire support
vehicle and a number of other roles in the absence of
more specific vehicle types to perform these duties. The
BTR-40 remained basically an interim vehicle, however,
designed to replace the U.S.-supplied M3A1/M3A2. It
was used both as a scout and armored personnel carrier
and was not particularly suited to either role, being large
for scouting duties and too small for efficient use as an
armored personnel carrier. It was ultimately used by the
Soviet Army as a scout, command and communications
vehicle, APC, fire support vehicle, artillery prime mover,
and general transporter. Being an open vehicle, the
BTR-40 crew was vulnerable to indirect fire and this was
rectified in later models of the BTR-40. The vehicle was
not an ideal scout vehicle either, particularly as it was not Driver's position, BTR-40, Budge collection, UK.
amphibious. Design work began in the early 1950s to (Steven J. Zaloga)
BTR-40s on night maneuvers, 1962. These vehicles are fitted with rear facing, pole mounted night driving
lights.
BTR-40s on reconnaissance patrol during the 1960s.

SPECIFICATIONS BTR-40 (Series production)
Design bureau: Dedkov OKB Elevation/depression: +15°

Crew: 2 + 8
Service date: 1947 series production Type: GAZ-40
Combat weight: 5,300kg Capacity: 3485cm3
Cylinders: 6
Length: 5.00 Fuel type/capacity: Petrol (A-70/B-70)/120 liters
Width: 1.90 (rear), 2.010 (front) Transmission: 4F l R
Height: 1.83 (including tilt) Steering: Rack and pinion
Height: 1.945 (including weapons) Tires: 10.00 - 18 (9.75 - 18 on early vehicles)
Hull side: 8-9 Brakes: Hydraulic assisted, Drum brakes F + R
Wheelbase: 2.70 Electrical system: 12v
Track width: 1.588 (f), 1.605 (r) Radio: l ORT-12
Ground clearance: 0.276 Night vision equipment: IR (driver only)

Glacis: 11 Maximum terrain speed (km/h): 20-25
Hull rear: 7 Road range (km): 300-480
Hull roof: 6 Terrain range (km): 240
Hull floor: 4 Power/weight ratio: 14.7hp (llkW)/tonne
Main armament: 1x7.62mm SGMB/1,250 Side slope: 20°
Secondary armament: SAP, 2AT grenades Trench: 0.35m (0.7m with channels)
Vertical obstacle: 0.47m
BTR-40 front view.

BTR-40s. Note the tarpaulin cover on one of the vehicles and the open double rear doors.
Field decontamination of BTR-40s, 1964.

BTR-40s of the Czech Army cross a PMP bridge, March 1969. (Photographer: Udovitchenko, TASS)
BTR-40 on display in Kiev, Ukraine. This BTR-40 is displayed at the Central Memorial Park of the Great
Patriotic War.
BTR-40 on display at the Central Armed Forces Museum, Moscow.
BTR-40 detail view of the upper superstructure.

BTR-40 and BRDM-2.
BTR-40 3/4 rear view.

BTR-40, Military Transport Museum, Ryazan, Russia.
BTR-40, Military Transport Museum, Ryazan, 3/4 rear view.

BTR-40. Polish Armed Forces Museum, Warsaw, Poland.
BTR-40. Close-up of the engine compartment. There are many detail differences between BTR-40s dis-
played in museums. Compare this photograph with the BTR-40s in Moscow or Kiev.
An original BTR-40 preserved at the NIIBT Museum, Kubinka.
Overhead view of the BTR-40 at Kubinka.

Description duction in 1946 and had a strong chassis and powerful

engine uprated 7.4kW (lOhp) from the GAZ-63 for use
The BTR-40 has a conventional layout, with a front- with an armored car body. The GAZ-40 engine was pro-
mounted engine and rear fighting compartment. The tected behind the distinctively shaped "pig snout" frontal
driver sits on the left of the vehicle with the vehicle corn- armor, with the radiator mounted behind the lower front
section of the front armor.
Ammunition stowage, BTR-40. (Steven J. Zaloga)

Left side looking forward, BTR-40. (Steven J. Zaloga)
mander seated to his right. Access to the vehicle is via
two side doors and double doors at the rear of the
vehicle. The BTR-40 hull is constructed of welded ar-
mor throughout.
Rear of fighting compartment, BTR-40. (Steven J.

Zaloga)
Rear fighting compartment, BTR-40. (Steven J.
Zaloga)
BTR-40A
Though designed to hold eight infantry in the rear,
the usual complement was four. Typical armament was a The BTR-40A fire support vehicle was developed
single pintle-mounted 7.62mm SGMB machine gun, concurrently with the standard series production model
though an additional weapon could be mounted on each BTR-40. As with the pre-series BTR-40A mounted on
side of the hull as was often the case in foreign service. the early Izdeliye 141 chassis, the series production model
The crew could use firing ports in the hull sides, through BTR-40A was developed as a ground support vehicle with
which to fire their personal weapons from within the ve- air defense capability.
hicle. The series production model BTR-40A fire support
In developing the BTR-40, the GAZ-63 4x4 truck vehicle mounted twin 14.5mm KPV machine guns on a
chassis on which the BTR-40 was mounted was short- ZPTU-2 mount in a similar manner to the earlier pre-
ened 600mm to suit the all-terrain requirements of the series production models. The pre-series prototype model
new vehicle. The GAZ-63 truck had entered series pro- BTR-40 A was produced in 1950 and series production
BTR-40A self-propelled air defense system.
BTR-40A self-propelled air defense system.

The original BTR-40A prototype. The original anti-

aircraft vehicle was based on the Izdeliye 141 proto-
type, with its heavily chamfered hull sides. Internally,
the vehicle was too restricted for the 14.5mm KPVT
machine gun crew to operate efficiently. The concept
was therefore dropped in favor of a modified vehicle.
BTR-40A SPAAG system. This rare overhead photo-

BTR-40A SPAAG system. The BTR-40A mounted graph shows the 360° turntable mount and ammuni-
twin 14.5mm KPVT machine guns for ground sup- tion boxes in place.
port and limited anti-aircraft roles.
began in 1951. The 14.5mm KPVT heavy machine guns
in the BTR-40A were capable of bringing fire to bear
from +90° to -5° with a 360° manual traverse. The weapon
system increased the combat weight of the vehicle to
5,600kg, marginally reducing vehicle performance. The
height of the vehicle with guns lowered was 2.23m. 1,200
rounds of 14.5mm ammunition was carried on board.
BTR-40V Prototype with CTPRS
The BTR-40V was a prototype built in 1956 in an

effort to improve the cross-country capability of the origi-
nal vehicle. The BTR-40V was fitted with a Central Tire
BTR-40As in South East Asia. Although unmarked, Pressure Regualtion System (CTPRS) with external air
these vehicles are likely to be in service with the armies
lines and other mechanical modifications including a self
of Vietnam or Laos. Large numbers of BTR-40 and
locking differential. During field trials, the CTPRS sys-
BTR-40A vehicles exported.
tem provided a considerable increase in off-road perfor-
mance, but the external air lines were found to be very
prone to snaring on undergrowth. The BTR-40V also
BTR-40A SPAAG system, preserved at the NIIBT collection, Kubinka.
BTR-40Bs in convoy.
The BTR-40B at the NIIBT Museum, Kubinka. From most angles, the overhead roof armor of the BTR-40B
is almost indiscernable.
The BTR-40V on display in the NIIBT Kubinka armor collection. The BTR-40V was an experimental version
of the BTR-40 series built in 1956. Improvements included CTPRS, which improved all-terrain mobility,
though the external air lines were vulnerable to snaring on undergrowth Infra-red driving lights were also
fitted.
BTR-40B at the Ryazan Military Transport Museum, Ryazan, Russia.
BTR-40B 3/4 rear view.

introduced IR driving lights to the BTR-40 series. The

vehicle was developed and field trialled concurrently with
the BTR-40B, but was not series produced. An original
prototype remains on display at the NIIBT Tank Museum
at Kubinka, near Moscow.
BTR-40B
The BTR-40s principle disadvantage was that it

remained an open vehicle at a time when Soviet Army
doctrine was preparing for operations in an NBC battle-
field environment. Additionally, Russian losses of open
BTR-40B and BTR-152K. The BTR-40B is nearly

identical to the open BTR-40 when fitted with its
canvas roof. The angular raised roofline and open
hatches are a recognition feature of the BTR-40B.
prototype BTR-40V, were fitted as standard on the BTR-

40B. The BTR-40B was armed with a single pintle-
mounted 7.62mm machine gun with 1,250 rounds of am-
munition carried on board.
BTR-40B overhead view. This photograph illustrates Dimensionally, the BTR-40B was similar to the ear-
the roof hatch arrangement used on the BTR-40B. lier BTR-40 (length 5.00m, width 1.90m, height 2.060m).
AFVs were very high during the Hungarian uprising and

the need for overhead armor for armored vehicles, BTR-40RKh
particularly in built-up areas and in street fighting, was
urgently recognized. A new version with long overdue A number of BTR-40 vehicles were, after a period of
overhead armor was therefore developed from 1956, and service, reworked as RKh chemical reconnaissance
entered limited series production in 1957 as the vehicles, fitted with twin flag dispensing boxes which
BTR-40B. The new vehicle was nominally capable of were subsequently used in greater numbers on the BRDM
operating in an NBC environment, but offered no NBC and BRDM-2. Many standard BTR-40Bs were also used
overpressure system or other specialist NBC equipment. in the chemical reconnaissance role, with their crews dis-
The BTR-40B was series produced in small numbers from mounting to manually place yellow warning pennants.
1958 to 1960, concurrently with the BRDM which
eventually superseded it.
The BTR-40B had an almost indiscernible steel roof, BTR-40 ZhD Variants
resembling the tarpaulin of the early BTR-40 at a dis-
tance. Two large two-piece roof hatches were provided, In 1969, very late in the BTR-40s service life, small
with a firing port in each section. The hatches opened numbers of elderly BTR-40s were converted as rail scout
outward towards the vehicle sides. Due to the reduced vehicles, using outrigger ZhD wheels similar in concept
internal crew space, the vehicle had a reduced crew of to those developed at GAZ for the BA-64G ZhD vehicle
six in addition to the driver and commander. in 1942. Small numbers of these BTR-40 ZhD vehicles
The BTR-40B retained the 8mm armor base of the were produced and these were primarily used in border
earlier BTR-40, and with the roof armor still weighed regions of the former USSR. The BTR-40 ZhD retained
close to 5,300kg, identical to that of the base model the 7.62mm SGMB armament of the original roadbound
BTR-40. Vehicle performance was therefore similar to vehicle, and was fitted with a modernized R-113 radio.
the earlier vehicle. IR driving lights, first used on the It took three to five minutes to bring the BTR-40 ZhD
BTR-40B (RKh) on chemical reconnaissance duty, August 1966. The marking pennants are being emplaced
by hand. Later systems mounted on the BRDM and BRDM-2 used mechanical pennant dispensers while the
crew remained within the vehicle. (Photographer: G. Omelchuk, TASS)
The BTR-40A ZhD SPAAG at the NIIBT Kubnika collection. Note the ancillary rail wheels and rail connec-
tion mountings.
into service as a rail scout vehicle. BTR-40 7.62mm ZPTU-2 SPAAG

A small number of BTR-40As with the twin 14.5mm
KPV system were also converted as rail scouts in 1969. An experimental BTR-40 AA vehicle was developed
These vehicles were, not surprisingly, designated in 1950 concurrently with the BTR-40A. A small series
BTR-40AZhD. As late as 1991 these vehicles remained was produced in 1951 for trials purposes, mounting two
in service with the Russian Army as rail scout vehicles 7.62mm machine guns on a ZPTU-2 mount. The BTR-
for armored trains in the Ural and Far East regions of 40 ZPTU-2 weighed 5,600kg and had a road speed of
Russia. 75km/hour. The vehicle was not series produced.
BTR-40 9M14 (AT-3) ATGM Vehicle
Though no Russian ATGM version of the BTR-40 is

known to have been developed, the East German Army
developed an ATGM version of the BTR-40, firing the
9M14 (NATO: AT-3 Sagger) missile. The vehicle was
based on a modified BTR-40 with the rear fighting com-
partment reduced in height. No ATGM version of the
BTR-40 is known to have entered service with the Soviet
Army.
BTR-40A ZhD SPAAG system. A very small number
of BTR-40A SPAAG systems were converted as rail
scout vehicles, as this interesting overhead view shows. Below: BTR-40A ZhD, with its twin 14.5mm KPVT
system.
BRDM Armored Car mechanized formations. It was fully amphibious and had
a far greater terrain capability than its predecessor. In
While the BTR-40 performed functional service as a military service, the vehicle later became known as the
scout and command vehicle in addition to its APC role BRDM (Bronirovannaya Razvedivatelno Dozornaya
during the 1950s, a decade passed between the ending of Mashina: literally Armored Reconnaissance Duty Ma-
BA-64 production in 1946 and the entry into production chine), reflecting its intended role.
of a purpose designed post-war armored car in 1957. The There were several significant design modifications
BTR-40 design, which had fulfilled the role of a which greatly improved the performance of the BRDM
reconnaissance vehicle during the intervening years, was compared with the earlier BTR-40. The primary advan-
essentially an armored truck based on a 4x4 chassis. It tage of the BRDM was its significantly increased
fulfilled the role of scout vehicle and APC reasonably, mobility on land and the introduction of amphibious
but was a compromise design based on an urgent post capability, a severe drawback associated with the
war requirements to modernize and mechanize the So- BTR-40. The BRDM was fully amphibious, being pow-
viet Army. V.K. Rubtsov and his design team considered ered in water by a single hydrojet system.
the need for a specialized scout vehicle and began work The BRDM was provided with a standard driver-con-
on a new, amphibious vehicle in 1954. The base design trolled CTPRS, which varied the tire pressures between
requirement was for a 5.6 tonne vehicle with a crew of 0.5-3.Okg/cm2 to suit ground conditions. This system sig-
five, a road speed of over 80km/hour, a road range of nificantly reduced the vehicle ground pressure and aided
500km, and amphibious capability. traction on soft ground. Cross-country mobility was also
The new design, which was given the factory desig- aided by an additional device introduced with the BRDM
nation BTR-40P, was based on the BTR-40 with a modi- as the post-war reintroduction of a concept previously
fied engine, gearbox, transmission, and axles. The BRDM used in some all-terrain vehicles, particularly in Germany.
was developed by a team of engineers led by V. A. Dedkov The BRDM was assisted in rough terrain by a set of four
under the overall direction of V.K. Rubtsov. The new small chain-driven wheels fitted with 700 x 250mm avia-
vehicle was specifically developed as a scout vehicle for tion tires, adjustable between 4.0 and 4.5kg/cm2. These
BRDM in parade markings. The standard BRDM with overhead armor (BRDM M-1958) entered service
with the Soviet Army in 1958.
BRDMs on parade in Red Square, 1964.
These BRDMs are painted in parade markings with Guards insignia.

BRDM. This exceptional example of the standard production model is located at the Tank Museum, Bovington,
England. It was provided by the NIIBT Museum at Kubinka. (Tank Museum, Bovington, UK, 3624/D6)
wheels were lowered by the driver as required, prevent- service with the Soviet Army in the late 1970s. In the
ing the vehicle from bottoming out and aiding all-terrain East German Army the BRDM was designated the SPW-
travel by providing additional traction. This is particu- 40P. The vehicle was not used by the Hungarian and
larly important in negotiating river banks, the bane of all Czechoslovakian Armies, which used the Hungarian FUG
amphibious wheeled military vehicles, which had previ- armored car to perform reconnaissance duties.
ously employed cumbersome "overall" tracks for this The primary disadvantages of the BRDM were its
purpose. When not required, these wheels were retracted light armament and the vulnerability of the front mounted
into nacelles in the hull floor, with the lower half of the petrol engine. Usually the armament consisted of single
wheels remaining visible. 7.62mm SGMB mounted externally, though some
Originally designated by the factory designation vehicles were later re-armed with a 12.7mm DShK and
GAZ-40P and as the BRDM after entry into Soviet Army two 7.62mm SGMB on side pintle mounts. This was
service, the designation was only later unofficially altered always a difficult configuration which made the crew ex-
to BRDM-1 after the introduction of the BRDM-2. The tremely vulnerable while operating the weapons.
BRDM officially retained the original designation with- The BRDM could not easily be modified to mount a
out any suffix, though in practice it was also referred to turret, as the fighting compartment was at the rear and
as the BRDM-1. the fitting of a rear-mounted turret would seriously affect
V.K. Rubtsov and the Dedkov OKB at GAZ devel- buoyancy. Further development of the base model BRDM
oped the BRDM concurrently with the BTR-60P armored was therefore limited and work quickly began on a re-
personnel carrier. The BRDM development program placement vehicle, with the first design being undertaken
began in 1954 and the first prototype was completed in as early as 1961, culminating in the BRDM-2 in 1966.
February 1956, with a small number of prototype vehicles
field trialled in the Black Sea area that same year. After Description
further GABTU acceptance trials, the BRDM was
accepted for Soviet Army service in 1957 and was series The BRDM was based on the BTR-40 chassis, which
produced from 1957 to 1966. It was first seen in service was in turn derived from the GAZ-63 4x4 truck, from
with the Soviet Army and in public in 1959. In total, which many mechanical parts were utilized. The vehicle
approximately 10,000 BRDM vehicles of all variants were featured a distinctive long nose with a front mounted en-
produced at GAZ between 1958 and 1966, of which gine and the fighting compartment at the rear. The fight-
approximately 1,500 were exported. The BRDM left ing compartment was fully enclosed on all but the
BRDMs in the desert, 1964. (M. Baryatinsky)
BRDMs fording a river, Northern Caucases, 1964.

Left: BRDM on reconnaissance patrol, June 1966.

(Photographer: Peredelskiy)
Below: BRDMs on exercise in the mid-1960s.

BRDM, Polish Armed Forces Museum, Warsaw, Poland.
An abandoned BRDM, (a 9P110 ATGM vehicle), located in the NIIBT reserve collection at Kubinka. This
photograph is interesting in that it shows all hatches in the open position.
Rear view of a BRDM abandoned in southern Russia. (Aleksandr Razvodov)
BRDM abandoned in southern Russia. (Aleksandr Razvodov)

BRDM. This BRDM is preserved in the NIIBT collection, Kubinka, Moscow.
Rear view of Kubinka's BRDM.

B RDM right front overhead view.
BRDM left front overhead view.

BRDM left rear view.
BRDM wheels with CTPRS system in the wheel hubs. Note the stowed location of the auxiliary wheels.
Overhead view of Kubinka's BRDM. This vehicle has three mountings for machine guns, but only a single
7.62mm SGMB was normally mounted in Soviet service.
BRDM. This BRDM is preserved at the military museum, Fort IX, in the Sadyba district of Warsaw, Poland.
earliest (M-1957) production vehicles. when not in use. Before entering the water, the wave
The BRDM had a hermetically sealed boat-shaped deflector plate was manually relocated from its stored
hull with vertical sides and rear. The vehicle was of all- position under the hull front and locked into place on the
welded construction, fabricated from 6,8, and 12mm steel vehicle nose and the electric bilge pump system switched
sheets. The driver sat on the front left of the vehicle, on. The BRDM could travel at a constant 9km/hour in
with the commander to his right. Both had windshields water with a water endurance of twelve hours. A small
which were covered by top-hinged hatches with vision mooring capstan was located on the hull nose.
blocks for use in a combat environment. There were a The main design flaw associated with the BRDM was
further two vision blocks in the front side of the fighting that the crew access on both early open models and late
compartment and a firing port on either side of the ve- closed roof models was over the fighting compartment
hicle. In addition to the commander and driver, a combat roof, which proved extremely hazardous for the crew
crew of two to three were carried in the rear of the ve- under combat conditions. The front placement of the
hicle. engine was also problematic in terms of vulnerability and
vehicle trim in water.
Armament on the BRDM consisted of a 7.62mm
SGMB pintle-mounted at the front of the vehicle. A
12.7mm DShK was often mounted on this position with
two 7.62mm SGMB's on pintle mounts either side of the
vehicle. On some vehicles, the SGMB was replaced by
the PKT after capital repair work.
The BRDM was powered by a front mounted GAZ-
40P six cylinder in-line 3485cm3 water-cooled petrol
engine developing 67kW (90hp), which gave the 5,600kg
BRDM a very respectable road speed of 90km/hour and
range of 500km.
The BRDM originally mounted an R-113 radio as
standard, with a whip antenna on the right side of the
hull. The BRDM was also fitted with a TNA-2 land navi-
gation system as standard.
The BRDM was widely used in Soviet Motorized
Rifle Divisions (MRDs) and Tank Divisions (TDs). The
Tank Division Reconnaissance Battalion had twelve; the
Tank Regiment had seven.
BRDM M-1957
The first BRDM vehicles were series-produced in

1957. The first production model was an open design,
armed with a single pintle-mounted SGMB machine gun.
BRDM hydrojet system. Note the four-bladed pro- Very few of the original BRDM M-1957 production
peller and twin rudder assembly. model were produced before the vehicle was replaced in
production by the definitive M-1958 production model,
Access to the vehicle was by twin roof hatches (in which had closed roof armor. The BRDM M-1957 had a
the standard BRDM M-1958) and a small rear hatch which height of 1.87m. CTPRS was fitted on all BRDMs from
opened either side. There was a firing port in each hatch the very first vehicles built.
section. The rear fighting compartment section sloped at
30°.
The BRDM introduced a hydrojet propulsion system BRDM M-1958
similar in principle to that developed for the PT-76
amphibious light tank. Water was drawn in under the The BRDM M-1958 was the second production
vehicle hull and exited under pressure through a single model of the series, provided with a fully enclosed body
rear hydrojet, which was protected by an armored cover with armored roof. There were two hatches in the roof
BRDM preserved at the Tank Museum, Bovington, UK. This BRDM, together with a BTR-60PK APC, were
provided by the Kubinka Tank Museum in Russia in the late 1980s. In return, Kubinka was provided with a
Conqueror heavy tank and two wheeled AFVs.
Interior view of the BRDM located at the Tank Museum, Bovington, UK.
SPECIFICATIONS BRDM (BRDM M-1958) Automotive:

Type: GAZ-40P
Design bureau: Dedkov OKB Capacity: 3485cm3
Crew: 2 + 3 Cylinders: 6 in-line (Bore/Stroke 82mm/11 Omm)
Manufacturing plant: GAZ Power output: 90hp (67kW) @ 3,400rpm
Service date: 1958-mid-1970s Fuel type/capacity: Petrol B-70, A-72/150 liters
Combat weight; 5,600kg Fuel consumption: 0.3liters/km
Transmission: 4P IR x2 Single dry plate clutch
Dimensions: (m) Steering: Rack & pinion, Manual
Length (overall): 5.70 Tires: 12.00-18* CTRPS 3-0.5kg/cm2
Length (hull): 5.60 Brakes: Drums all round, Hydraulic assisted
Width: 2.17 Electrical system: 12v
Height: 2.25 (including SGMB) Radio:R113orR-123M
Wheelbase: 2.80
Track width: 1.66 Performance:
Ground clearance: 0.315m (axles) Maximum road speed (km/h): 90
Maximum terrain speed (km/h): 50
Armor: (mm) Road range (km): 500
Hull front: 12 Terrain range (km): 350-410
Hull sides: 12 Power/weight ratio: 16.1 hp/tonne
Hull roof: 8 Ground pressure: NA
Hull floor: 4 Gradient:30°
Side slope: 20-25°
Main armament: 1x7.62 SGMB/PKT/1,250 Fording: Amphibious @ 9km/h
Secondary armament: 2xAK47/AKM Vertical obstacle: 0.4m
Other armament: 9xF-l grenades Snow:0.65m
Firing height: 2.20m * Note:The 700 x 250 auxiliary tires had adjustable tire
Elevation/depression: -14°/+24.5° pressure 4.0 - 4.5kg/cm3
Rear view of the BRDM with hydrojet port open.

and the height was increased from 1.87m to 2.29m (in- 2P27 (AT-1 Snapper) ATGM Vehicle
cluding armamnet). The BRDM M-1958 became the de-
finitive production model of the BRDM series and was The first anti-tank version of the BRDM was devel-
manufactured from late 1957 to 1968. oped from 1958 concurrently with the standard recon-
The BRDM M-1958 production model, with its her- naissance model. The ATGM complex was designated
metically sealed fighting compartment and simple 2K16, while the vehicle, designated 2P27, mounted three
overpressure system, was equipped to reconnoiter NBC 3M6 Schmel (Bumblebee) wire guided anti-tank missiles
environments. This was a major advancement over the on a retractable launcher in an enclosed rear compart-
BTR-40 series, as the great majority of those were open ment. The system initially complemented the 2K15
vehicles. In service, BRDMs carried a VPKhR-54 por- system, which was mounted on an unarmored 2P26 launch
table chemical detection system and a DP-3B vehicle based on the GAZ-69 chassis, though the latter
roentgenmeter on board. system was eventually replaced by the 2P27. Both
The BRDM was armed with a pintle-mounted systems were intended to supplement conventional anti-
7.62mm SGMB with a 45° traverse. Some vehicles were tank guns at longer engagement ranges. In the West, the
fitted with a 12.7mm DShKM at the front and one or two system was better known by its NATO designation
7.62mm SGMBs, though this configuration was more "AT-1 Snapper".
common in foreign service. BRDMs in Russian service The 3M6 Schmel was developed by the KBM mis-
were provided with 1,250 rounds of 7.62mm ammuni- sile design bureau in Kolomna from 1958, in coopera-
tion in five magazines. tion with the Ts NIIAG, Nil-125, and NII-6 institutes,
Early production model BRDM vehicles did not have and manufactured at the Saratov Mechanical Factory. It
any specialized night vision equipment. FG-125 infra- was developed for use with the BRDM launch vehicle
red driving lights and a searchlight were subsequently which was designated 2P27. The complex was desig-
introduced on new vehicles and retrofitted on older nated 2K16, the first Soviet armored car-mounted ATGM,
vehicles. with an effective range of 500-2,500m but a slow missile
speed of 105m/s. The armor-defeating potential of the
missile warhead was, however, a significant 380mm,
BRDM-U (BRDM-IU) Command Vehicle which made the system a considerable threat to contem-
porary main battle tanks.
Small numbers of BRDM command versions were The Schmel complex was not accepted for service
used by the Soviet Army, designated BRDM-U or BRDM- with the Soviet Army until 1960, when the vehicle
1U. These were distinguished by the mounting of became available to the Soviet Army. The 2P27 was pro-
additional radio antennae on the vehicle, in total four duced from 1960-63 and served with the Soviet Army
antennae being mounted on the BRDM-U, one on either into the 1970s. The vehicle is not known to have been
side of the vehicle and two at the rear. exported and is not believed to have seen combat.
BRDM 2P27 ATGM system, 1964. Note the large size of the early 3M6 Schmel missiles. This photograph is a
mirror view, printed in reverse, as it was printed in contemporary Soviet press articles. (Photographer: G.
Omelchuk, TASS)
Post-War Armored Cars, 1945-2000
225
BRDM-U command vehicle. Faintly seen in the background is a BTR-40.
BRDM-U command vehicle. This detailed photo gives a good overall view of the superstructure of the BRDM.
Note the small details such as the props for the front visors and the antennae locations.
Above: BRDM 2P27 ATGM system. This particular

vehicle is on display in the Artillery, Engineering, and
Communications Forces Museum in St. Petersburg.
Right: 3M6 "Schmel" (NATO: AT-1 Snapper) missile.
BRDM 2P27 ATGM vehicle in service with the Polish army. Note the lowered belly wheels on this vehicle
(Tank Museum, Bovington, UK. Ref: 3799/E3)
BRDM 2P27 ATGM vehicle. This vehicle is preserved at the military museum, Fort IX Czerniakowski, Sadyba,
Warsaw.
Rear view of a 2P27ATGM vehicle. Note that the cantilever doors on the vehicle run the entire length of the
hull rear.
Close up of the 3M6 missiles on their launch rails.
BRDM 9P27 ATGM vehicle. This version of the BRDM is on display at the Memorial Museum of the Great
Patriotic War in Kiev, Ukraine.
BRDM 9P27 ATGM vehicle, rear view. The rear superstructure is raised along the entire length of the vehicle
rear. Note the rear vision/pistol port.
To launch the system, the "W" barn doors were 2P32 (AT-2 Swatter) ATGM Vehicle
opened on either side and the missile launcher system,
with its three 3M6 missiles, was raised into position. The The 2P32 began to replace the 2P27 in service from
missiles were joystick controlled, Manual Command Line 1962. The 2P32 was armed with four 3M11 Fleyta (Flute)
of Sight (MCLOS) guided, and had an effective range of missiles (NATO designation: AT-2 Swatter). Though the
2,500m, which took the missiles thirty seconds to cover. 2P32 was intended as a replacement for the 2P27 sys-
The operator required considerable training in order to tem, the two vehicles were used concurrently for several
quickly locate the missile on launch and guide it to its years; a reconnaissance platoon often having one 2P27
target by use of a trailing wire link. Because of the short and two 2P32 vehicles. Anti-tank platoons in MRR anti-
amount of time available for target acquisition, the mini- tank batteries were also often organized with two 2P32
mum range was about 500m. That was not ideal consid- vehicles and one 2P27 vehicle.
ering that expected tank engagement ranges in any con- The AT-2 Falanga was developed by the OKB-16
frontation in Europe at the time were under 1,000m. design bureau in Moscow from 1960, under the direction
Due to the large size of the 3M6 missiles, the 2P27 of A.Ye. Nudelman. The new missile was designated
also had very limited reload capability within the rear Fleyta, the system designation being 2K8 Falanga. There
fighting compartment, and having only three missiles on were several variants of the 2P32, mounting modified
launch rails limited the vehicle's performance. missiles. The original 2K8 system firing the 3M11 Fleyta
The 2P27 was normally deployed within an anti-tank (AT-2a Swatter A, as it was known by NATO) had a
battery attached to a Motorized Rifle Regiment (MRR). manual command line-of-sight targeting system with a
Each battery had three platoons, each with three 2P27 radio link. Range was 500-3,000m with a claimed armor
launch vehicles and a BRDM-U command vehicle. defeating capability of 510mm armor @ 0° incidence.
Soviet Army BRDM 2P32 ATGM vehicles pictured in 1964. The two 2P32 ATGM vehicles in the foreground
(N° 416 and 411) are following a 2P27 ATGM vehicle (N° 393). These vehicles were used concurrently for
several years, the 2P32 providing better long range anti-tank capability. (Photographer: G. Omelchuk,
TASS)
A BRDM 2P32 in Soviet parade colors.

BRDM 2P32 in parade colors approach Red Square during a November parade. (Tank Museum, Bovington,
UK. Ref: 2479/D6)
Rear view of a BRDM 2P32 ATGM vehicle. The 2P32 has three roof doors; two opening sideways and one
folding to the rear. There are variations in the design of the door strengthening ribs, as seen when compared
to the top photo.
BRDM 2P32 ATGM vehicles on parade in Red Square, 7th November 1964.
BRDM 9P110 ATGM vehicles on Red Square, 7th November 1969. (M. Baryatinsky)
The missile speed remained a slow 150m/s, however,

better than the 105m/s of the earlier 3M6 Schmel but still
relatively slow and therefore vulnerable to countermea-
sures.
The 2K8 system was later modified and the 3M11
missile was replaced with the 9M17 Skorpion missile,
which had an increased range of 3500m.
As with the earlier 2P27, the 2P32's missile launch
mechanism was raised from its under armor storage when
required. The launch assembly was retracted under two
side-opening barn doors and a drop down rear door sec-
BRDM 9P110 ATGM system in service with the East
tion.
German army.
2P32 launch vehicles were later modernized to mount
the later 9M17P missile, though this modification was
done on relatively few vehicles, as at the time the 2P32
was already being replaced in service with the Soviet
Army. The 9M17P Falanga-P (NATO designation AT-2
Swatter C) was the final modification of the 9M17 mis-
sile used with the original BRDM, used in small num-
bers from 1972. The system retained the 2K8 designa-
tion. The missile had a longer and wider range of 600-
4,000m with a flight speed of 170m/s. The weapon had
the same armor-piercing capability as the 3M11 (AT-2A)
missile.
The later model of the 9M17P missile, designated
9M17M "Falanga M" system, was mounted on the later
BRDM-2, the vehicle being designated 9P124.
As with the earlier 2P27 and its 3M6 missiles, a draw-
back of the 2P32 system was the limited storage capacity
for reload missiles, though four spare missiles were 9P110 ATGM vehicles approach Red Square in a 7th
located within the armored hull of the vehicle. November military parade. Note that the raised
Each MRR had nine 2P32 vehicles arranged in a superstructure on the 9P110 does not extend to the
single anti-tank company, consisting of three platoons of rear of the vehicle, as on the 2P27 and 2P32. With the
three vehicles. launch mechanism lowered and the overhead armor
The 2P32 had side-opening doors like the 2P27, but in place, the vehicle is difficult to distinguish at a dis-
also had a full width door at the rear of the fighting com- tance from a standard BRDM reconnaissance vehicle.
partment which opened to the rear, distinguishing the
vehicle from other ATOM vehicles in the BRDM series.
9P110 (AT-3) ATGM Vehicle
The last ATGM version of the original BRDM was

the 9P110 (NATO designation: AT-3 Sagger) mounting
six 9M14 Malyutka (meaning "little one") missiles. The
vehicle was built in small numbers in 1963, only a year
after the 2P32 was introduced. It was the last of the
BRDM ATGM vehicles modified from the early BRDM
armored car series, as the BRDM-2 was nearing produc-
tion at the time. It was, however, considered important
to rush the 9P110 into service so that the new 9M14 mis-
sile system complex could be integrated into the Soviet BRDM 9P110s leave Red Square after a 7th Novem-
Army and evaluated, albeit mounted on an obsolescent ber parade.
9P110 ATGM vehicle, side view.
chassis. The 9P110 was first seen in public during the 9P110 ATGM vehicle, overhead view.
1965 May Day parade in Red Square.
The 9P110 mounted six 9M14 Malyutka (AT-3 sues carried in the ready-to-launch position and the num-
Sagger) missiles on a retractable launch system, the top ber of reloads which could be transported within the ve-
of which formed the fighting compartment roof. The hicle.
system used a smaller missile with shorter range than the The 9M14 Malyutka as deployed with the 9P110
earlier 2P27/2P32 vehicles, which it was originally ATGM vehicle, was developed in 1961, within a year of
intended to supplement rather than replace. The advan- the 3M11 Fleyta on its 2P27 ATGM vehicle. The 9M14
tage of the 9P110 launch vehicle was the number of mis- was developed by the KBM OKB in Kolomna as an
BRDM 9P110s in Soviet parade colors. The 9P110 was used concurrently with the 2P32. It mounted six 9M14
Malyutka missiles, which were less capable in both range and armor piercing capability than the 3M11 mis-
sile used with the 2P32. However, the 9P110 vehicle mounted six 9M14 missiles and was more economical to
mass-produce.
BRDM 9P110 located at the Artillery, Engineer, and Communications Forces Museum in St. Petersburg,
Russia.
BRDM 9P110; the same as pictured in the top photograph.

BRDM 9P110 ATGM vehicle at the Artillery, Engineer, and Communications Forces Museum, St. Peters-
burg, Russia.
BRDM 9P110 ATGM vehicle. This vehicle, in excellent condition, is located at the military museum, Fort IX
Czerniakowski, Sadyba, Warsaw, Poland.
BRDM 9P110 ATGM vehicle.
Close-up of the 9M14 missile launch rails under their overhead armor.
The 9M14 missiles on their launch rails.
BRDM 9P110 ATGM vehicle providing close support to T-62 MBTs.

economy missile, intended to be deployed in larger num-

bers than the earlier system and intended to be deployed
alongside the other system. The 9M14 was a shorter range
missile (500-3,000m effective range) than the 3M11 and
had less armor piercing capability (410mm, as against
500mm for the 3M11).
The 9M14 (AT-3A Sagger A) was deployed with the
9P110 system from 1963. The later 9M14M (AT-3B
Sagger B) was usually found only on helicopters.
The 9P110 still employed MCLOS missile guidance
but with a trailing wire rather than radio command. This
was cheaper to produce and suffered less from electronic
interference.
A third production series BRDM-2. This vehicle is
The 9P110 offered a range and control advantage over
pictured at Aberdeen Proving Grounds, Maryland,
its predecessors, but the main advantage of the system
USA. Note the six domed vent intakes and four rear
was the smaller missile size with folding flight control
vents on the engine deck. (Steven J. Zaloga)
surfaces. This allowed eight reload missiles to be stowed
on racks within the fighting compartment, which was a
considerable advantage over previous systems.
The 9P110 was built and deployed in far larger num-
bers than either of the previous vehicle types.
The 9P110 fighting compartment superstructure did
not extend to the rear of the hull as on the 2P32 and the
armored roof section lifted with the missile system as a
single piece.
BRDM-RKh NBC Reconnaissance Vehicle
In 1966 the BRDM was latterly modified as a chemi-

cal warfare scout vehicle. The BRDM-RKh carried more
on-board survey and sensing devices than the base model
BRDM. Measuring devices included a DP-3 nuclear sur-
vey meter, DP-5 A radiation meter, KPO-1 sampling unit,
GSP-1M and GSP-11 nerve gas alarms, and a radiation
alarm. The vehicles carried forty flares or "sound stars"
(signalnie raketi) onboard. Two flag dispensing boxes
were mounted at the rear of the vehicle. Each contained
twenty pole-mounted warning flags which were emplaced
by small charges as the vehicle progressed. The yellow
flags were marked "zarazheno" (contaminated), denot-
ing clear paths through contaminated ground. The boxes
were swung 180° and covered in canvas when the
vehicle was in transit.
Rkh versions of the BRDM were widely used in
MRDs and TDs, with a scale of deployment of four Rkh
vehicles in a Tank Regiment, four per Motorised Rifle
Regiment, four per Divisional Reconnaissance Battalion,
and nine in the Chemical Defense Battalion, for a total of BRDM-2 crew transferring documents to a helicop-
twenty-nine in a Motorized Rifle Division. ter, September 1970. (TASS)
BRDM-RKh. A rare photograph of the BRDM-RKh based on the original BRDM chassis.
BRDM-RKh NBC scout vehicle.

SPECIFICATIONS BRDM-2
Design bureau: Dedkov OKB Automotive:

Crew: 2 + 2 to 3 Type: GAZ-41
Manufacturing plant: GAZ Capacity: 5250cm3
Service date: 1966 series production Power output: 140hp (105kW) @ 3,200rpm
Combat weight: 7,000kg Fuel type/capcity: Petrol/290 liters
Fuel consumption: 0.35-0.45 liters/km
Dimensions: (m) Transmission: 4 F IR Hyd assisted.Synch on 3+4
Length: 5,75 Clutch: Single plate
Width: 2.35 Steering: Air/hydraulic assisted. Turn radius 9.0m
Height: 2.31 Tires: 13.00-18
Wheelbase: 3.10 Brakes: Hydraulic assisted
Track: 1.84 Electrical system: 24v
Ground clearance: 0.43 Radio: R-123 (R-123M from 1971) 5m antenna
Night vision: IR lights (driver, commander)
Armor: (mm)
Hull front: 7-14 mm Performance:
Hull sides: 7mm @ 0° Maximum road speed (km/h): 95-100
Hull roof: 7mm Maximum terrain speed (km/h): 50
Hull floor: 2-3mm Road range (km): 750
Turret front: 7mm Terrain range (km): 450
Turret sides: 7mm Power/weight ratio: 20hp (14.9kW)/tonne
Armament: (All armament controls are manual) Gradient: 30°
Main armament: 14.5mm KPVT/500 Trench: 1.20m
Secondary armament: 7.62mm PKT/2,000 Vertical obstacle: 0.4m
Firing height: 2.13m Fording: Amphibious @ 10km/h
Elevation/depression: +30°/-5° manual Water range: 180km
BRDM-2 Armored Car future.

In response to the original directive on the require-
In 1962 V.K. Rubtsov and his engineers within the ments for the next generation armored car there were sev-
Dedkov OKB at GAZ began work on a replacement for eral significant design improvements incorporated into
the original BRDM, under the project designation Izdeliye the BRDM-2. The most significant was the new turret,
41 (article 41). The design team was the same group as used on the BTR-60PB wheeled APC, which provided
which had produced the original BRDM and they worked armored protection for the gunner and manually oper-
on the BRDM-2 using the earlier BRDM design as a ba- ated 360° traverse. The increase in armament caliber to
sis. 14.5mm gave the vehicle limited anti-armor capability.
The new design specification called for a vehicle with Vehicle performance was improved by the replacement
improved road and terrain performance, full amphibipus of the six cylinder 67kW (90hp) GAZ-40P engine used
capability, and heavier, turret-mounted armament, 'the in the original BRDM with a new GAZ-41 V-8 petrol
new vehicle was also to have a full NBC system and night engine developing 105kW (140hp). The engine was
vision capability as standard and was required to have moved to the rear of the vehicle, where it was less vul-
good radio command and communictions facilities. On nerable. This configuration moved the fighting compart-
this basis, the original prototype Izdeliye 41 was devel- ment forward, which provided better crew space and
oped in 1962. On successful completion of field trials, allowed the turret to be centrally positioned, so main-
the vehicle entered series production in 1963 as the GAZ- taining vehicle trim in water. In consideration of the
41 or BRDM-2. Its first public appearance was in 1966 increased role of AFVs on an NBC battlefield, the fully
and though production ceased in 1989, the vehicle enclosed BRDM-2 was provided with an NBC overpres-
remains in service with the Russian Army today and no sure and sensor system as standard.
direct replacement is likely to be fielded in the forseeable When introduced into service, the BRDM-2 had bet-
A first production series BRDM-2. This BRDM, in Soviet parade colors, has the guard's symbol placed on the
front superstructure rather than the hull side, which was more common. The triangular rear deck vents
(raised here) were used on the first series production model BRDM-2.
Early production model BRDM-2. This vehicle is displayed at the Central Armed Forces Museum in Mos-
cow.
BRDM-2 turret. Central Armed Forces Museum, Moscow.
BRDM-2. Central Armed Forces Museum, Moscow.

ter road speed and range than the original BRDM, with
all-terrain and amphibious performance also improved.
One major failing of the orginal BRDM was retained,
however, namely the lack of access doors in the hull,
forcing the crew to climb onto the vehicle over the sides
and rear.
The BRDM-2 has been a highly successful design,
having served in the Soviet and Russian Armies from 1963
to the present day. During its thirty-six years of service,
the BRDM-2's wheeled APC contemporaries have gone
through several generation changes. Between 1963 and
the end of production in 1989, some 19,000 BRDM-2
vehicles were manufactured, of which nearly fifty per- BRDM-2 crew transferring documents to a BTR-70
cent were specialized types. The BRDM-2 was widely APC.
exported to former Warsaw Pact countries and Soviet cli-
ent states in standard, ATOM, and NBC reconnaissance ond production model (plant designation GAZ-4106), had
variants, with approximately 6,000 vehicles being a double slatted grille air intake arrangement, while the
exported in total. Some countries adopted their own name third and final BRDM-2 variant introduced in the 1970s
for the BRDM-2. For instance, former East Germany (plant designation GAZ-4108), had six domed baleen-
designated the BRDM-2 as the SPW-40P2. Hungary type engine air intakes, correcting earlier design faults
produced its own FUG-65 (OT-65) and FUG-70 (OT-70) which made the engine intakes vulnerable to bullet-splash
armored cars on the basis of the BRDM-2. The BRDM- and frequently allowed water into the engine compart-
2 continues in military service worldwide today. ment. This third and final production model of the
Each Russian MRD has twenty-eight BRDM-2s,
twelve in the Reconnaissance Battalion and four in each
tank regiment, BMP equipped MRR, and in each of the
two BTR-80 (and formerly BTR-60/70) equipped MRR.
Each Tank Division also has twenty-eight BRDM-2s,
twelve in the Reconnaissance Battalion, four in the MRR
and four in each of the three Tank Regiments.
Description
There were three distinct versions of the BRDM pro-

duced over the years, differing primarily in the layout of
the engine deck air intakes. The first observed variant
(plant designation GAZ-41), had two small triangular
hatches over the air intakes behind the turret. The sec- Interior view, BRDM-2. The driver's position is on
the left, with the vehicle commander or missile
controller's position on the right. (Steven J. Zaloga)
BRDM-2 was originally known in the West as the BRDM-
3, but in Russia it remained designated BRDM-2, or was
more rarely known by the plant number GAZ-4108.
The crew of the BRDM-2 usually consists of com-
mander, driver, and two reconnaisance crew, one of whom
acts as the gunner when the commander requires. The
driver sits at the front left with the vehicle commander to
his right. Both are provided with bulletproof windscreens
and top hinged armored shutters which can be closed
down in combat. A total of eight vision periscopes are
provided for the commander and driver. Entry and exit
Side view of a BRDM-2 at Aberdeen Proving Grounds, is via two semi-circular roof hatches in the front of the
Maryland, USA. (Steven J. Zaloga) fighting compartment roof. The BRDM-2's driver has a
BRDM-2 rear view.
marginally easier life than previous, with labor-saving throughout, with a maximum armor thickness of 14mm
devices including hydraulic-assisted steering and on the hull front. This is insufficient to prevent pen-
air-assisted brakes. There is a single firing port for the etration by US/NATO 0.50 caliber weapons at short range,
driver and commander in each side of the fighting com- and the vehicle is vulnerable to shrapnel from nearby ar-
partment. In the middle of each side of the sloped upper tillery explosions.
fighting compartment is a projecting multiple vision port The BRDM-2 is, like the original BRDM, fully am-
with three blocks set forward, sideways and rearward for phibious. It has a single hydrojet propulsion system.
maximum (180°) vision. Water is drawn into the system from under the vehicle
The turret is located in the center of the vehicle and hull and then driven out through the single rear hydrojet.
is the same as used in the BTR-60/70/80 wheeled APCs. Steering is by rudders set in the hydrojet tunnel and
Traverse and elevation controls are all manually oper- connected to the steering wheel. A single piece hatch
ated. The gunner or commander/gunner sits on a seat covers the hydrojet when not in use. Before entering the
suspended from the turret sides. The turret is too small water preparations are limited to manually erecting the
to have a roof hatch and so the gunner must exit the trim vane and switching the bilge pump system on. When
vehicle through the forward roof hatches. not required, the trim vane is stowed under the vehicle
The BRDM-2 is armed with a 14.5mm KPVT heavy nose. The BRDM-2 can swim at speeds of up to seven
machine gun, with a co-axial 7.62mm PKT machine gun km/hour with an endurance of approximately twenty-four
mounted to the right of the main armament. The KPVT hours.
provides the BRDM with a light anti-armor capability Like the original BRDM, the BRDM-2 is fitted with
sufficient to engage APCs and light AFVs to a range of a driver-operated CTPRS which can adjust the pressure
2,000m. The KPVT has a cyclic rate of fire of 600rpm on all tires or any selected tire to compensate for ground
and 500 rounds of 14.5mm ammunition for the weapon conditions or battle damage to any wheel. The air
are carried on board. The PKT has an effective range of compressor maintains air pressure in the event of wheel
1,500m and a cyclic rate of fire of TOOrpm, with 2,500 damage on the battlefield and the system can be operated
rounds of 7.62mm ammunition being carried within the while the vehicle is on the move. The four chain-driven
vehicle as standard. auxiliary wheels with 700 x 250mm aviation tires as used
The BRDM-2's armor is of welded construction on the original BRDM are also used on the BRDM-2,
preventing the vehicle from bottoming out while travers- nism, the overhead roof of which also formed the roof
ing uneven terrain. armor of the launch vehicle. Six missiles were mounted
The BRDM-2 is fitted with a winch as standard, under the roof, and when not in use the mechanism was
mounted behind the front nose armor on the right side of hydraulically lowered into the fighting compartment. In
the vehicle. When not in use, the winch opening is cov- an emergency, the launcher mechanism could be manu-
ered by a small hatch. The winch has thiry meters of ally raised. Eight reload missiles were stowed within
cable and has a 4,000kg load capacity. the fighting compartment, which was a major improve-
FG-125 infra-red driving lights are standard on the ment over previous ATGM systems. The missile opera-
BRDM-2 and the commander is provided with an OU- tor sat in the front right of the vehicle with a small fire
3GK infra-red searchlight. The main armament is control panel in front of his position.
provided with a PPN-2 infra-red night sight with a range The 9P122 was armed with six 9M14M Malyutka M
of 400m. The BRDM-2 is provided with a TNA-2 land missiles, better known in the West for many years as the
navigation system as standard. AT-3 Sagger. The 9M14M Malyutka M (AT-3b Sagger
The base model BRDM-2 has a basic NBC overpres-
sure system, with the air intake located on the left side of
the hull roof behind the turret. Limited NBC detection
equipment, consisting of a DP-3B roentgenmeter (with a
range of 0-500 R/hour) and VPKhR portable chemical
reconnaissance meter, is carried aboard the vehicle.
Suspension consists of semi-elliptical springs all
round, with telescopic dual action hydraulic shock
absorbers. The vehicle transmission is installed within
the hull armor.
9P122 (AT-3 Sagger) ATGM Vehicle Missile controller's station. Note the missile launch
control box and joystick controller. (Steven J. Zaloga)
The 9P122 ATGM system was developed in 1968
and became the definitive ATGM version of the B) missile was developed specifically for use with the
BRDM-2 armored car series. The 9P122 launch vehicle 9P122 launch vehicle and for infantry use with a
"suitcase" container/launcher. The system was developed
entered service with the Soviet Army at the end of 1968
as a replacement for the 2P32, which was based on the by the KBM Bureau at Kolomna, which had also devel-
original BRDM vehicle. oped the first generation 3M6 Schmel (AT-1 Snapper)
ATGM system.
The 9P122 was fitted with a retractable firing mecha-
The 9M14M had an effective anti-armor range from
500m to 3,000m, with the capability to defeat 410mm of
armor at 0° incidence. The missiles were controlled in
flight by a trailing wire which was both more economi-
cal and less vulnerable to interference than its
predecessors.
The 9M14M missiles were launched from within the
9P122 by the vehicle missile operator/commander, using
a tracking sight in the front right of the fighting compart-
ment roof. An experienced operator and crew could
expect to achieve a maximum rate of fire of three mis-
siles per minute. A remote control unit also allowed the
missiles to be fired and tracked remotely at a distance of
up to eighty meters from the vehicle. This resulted in dif-
Interior view, BRDM-2 9P122 ATGM vehicle. The ficulties in tracking the missiles, increasing the minimum
right seat on the 9P122 ATGM is occupied by the mis- range to 800m. This would have proved particularly
sile controller. Note the joystick control and raised difficult in any combat against NATO in Europe, where
superstructure for the sight. tank engagement ranges would have been in general at
BRDM-2 in two-tone camouflage. Khantymirovskaya

Tank Division, Moscow, 1998. (Alexandr Koshavtsev)
BRDM-2 third production model engine deck. The

third production model (GAZ-4108) of the BRDM-2
Fighting compartment layout, BRDM-2. The two has the distinctive air intakes shown here, designed to
views here; looking forward (A) and rearward (B), ensure that the engine remains dry under all condi-
are from the BRDM's operator's manual. tions.
BRDM mechanical drive system. The complex drive

arrangement of the BRDM-2 is evident here, with four-
wheel drive, auxiliary drive, hydrojet propulsion, and
the front-mounted winch.
or under 1,000m. In defensive overwatch roles, the 9P122

was emplaced in scrapes built by BAT/BAT-M tracked
engineering vehicles some 500m behind the forward en-
gagement line. With its inability to fire on the move and
relatively thin armor, the 9P122 was not designed for di-
rect engagements with tanks but rather to provide long
range ATGM support to Soviet Tank Divisions and Mo-
torized Rifle Divisions. 9P122 ATGM vehicle in firing position, June 1967.
The 9P122 was first used in combat during the 1973 This frontal view shows clearly that the missiles are
Arab-Israeli conflict (The Yom Kippur War), where it not inline, the central missile of each group of the
served with Egyptian and Syrian forces. The system, three being raised slightly. (Yagudin)
BRDM-2 on display at the Officer's Club, Yuzhno-Sakhalinsk, Sakhalin Island, Russia.
This unusual photograph of a BRDM-2 (a 9P122 ATGM vehicle) in Polish army service gives a good view of
the vehicle undercarriage.
9P122 ATGM vehicle at the Imperial War Museum, Duxford, UK, 1998. (Peter Plume, courtesy of IWM
Duxford)
BRDM-2 9P122 ATGM vehicle. This vehicle was first displayed at the Artillery, Engineering, and Communi-
cations Troops Museum in St. Petersburg, Russia.
BRDM-2 9P122 ATGM vehicle, side view.
BRDM-2 9P122 launch mechanism. The launch rails

are not sequentially numbered. (Steven J. Zaloga)
BRDM-2 9P122 ATGM vehicle, overhead view. Most

9P122 ATGM vehicles were built on the second pro-
duction series BRDM-2. This vehicle is a rarer third
production series vehicle.
Rear view of a 9P122 launch mechanism. Note that
four launch rails are in line and two are raised. (Steven
J. Zaloga)
BRDM-2 9P122 ATGM with remote missile control.

The 9M14 Sagger missiles could be fired remotely
BRDM-2 9P122 ATGM vehicle. The twin doors on from the vehicle by means of a portable control box
the missile control sight are open in this view. linked to the vehicle by a cable.
BRDM-2 9P122 ATGM vehicles on exercise. These are painted in Guards parade markings.
9P122 ATGM vehicles during winter exercises in the 1970s. They are painted in a whitewash paint sheme
with the base green left on the front and sides as exercise identification markings.
BRDM-2 9P122. Note the trim vane stowed position and the small firing port on the fighting compartment
side.
BRDM-2 9P122. The auxiliary wheels are lowered on this vehicle.

BRDM-2 9P122. Note the sight, which differs from that used on the 9P124.
along with its "suitcase"-launched infantry version, There were thirty-six BRDM ATOM vehicles in each
caused havoc with Israeli tank formations when first en- Soviet MRD, nine in the Anti-tank Battalion, nine in the
countered in an ambush engagement on 6th October 1973. BMP equipped MRR, and nine in each BTR-70/80
It led to press reports signalling that the weapon meant equipped MRR. A Soviet Tank Division had nine BRDM
the end of the tank in modern warfare. The Israelis quickly ATOM vehicles in its BMP equipped MRR.
recovered from the initial encounters with the missile The 9P122 was a relatively cheap and simple mobile
system, however, and among later discoveries about the anti-tank system compared to other missile systems in
system were that its first launch hit probability was only contemporary Russian service. As such, it was also widely
twenty-five percent with trained crews, far less than the exported, being sold to many countries including Afghani-
U.S. Army and NATO had earlier predicted. The vehicle- stan, Ethiopia, Iraq, Libya, Syria, and Yugoslavia, in
mounted 9P122 did, however, provide the capability to addition to the usual Warsaw Pact clientele of the Soviet
rapidly establish and relocate an anti-tank defense line Union.
and was well suited to its designed role, where several
vehicles provided combined fire and thereby increased
the overall effectiveness despite the low hit probability 9P124 (AT-2) ATGM Vehicle
of each individual vehicle mounted system. The relatively
small number of reserve missiles carried within the 9P122
launch vehicle remained a limiting factor. The launch
vehicles, being lightly armored, were also very vulner-
able to artillery counter-fire and relied on movement for
survival.
In addition to the ATOM system, the 9P122 vehicle
carried an 7.62mm RPK machine gun with 1,000 rounds
of ammunition and an RPG-7 anti-tank rocket launcher
with eight PG-7 anti-tank rockets.
The 9P122 retained the amphibious capability of the
base model BRDM-2. The powered auxiliary wheels
were also retained, giving the 9P122 ATOM vehicle per-
formance close to the standard BRDM-2 reconnaissance
vehicle. BRDM-2 9P124 ATGM vehicle, overhead view.
The 9P124 is a rare vehicle, which was first publicly rate long range ATOM system to be used for selective
observed in 1973 after the introduction of the 9P122. The overwatch roles while the less capable, but cheaper to
9P124 mounted four 9M17M Skorpion P (AT-2c Swat- produce 9P122 remained the standard Soviet Army
ter, Falanga-M) missiles under a fully retractable wheeled ATOM system. The 9P124 vehicle effectively
overhead roof in an almost identical arrangement to the replaced the older 2P32 on the original BRDM chassis.
9P122 system. The 9P124 was fielded as a more accu- Four missiles were transported in the ready-to-fire
position, attached to their under armor launching points,
another four missiles being stored within the fighting
compartment, providing a total of eight missiles carried
on the vehicle. With the missile system retracted, the
9P124 vehicle can be differentiated from the 9P122 by
the modified missile sight on the fighting compartment
roof and small door in the left side of the fighting corn-
Soviet Army BRDM-2 9P124 ATGM vehicles on pa-

rade. The quadruple mount 9P124 was introduced in
1973, five years after the 9P122 entered service with
the Soviet Army. It fired the 9M17M Skorpion P
(AT-2c Swatter) missile, a much improved version of BRDM-2 9P124 ATGM vehicle. This second series
the 3M11 (AT-2a) missile used on the original model production model BRDM-2 based 9P124 is about to
BRDM 2P32 ATGM vehicle. enter Red Square during an annual 7th November
military parade.
BRDM-2 9P124 displayed at the Artillery Museum, St. Petersburg.

9P124 front detail.
Left side view of the 9P124. Note the small hatch on the fighting compartment side, which is one of the few
recognition features that distinguish the 9P124 from the 9P122 with the missile launcher platform stowed.
9P124 sight detail. Compare the sight shape and its armored door with that used on the 9P122.
partment superstructure forward of the missile launcher. vehicle was designated 9P133. The vehicle is externally
The 9M17M Skorpion P missile used with the 9P124 almost identical to the 9P122.
had a range of 3,500m, increased from 3,000m for the The principal improvement of the 9M14P over the
9M17 Fleyta (AT-2a), with an armor defeating capability earlier 9M14M missile system was the use of a second
of 560mm @ 0° incidence. The 9M17M Skorpion P generation SACLOS guidance system with resultant far
missiles were provided with infra-red SACLOS (Semi- higher first hit probability, and an improvement in mini-
Active Command Line of Sight) guidance rather than the mum range.
radio controlled MCLOS of the earlier 2P32 Fleyta Further improvements and upgrades of ATGM sys-
(AT-2a) system mounted on the BRDM-1. The SACLOS tems mounted on the BRDM-2 chassis included the
system employed still involved conventional wire guid- provision of infra-red SACLOS guidance in 1977, and
ance for the missiles but with a semi-active command the later modification of the 9P122 to fire the improved
link. The operator was required only to keep the target 9M14P1 (Matyutka PI) and 9M14P2 (Malyutka P2)
within his sight with the missile following the target des- missiles.
ignation rather than the operator trying to first find the
missile in flight and then track it to its target, as with
earlier MCLOS systems. The result was improved mini- 9P137 (AT-2) ATGM Vehicle
mum range required to accurately acquire the target.
The designation 9P137 was originally thought in the
West to classify the first vehicles to mount the 9M113
9P133 (AT-3c) ATGM Vehicle Konkurs missile with its distinctive five tube launcher.
It was usually referred to in the West as the AT-5 Span-
In 1969 the BRDM-2 (usually the GAZ-4106 vari- drel. The thinking was that the later, almost identical
ant) was fitted with the upgraded 9M14P Malyutka-P 9P148 introduced the capability to fire both the 9M113
(AT-3c Sagger C) missile system. So equipped, the (AT-5) and the smaller 9M111 (AT-4) missiles. It is now
understood from original Russian sources that the 9P148 missile has better range (75-4,OOOm) and armor defeat-
system was developed as having such a dual capability ing capability (600mm) than the 9M14M missile. It also
from its conception and that the system was always known travels at 208m/s; the significantly faster flight time
in Soviet Army service as the 9P148. reducing the likelihood of detection and consequent
Though as yet unconfirmed (the BRDM-2 mounted destruction or interference in flight. The 9M113 missile
ATOM missile system designations still not being was bulky and heavy (28.5kg) compared to the 8kg 9M111
declassified in Russia), reliable Russian sources indicate and 12.9kg 9M111M missiles, so internal stowage was
that the designation 9P137 is believed to have been used compromised. The 9M113 missile used with the 9P148
for the 9P124 vehicle firing the 9M17M Skorpion P was later replaced by the 9M113M Konkurs M. The sys-
(AT-2c (Swatter), (AT-2c (Swatter)/Falanga-M) when tems were designated 9K113 and 9K113M respectively.
used with a SACLOS guidance system.
9P148 (AT-5 Spandrel) ATGM Vehicle
The replacement for the 9P122 and 9P133 Sagger

systems in Soviet Army service was the 9P148 system
firing the 9M113 Konkurs missile. The missile entered
service in 1974, though it was not publicly observed on
its 9P148 launcher until the 7th November military
parade on Red Square in 1977. The 9P148 ATGM sys-
tem quickly replaced earlier ATGM systems in the
Soviet Army and the Group of Soviet Forces in Germany
BRDM-2 9P148 ATGM vehicles parade in Red

Square, Moscow. The 9P148 ATGM vehicle entered
service with the Soviet Army in 1974, but was first
publicly displayed in Red Square, Moscow, on 7th No- Frontal view of a 9P148 ATGM vehicle. The five
vember 1977. It was originally known in the West as 9M113 Konkurs launch tubes are mounted on a 360°
the 9P137. traverse turntable. Note the missile operator's sight,
turned to the right in this photograph.
(GSFG), with all Russian Category 1 units being equipped
with the new system by 1980. In Western terms, the The 9P148 launch vehicle used the later version of
BRDM-2 mounted 9P148 ATGM system was originally the BRDM-2 (GAZ-4108) with the balleen type air
known as the BRDM-3, firing the AT-5 Spandrel missile. intakes on the rear deck. This model is often designated
The 9M113 Konkurs missile was developed by the BRDM-3 in the West, though the Russians adopted no
KBP OKB at Tula under the direction of A. Shipunov. such designation for the improved vehicle. The 9P148
The 9M113 missile was developed as an upgraded ver- launch vehicle has a crew of two, the driver and com-
sion of the 9M111 (AT-4 Fagot) missile with better mander/ATGM system operator.
anti-tank capability than the 9M111, which entered ser- The 9P148 fired five 9M113 Konkurs missiles, each
vice with the Soviet Army in 1973, slightly earlier than mounted within its own tube launcher on a central launch
the 9P148 vehicle mounted version. The 9M113 Konkurs assembly. The 9P148 vehicle/9M113 missile system was
9P148 ATGM vehicle. These 9P148s are on parade in Red Square, Moscow in the mid-1970s.
Overhead view of the 9P148 ATGM vehicle.

9P148 ATGM vehicles on Red Square, Moscow, during a 7th November parade.
Side view of a former East German army 9P148 ATGM vehicle.

Overhead view of a former East German army 9P148 ATGM vehicle.
9P148 launcher with five 9M113 Konkurs (AT-5 Spandrel) missiles attached.
9P148 ATGM vehicle. A rare view of a 9P148 with the launch mechanism stowed and the launcher hatch in
the open position. With the launcher stowed, the 9P148 can, at a distance, be misidentified as a turretless
BRDM-2U command vehicle.
9P148 ATGM vehicle. This vehicle is on display at the Artillery, Engineering, and Communications Forces
Museum in St. Petersburg.
Sight and radio dashpot detail on the 9P148 ATGM vehicle.
9P148 M-1996 ATGM vehicle. The 9P148 ATGM is capable of firing both the 9M113 Konkurs and the 9M111
Fagot missiles. In Soviet Army service, five 9M113 missiles are usually mounted in the launcher. The use of
smaller 9M111 missiles alongside the larger 9M113 missiles allows the stowage of twenty missiles within the
vehicle. This is the latest version of the 9P148, with a thermal image system operator's sight. (Andrey Aksenov)
9P148 M-1996 ATGM vehicle. First displayed at the Defense Manufacturer's Exhibition at Tula, Russia, in
October 1996, this latest version of the 9P148 probably uses the modified 9M113M Konkurs M missile. Note
the size of the thermal sight. (Andrey Aksenov)
Rear view of the 9P148 M-1996 ATGM vehicle. This is the same vehicle as shown in the top picture. Note the
biological hazard warnings on the vehicle sides. The vehicle to the left is a new version of the BTR-80 APC,
introduced at the same exhibition, with 30mm 2A72 cannon and anti-tank missile armament. (Andrey Aksenov)
a second generation system, with much improved Soviet service, five 9M113 missiles were normally car-
SACLOS tracking and fire control. The SACLOS sight ried. Three larger 9M113 and two smaller 9M111 mis-
had an ability to track missiles in a frontal arc of 180°. siles was a standard configuration in the East German
The electro-optical tracking system is mounted on the Army and other former export clients such as Iraq. The
front right of the fighting compartment, with the sight main reason for mounting the primarily infantry-used
mechanism projecting through the hull roof. The 9M111-2 alongside the larger 9M113 was that it saved
SACLOS system is fitted with a manual override for use stowage space, thereby allowing the vehicle to carry a
as required, such as when optical jamming is encoun- total of twenty missiles, with ten of each type being car-
tered (the SACLOS system used on the 9P148 can detect ried on board.
such interference and warn the operator). A modified version of the 9P148 was revealed for
The 9P148 has a five-rail launcher system to which the first time during a military exhibition in Tula, near
the 9M113 Konkurs missiles are attached within their Moscow in the summer of 1996. The new version has a
individual launch tubes. Reload is achieved by means of large thermal sight on the right side of the fighting com-
a rectangular hatch directly behind the launch mechanism, partment roof. At the time of writing the vehicle has not
entered service with the Russian Army.
BRDM-2U Command Vehicle
Two distinct command versions of the BRDM-2 were

produced for Battalion and Regimental HQ functions in
Motorized Rifle Regiments, one retaining the original
turret and the other being turretless. Both vehicles served
the same function.
The turretless B RDM-U has a small forward open-
ing hatch located centrally in the roof armor where the
turret would otherwise be. Behind the hatch, a generator
is located on the vehicle roof. There are two radio anten-
9P148 missile launch system. The 9P148 launch nae on the BRDM-2U, one on either side of the vehicle
mechanism is rarely observed without the missile in front of the side viewing ports. The turreted
launch tubes attached. The launch system is traversed BRDM-U has four radio antennae, one on each side of
to the rear in this photograph. the hull and two at the hull rear. East Germany and Po-
land used turretless BRDM-Us which differed from the
through which the launcher is retracted at 90°, allowing Russian models in detail, most having a single rail
the missiles to be reloaded by the operator from within antenna mounted on the hull roof.
the armored fighting compartment. Reload takes around
thirty seconds for a trained crew and ten reload rounds
are stowed within the fighting compartment. When not
required, the launcher is retracted down through the small
hatch on the fighting compartment roof. When travel-
ling with the launcher retracted the 9P148 is, at a
distance, almost identical in appearance to the BRDM-
2U command vehicle.
The 7kg HEAT warhead, used with the 9M113
Konkurs missiles, has an armor penetration of 500-
600mm @ 0° incidence. Flight time to target is normally
fifteen to twenty seconds.
The 9P148 can accomodate a total of fourteen mis- BRDM-2U command vehicle. This overhead view of
siles, including five mounted ready to launch. a standard, turretless BRDM-2U shows the distin-
The 9P148 launch vehicle allowed the use of 9M113 guishing features of the vehicle. Note the twin radio
Konkurs (AT-5 Spandrel) and 9M111 Fagot (NATO antennae and the third roof hatch with a generator
AT-4 Spigot) or, latterly 9M111-2 and 9M11 IM missiles mounted behind on the vehicle roof. This BRDM-2 is
in any combination on the same launcher assembly. In based on a second series production model BRDM-2.
BRDM-2U command vehicles in Russian Army service, 1993. These turreted BRDM-2U command vehicles
are pictured at Khodinka Airfield, Moscow, after use by the Russian Army on the streets of Moscow during
the failed coup attempt in October 1993. (Alexsei Mikheev)
BRDM-2RKh NBC Reconnaissance Vehicle
There are two chemical scout versions of the BRDM-

2, the original RKhAand the modernized RKhB. Both
versions are fitted with two warning flag emplacing units
at the rear, which fire flags into the ground to mark clear
lanes through contaminated areas. The yellow flags are
marked "Zarazheno" (contaminated). When not in use,
the dispensers are swung 180° and sit on the rear of the
vehicle under canvas covers.
There were twenty-nine chemical scout vehicles in
each Soviet MRD, nine in the Chemical Defence Battal-
ion, four in the Divisional Reconnaissance Battalion, four
in the single Tank Regiment, four in the BMP-equipped Preparing the flag dispenser units on a BRDM-2 Rkh
MRR and four in each of the two MRRs. Tank Regi- vehicle. BRDM-2 Rkh vehicles carry two flag
ments also had around twenty-nine vehicles, four in the emplacer boxes, each containing twenty flags. These
BMP-equipped MRR and four in each Tank Regiment. are electrically fired from within the vehicle, a small
BRDM-2 Rkh NBC reconnaissance vehicles were in explosive charge embeding the flags into the ground.
some instances replaced in the Soviet Army during the The boxes are swung 180° for transport.
1980s by the tracked RKhM.
BRDM-2 RKhA BRDM-2 RKhB
The first chemical reconnaissance version of the The second, modernized version of the BRDM-RKh,
BRDM-2 was the BRDM-2 RKhA. This version is eas- designated RKhB, is easily distinguished as it is armed
ily distinguished from the later, definitive model as it re- with a 7.62mm PKT machine gun, centrally located in
tains the original 4.5mm KPVT heavy machine gun in the turret in place of the earlier 14.5mm KPVT and co-
the turret. The original BRDM-2 RKhA was used in rela- axial 7.62mm PKT arrangement of the earlier model. The
tively small numbers in comparison with the later BRDM- additional space provided by not installing the KPVT
2 RKhB model. weapon is used for mounting additional sensor equipment.
Air is drawn into the vehicle via vents in the turret mantlet
and expelled through the turret roof, with an additional
two vents in front of the driver's position. Within the
hull, air samples are analyzed by vehicle-mounted ver-
sions of the VPKhR-54 system installed on the earlier
BRDM and other on-board and portable measuring equip-
ment.
On most vehicles three flare launchers, which launch
signal rockets (signalnie raketi) or "sound stars", are
mounted alongside the machine gun on the mantlet. These
sound stars give warning to ground forces of a chemical
contaminated environment being entered. The RKhB was
a modernization and upgrade of the RkhA rather than a
BRDM-2 RKhA overhead view. This vehicle is based
separate version. The RKhB has a combat weight of
on the second production series BRDM-2, as can be
7,090kg and a crew of three.
identified by the engine deck with modified air intakes.
BRDM-2 RKhA chemical reconnaissance vehicle. The original RKhA version of the BRDM-2 retained the
original turret and armament of the standard BRDM-2. All BRDM-2 RKhAs were eventually modified to
RKhB standard with the deletion of the 14.5mm KPVT heavy machine gun and provision of additional sensor
equipment.
BRDM-2 RKhB in Soviet Army service. The BRDM-2 RKhB has a new turret with only the 7.62mm PKT
machine gun retained, with three "sound star" flare launcher tubes mounted alongside.
BRDM-2 RKhB in service with a Polish marine

reconnaissance unit.
Polish army BRDM-2 RKhBs being decontaminated

in the field.
Russian BRDM-2 RKhB in rail transit. Note the flag emplacer units in their stowed position, the mounting of
the spare wheel, and other stowage on the vehicle.
BRDM-2 RKhB on display in Moscow, 1993. Note the single 7.62mm PKT machine gun installation. (Andrey
Aksenov)
Flag emplacer units on the BRDM-2 RKhB. Note the additional fuel cans mounted on the superstructure
side. (Audrey Aksenov)
BRDM-2 RKhB front fighting compartment and night vision equipment. (Andrey Aksenov)
BRDM-2 RKhB rear engine deck and flag emplacer units. The engine deck shows this vehicle to be a third
production series (GAZ-4108) model BRDM-2. (Andrey Aksenov)
BRDM-2 RKhB. This rear view shows the marking

flags in their emplacer units.
Close-up of a Czech BRDM-2 RKhB being decontami-

nated.
BRDM-2 RKhB at the Tank Museum, Bovington, UK. This ex-Iraqi BRDM-2 RKhB NBC reconnaissance
vehicle is displayed in its original color scheme, as captured during the Gulf War.
BRDM-2 RKhB at Aberdeen Proving Ground, Maryland, USA. This vehicle is an ex-Iraqi BRDM-2 RKhB,
with the rear flag dispenser frames still evident on the rear of the vehicle. The turret is traversed to the rear.
BRDM-2 RKhB, Omsk Military Show, June 1999. (Andrey Aksenov)
BRDM-2 RKhB flag dispenser with yellow marking pennants. (Andrey Aksenov)
Rear view of a BRDM-2 RKhB. (Andrey Aksenov)
BRDM-2 RKhB turret. (Andrey Aksenov)

BRDM-2 RKhB at Aberdeen Proving Grounds, Maryland, USA. This front view shows the small winch door
on the hull nose.
of A. Ye Nudelman as senior engineer, and with design of

BRDM-2 ZRK 9K31 STRELA-1 (SA-9) the missile guidance and homing systems being under-
SAM System taken at the TsKB (Tsentralnoe Konstruktorskoe Bureau
- Central Construction Bureau) "Geofizika" under senior
In the immediate post-war era, the Soviet Army was engineer D.M. Khorol.
provided with considerable numbers of anti-aircraft guns, A.Ye Nudelman was ultimately responsible for the
making up for a recognized lack of anti-aircraft cover entire 9K31 project. 9K31 is the system designation,
(particularly mobile systems) during World War II. As 9M31 is the missile designation, and 9P31 is the desig-
technology advanced, missile systems were subsequently nation for the TEL vehicle.
introduced alongside conventional anti-aircraft guns, and The 9K31 Strela-1 was developed concurrently with
in 1960, work began on a light sirface-to-air missle (SAM) the man-portable 9K32 Strela-2 (SA-7 Grail) system and
system which was to be mounted on the BRDM-2 chas- was not, as often detailed in Western publications, an
sis. The system was later to be designated as the ZRK enlarged version of the man-portable system. The 9K32
9K31 Strela-1 anti-aircraft missile system, better known entered service in 1967, a year earlier than the vehicle-
in the West by the name SA-9 "Gaskin". mounted 9K31 system, which led to the assumption that
Work on the ZRK system began in 1960, with initial the former was an enlarged vehicle mounted version of
design carried out at the NTK (Nauchno Tekhnicheskiy the latter. There have been persistent unverified rumors
Komitet) GRAU bureau under G.V. Kartsev, and NII-3 as to a quad version of the 9K32 (SA-7) having been
led by B.F. Lazarev. Later development of the 9K31 sys- trialled on the BRDM-2 chassis. Though unconfirmed,
tem was split between several bureaus, including KBTM it would seem likely that some trials might logically had
(Konstruktorskoye Bureau Tochnovo Mashinostroeniya been conducted to test the basic vehicle configuration for
- Precision Machine Building Bureau) which was respon- such a SAM system. The 9M31 missile which was even-
sible for developing the overall 9K31 complex, GKOT tually introduced into service on its BRDM-2 chassis in
(Gosudarstvenny Komitet po Oboronnoy Tekhnike - State 1968 as the 9K31 ZRK Strela-1 was, however, consider-
Committee for Military Equipment), under the direction ably larger than the 9K32 (SA-7) Grail system and had
man turret with a glass operator's window and elevating

SPECIFICATIONS ZRK 9K31 SAM System arm for the four 9M31 missiles in their containers, two
(9P31 TEL Vehicle) of which are mounted each side of the central elevating
tower on a light gantry frame. Elevation and traverse are
Vehicle data: manually operated.
Length: 5.9m No reserve missiles are carried internally, but two
Width; 2.4m spare missiles in their containers are often mounted on
Height: 2.3m (travelling) specialized racks on either side of the vehicle fighting
compartment.
Missile data: The 9M31 missiles are infra-red tracking "fire and
Weight: 30kg (Strela-1) 30.6kg (Strela-lM) forget" systems. The early missiles had a range of 50-
Warhead: 2.6kg 3,000m, with a maximum altitude of 3,000m. The later
Length: 1.80m Strela-IM, introduced in 1970, has an improved lock-on
Diameter: 120mm capability and an anti-aircraft range of 560-8,000m, with
Missile Speed: 420m/s
Reaction time from target location: 8.5 seconds
Control system:
GSN Infra - Red
little commonality with the earlier man-portable system.

State proving trials were conducted in 1968 at the
Dongusk Polygon, after which the system was accepted
for service with the Soviet Army and Soviet Naval
Marine forces.
Preparation for series production of the 9K31 sys- 9P31 TEL vehicle, overhead view.
tem on its BRDM-2 based 9P31 transporter, erector,
launcher (TEL) chassis was carried out at the Saratovskiy an altitude cover of 30-3,500m. The missiles are fitted
Agregatny Zavod (Saratov parts plant), while the 9M31 with Frag-HE warheads. The 9K31 system was in So-
rocket was prepared for production at the Kovrovsky viet Army service located in defensive positions 500-
Mechanical Zavod. 2,500m behind the ZSU-23-4 self-propelled anti-aircraft
When it was introduced into Soviet Army service in gun system (SPAAGS), with which they were deployed
1968, the 9K31 Strela-1 was the first Soviet wheeled self- to form a combined defensive shield.
propelled anti-aircraft defense system (SPAADS) to enter The 9K31 underwent a rapid continuous improve-
service since the BTR-40A and BTR-152A. The system
had a long service life with the Soviet Army and was
widely exported. The 9K31 was replaced in Soviet Army
service during the 1980s by the tracked ZRK Strela 10
(SA-13 Gopher) and its later Strela 10M, 10M2, and
10M3 modifications on the MT-LB derived 9A34/9A35
TEL vehicle.
The BRDM-2 chassis was significantly modified for
service use as the TEL vehicle for the 9K31 (S A-9) SAM.
To accomodate the additional weight and improve the
internal space requirements of the missile control sys-
tems, the auxiliary belly wheels of the standard BRDM-
2 were removed though CTPRS and amphibious capa-
bility was retained. The 9K31 was primarily built on the
second production model BRDM-2 (GAZ-4106) chassis
with the system later also being fitted on the modified
GAZ-4108 chassis.
The 9P31 TEL vehicle is easily recognized by its one- Crew exiting a 9P31 TEL vehicle.
9P31 TEL vehicle, 9K31 Strela-1 SAM system. This vehicle, in service with the former East German Army,
is shown in transit mode, with missile boxes removed and the launcher folded to the rear. Note the rack on
the vehicle side for attaching an additional missile container.
BRDM-2 9P31 TEL vehicles on Red Square, Moscow, 7th November 1997.
ZRK 9K31 Strela-1 (NATO: SA-9 Gaskin) SAM TEL vehicles on exercise.
ZRK 9K31 Strela-ls on parade, Red Square, Moscow.

7th November 1977.
ZRK 9K31 Strela-1 four-way drawing.

9P31 TEL vehicles in service with the Polish Army.
9P31 TEL vehicle on display at the military museum, Lesany, Czech Republic. (Roland Seifert)
Ex-Iraqi 9P31 located at the Tank Museum, Bovington, UK, in 1991. Note the side rack for accomodating a
containerized missile and the distinctive metal guards fitted over the driving lights on 9P31 vehicles.
9P31 TEL vehicle in 1996. This vehicle is displayed at the Air Defence Training Center at Eisk in southern
Russia. (Aleksei Mikheev)
ment program throughout its service life. Soon after its The chain-driven auxiliary wheels are not fitted and
introduction into service, the original Strela-1 system was the space used for tool stowage. Doors are located in the
replaced by the Strela-IM, which was tested at the vehicle sides for tool access.
Dongusk polygon in 1969 and entered service with the
Soviet Army in 1970. The original 9P31 launch vehicle GAZ-3934 Armored Car
was modified several times during its service life to
accomodate the changes required by continuous upgrad- As early as the mid 1980s, the GAZ OKB had begun
ing of the missile system. Later modifications of the work on a possible successor for the BRDM-2, which
launch vehicle are the 9P31M Strela-IM introduced into had been in service with the Soviet Army since 1966.
service in 1970, the 9P-31M2 Strela-1M2, 9P-31MR The bureau also began work on diversifying the types of
Stela-lMR, and 9P31R Strela-IR. vehicles produced for the military in response to demands
In transit, the missile launch system is lowered to the for specialist armored vehicles for internal security and
rear, with the missile boxes sitting on the TEL vehicle's border guard roles. The collapse of the Soviet Union in
engine deck. 1991 and subsequent drastic reduction in defense spend-
The 9P31 is normally deployed in batteries of four ing accelerated this requirement. The Gorkiy Avtomobile
TEL vehicles, one of which is fitted with the 9S12 (NATO: Zavod (GAZ) and its affiliated Arzamas Engineering Plant
Flat Box) warning system, which detects radar emissions at Arzamas (which had been producing APCs since 1980)
from incoming aircraft. This vehicle passes this target had, as with all other military manufacturers, had used
information to the other three TEL vehicles. The 9S12 to the best of technology, finance, and personnel was now
Flat Box antenna system consists of four detectors, expected to modify its output in a market where the
mounted one above each front wheel arch, one behind Soviet Army and Soviet government-sponsored export
the turret, and one to the left of the turret window. sales had previously been the customers for all its light
Each Soviet Tank Regiment and Motorized Rifle AFV production.
Regiment was provided with two anti-aircraft battalions, The GAZ-3934 series was originally developed as
one having two sections with two 9K31 systems, the other an attempt by GAZ to diversify and enter the markets
being equipped with the tracked ZSU-23-4 SPAADS. with vehicles which have a wider appeal to military,
Command in Soviet Army service was provided via the para-military, and police forces. These vehicles, though
PU-12 and PU-12M command link stations based on the developed in response to a need for non-military appli-
wheeled BTR-60 chassis. cations, were eventually to be used in conventional
The 9K31 system first saw combat in the Middle East military roles, particularly during the conflict in the
with Egypt, Syria, and Iraq. It was provided to all War- breakaway Republic of Chechnya.
saw Pact countries and was also widely exported to other The GAZ-3934 armored vehicle was developed from
countries including Angola, Benin, Cuba, Egypt, Guineau, the orignal GAZ-47 (4701) all-terrain vehicle in an
Guinea-Bissau, India, Iran, Iraq, Libya, Madagascar, Mali, attempt, as with the GAZ-3937, to produce a small num-
Mozambique, Nicaragua, North Yemen, the former ber of specialized AFVs primarily intended for internal
Yugoslavia, and Vietnam. security roles rather than conventional military operations.
The GAZ-3934 series was developed in an effort to
develop a civilian market for production lines geared to
producing armored cars and armored personnel carriers.
BRDM-2ATM-1 The development mechanisms and philosophy behind the
two vehicle series may have been slightly different, but
The ATM-1 "Ingul" is a turretless general load as the operations in Chechnya during 1996 demonstrated,
carrier and recovery vehicle version of the BRDM-2, the military application of both types in modern internal
developed in the the early 1990s after defense industry security roles has secured a continued requirement for
manufacturing in Russia slowed dramatically. The the new vehicles now being produced by the Arzamas
vehicle is intended for use with Russian emergency ser- division of GAZ.
vices, though it saw service in Chechyna in 1999. The base model in the GAZ-3934 series was devel-
The ATM-1 has a flatbed work platform on the ve- oped in 1993 as an armored security vehicle. It was
hicle roof which can carry a 1,500kg load. The front developed concurrently with the GAZ-3937 and is based
windows of the standard BRDM-2 are retained, however, on the same chassis. Generically called SIAM or SIAM-
an additional six windows are located in the front quar- 001, the base model GAZ-3934 was originally conceived
ters and sides of the fighting compartment. as a delivery vehicle for money and valuables on Russia's
Ingul recovery vehicle. This vehicle is displayed at the NIIBT museum in Kubinka, Moscow in 1996. This
vehicle type was used during the fighting in Chechnya in late 1999.
T\irretless BRDM-2 in Moscow suburbs during the first Chechnyan war. During the first war with Chechnya,
Russian militia and MVD units used a variety of AFVs as road check posts. This particular vehicle has been
converted from a 9P148 ATGM vehicle. (Andrey Aksenov)
streets. The GAZ-3934 has all-welded armor which pro- tion replacement has yet been seen. Originally known
vides protection against small arms fire and the cab glass simply as the "SI AM 002", the new vehicle was first pub-
is armored and bulletproof. The original GAZ-3934 en- licly demonstrated at a military exhibition in Nizhny
tered production in 1994. Novgorod, Russia in September 1994, then internation-
From the GAZ-3934 base model, the GAZ-39344 ally during the IDEF Turkey exhibition in 1995.
military variant has now been developed, fitted with a The GAZ-39344 is a modification of the GAZ-3934
modified BTR-80 turret and armament. Interestingly, "SIAM" or "SIAM-001" security vehicle, which was
however, the original GAZ-3934 security vehicle was originally developed from the chassis and automotive
introduced into service with the internal security forces components of the GAZ-3937 series to fulfill bank
of the Russian Federation, having served with MVD security and other civilian roles.
forces in Chechnya during 1996, painted in standard
Russian three-color AFV camouflage scheme. The GAZ- Description
3934 is an interesting illustration of where a vehicle origi-
nally designed to widen the market potential of an AFV The GAZ-39344 has the hull of the base model GAZ-
type into civilian roles during a difficult time for military 3934 but is, like the GAZ-3937-10, fitted with a new turret
vehicle manufacturers has actually found a military niche derived from that employed on the BTR-80. It is com-
for which it was not originally intended. plete with its manually operated 14.5mm KPVT and
co-axial 7.62mm PKT armament with high angle fire
capability, giving the vehicle an offensive fire range of
GAZ-39344 Armored Car 2,000m with the 14.5mm weapon and 1,500m with the
7.62mm machine gun. Turret traverse is manual. The
In 1994, the GAZ OKB developed a purpose- vehicle's armament is intended to engage ground and air
designed military modification of the GAZ-3934 desig- targets, though the potential success in the latter role must
nated GAZ-39344. The new vehicle is manufactured by be limited. 500 rounds of 14.5mm ammunition (ten
the Arzamas Engineering Plant and is aimed at the inter- boxes) and 2,000 rounds of 7.62mm ammunition (eight
nal security and paramilitary market. It is not intended boxes) are carried within the vehicle.
as a replacement for the BRDM-2, for which no produc- The GAZ-39344 has all-welded armor which pro-
GAZ-3934 "SIAM". The base model GAZ-3934 "SIAM" was originally developed as a bank security vehicle,
but was later used by MVD forces during the first war in Chechnya. This vehicle is at a military exhibition in
Nizhny Novgorod. (Steven J. Zaloga)
GAZ-3934 SIAM armored delivery vehicle. Omsk Military Show, June 1999. (Andrey Aksenov)
GAZ-3934 SIAM armored delivery vehicle. Omsk Military Show, June 1999. (Andrey Aksenov)
SPECIFICATIONS GAZ-39344
Design bureau: GAZ OKB Automotive:

Crew: 2 + 6 (2+4?) Type: GAZ-5423
Manufacturing plant: Arzamas (GAZ) Cylinders: 6 in line
Service date: 1995 Power output: 175hp (129kW )
Combat weight: 7,000kg Fuel type/capacity: N A
Vehicle weight: 5,000kg Cooling: Air
Payload: 2,000kg Transmission: Manual
Steering: Turning radius 9.5m
Dimensions: (m) Tires: 13.00-18
Length: 5.64 Wheels: 9.00- 18
Width: 2.32 Brakes: Mechanical. Hydraulic assisted
Height: 2.65 (including turret) Electrical system: 24v
Wheelbase: 2.84 Radio: Standard
Track: 1.74
Wheelbase: 2.84 Performance:
Ground clearance: 0.5 Maximum road speed (km/h): 95
Maximum terrain speed (km/h): NA
Armor: (mm) Road range (km): 700
Hull front: NA Terrain range (km): NA
Hull sides: N A Power/weight ratio: 17.9hp (13.4kW)/tonne
Turret front: NA Ground pressure: NA
Turret sides: N A Gradient: 24.5°
Trench: NA
Armament: Fording: N A
Main armament: 14.5mm KPVT/500 Angle of Approach: 24.5°
Secondary armament: 7.62mm PKT/2,000 Angle of Departure: 30.5°
Firing height: NA
Elevation/depression: -5° /+60°
vides protection against small arms fire. The cab glass is other in the door behind the window.
armored and bulletproof. The GAZ-39344 is powered by the same six cylin-
The driver sits at the front left of the vehicle with the der in-line GAZ-5423 turbo-diesel engine as other
commander to his right, though this may be reversed for vehicles in the GAZ-3937/3934 series, with options avail-
export versions. The commander also serves as gunner able from both the GAZ and Yaroslavl plants.
as required, and when in this role sits behind in the fight- The wheels and tires used on the GAZ-39344 are from
ing compartment, seated on a suspended turret seat. the BRDM-2. The tires are bulletproof and protected from
Though the crew is normally two people (driver and damage by extended wheel arches. The vehicle is fitted
commander/gunner), a separate gunner can be carried if with a driver-operated CTPRS, which can be adjusted
required. The total combat crew is eight, including the with the vehicle on the move.
infantry desant complement, who sit in two rows of seats The vehicle has a combat weight of 7,000kg and has
facing each other. a payload capability of 2,000kg. The GAZ-39344 is also
Access and exit from the vehicle is by large doors on fitted with a land navigation system as standard, in addi-
each side of the vehicle. These doors open forward, tion to a radio transmitter/receiver.
allowing a degree of crew protection during exit from Interestingly for a Russian AFV, crew comfort has
the vehicle. The doors are fitted with windows of bullet- been given considerable attention in the design of the
proof glass and a firing port is located in the right door. GAZ-39344, which is fitted with an air conditioning sys-
In total there are four firing ports, two on the left side tem as standard.
of the fighting compartment on either side of the door, The GAZ-39344 was used operationally during the
and two in the right side; one located in the hull and the first war in Chechnya by the Sofrino MVD brigade.
GAZ-39344 drawings. (Valéry Dmitriev)
GAZ-39344.
GAZ-39344. The internal security vehicle was introduced in 1995, and has been seen in several international
exhibitions during 1996 as part of a major Russian arms export drive. It was originally known as the SIAM-
002.
chassis and utilizing BRDM-2 and BTR-80 vehicle com-

GAZ-3937 ponents. The base model GAZ-3937 was produced in
very small numbers only (possibly as few as three
The origins of the GAZ-3937 vehicle series began in vehicles) primarily for evaluation trials, exhibition, and
1984 with a border troops requirement for a high development purposes, though the vehicle is significant
mobility lightly armored general purpose carrier similar in being the base model for a whole series of lightly
in concept to the U.S. HMMWV "Hummer". armored military vehicles.
Attempts to produce such a vehicle using BRDM The GAZ-3937 was developed as a completely new
components were undertaken by KAMI, the state auto-
mobile design institute, resulting in the experimental
NAMI-0281, which was developed to prototype stage.
The GAZ OKB developed the concept further, resulting
in a vehicle series with the generic factory designation
GAZ-47. There were originally at least two variants of
the GAZ-47 series; the GAZ-4701 4x4 wheeled vehicle
and the tracked GAZ-4707. Both types were produced
in small numbers and competitively field trialled at the
NII-21 proving grounds at Bronnitsy near Moscow. The
trials resulted in development of the tracked GAZ-4707
being terminated in favor of the less complex wheeled The original GAZ-3937 multi-purpose vehicle. The
GAZ-4701, which evolved into the GAZ-3937 series. base model GAZ-3937 was designed for border guard,
In 1993, almost ten years after the initial requirement internal security vehicle, and APC roles. The base
for a light multi-purpose vehicle for border troops had model shown here has since evolved into a whole fam-
been issued, a small number of GAZ-3937 light armored ily of specialized vehicles.
vehicles were produced at GAZ, based on the BRDM-2
SPECIFICATIONS GAZ-3937 Armament:

Main armament: None on base model
Design bureau: GAZ OKB Secondary armament: None on base model
Crew: 2
Service date: Provng trials 1996-1999 Type: GAZ-5423 Turbo-diesel
Vehicle weight: 4,000kg Cylinders: 6 in-line
Cargo capacity: 2,500kg Power output: 175hp (129kW)
Combat weight: 6,500kg Fuel type: Diesel
Transmission: Manual
Dimensions: (m) Tires: 13.00-18
Length: 4.50 Wheels: 9.00 -18
Width: 2.80 Brakes: Mechanical Hydraulic assisted
Height: 1.90 including tilt Electrical system: 24v
Wheelbase: 3.05
Armor: Water speed (km/h): 5
Base model unarmored Power/weight ratio: 26.9hp (20.1 kW)/tonne
class of vehicle, albeit utilizing components used by GAZ

for the BRDM-2 and BTR-80 series. The most radical
new development introduced on the GAZ-3937 and other
vehicles in the series is the powerplant. The GAZ-3937
is powered by a completely new GAZ-5423 air-cooled
turbo-diesel engine, developed specifically for ease and
maintenance and its good performance at high altitudes,
which was one of the original requirements for border
GAZ-3937 at Nizhny Novgorod. (Steven J. Zaloga)
GAZ-3937 on display at a military exhibition in

Nizhny Novgorod. (Steven J. Zaloga)
guards use. The GAZ-3937 prototypes were extensively

tested in the Pamir Mountains in Central Asia during
evaluation trials, which proved the concept of using an
air-cooled engine to power a modern military vehicle.
Although the base model GAZ-3937 has not entered
series production, by 1996 the GAZ OKB had developed
over twenty modifications of the GAZ-3937 series, in- GAZ-3937 at Nizhny Novgorod. (Steven J. Zaloga)
cluding an anti-tank vehicle, SPAADS, and special forces
variants, many of which are undergoing GABTU evalu-
Front view of the GAZ-3937.
Rear view of the GAZ-3937.

GAZ-3937 on display at Nizhny Novgorod. (Steven J. Zaloga)
ation trials for acceptance into the Russian Army in 1999. 902B "Tucha" (cloud) smoke grenade discharger on the
The vehicle has also evolved into the related GAZ-3937- turret rear. The GAZ-3938-10 is described as a dual
10 and GAZ-3934 series of armored cars. purpose vehicle. It can operate as an armored car with a
crew of three and a maximum payload of 2,500kg or as
Description an APC with a crew of three and an infantry complement
of seven men plus 1,500kg of cargo.
The base model GAZ-3937 has a small crew cab at The GAZ-3937-10 is powered by the same 175hp
the front left of the vehicle, with the engine at the right, (129kVT) GAZ-5423 air-cooled six cylinder in-line turbo
leaving the rear of the vehicle clear as a cargo platform. diesel engine as the other vehicles in the series, provid-
The rear tilt does not exceed the cab height on what is ing the 7,000kg vehicle with a very considerable
overall a very low silhouette vehicle. The vehicle has 105-120km/hour top speed and a claimed road range
been designed with all hatches well above the vehicle of 1,000km.
centerline in order to afford the vehicle good amphibious Access to the GAZ-3937-10 is by conventional
capability; the GAZ-3937 being fully amphibious with a armored side doors for the driver and vehicle commander.
water speed of 5km/hour. The vehicle crew are provided with large armored wind-
The GAZ-3937 is powered by a unique air-cooled shields and side windows, providing considerable vis-
GAZ-5423 six cylinder in-line turbo charged diesel ibility for an armored car. They are both also provided
engine producing 175hp (129kW) and giving the vehicle with roof access hatches with three forward facing
a road speed of 120km/hour. The engine is standard to vision blocks in each. Access for the infantry crew is by
the GAZ-3937 family and was developed due to its very a small hatch in either side of the hull and two further
low maintenance requirements and its good performance hatches at the rear of the vehicle. As with the base model
at high altitudes, the latter requirement being of particu- GAZ-3937, the hatches are mounted well above the
lar need in some border regions of Russia. vehicle centerline to afford the vehicle good amphibious
capability. The vehicle can travel in water at speeds up
to 4km/hour.
GAZ-3937-10 Armored Car The GAZ-3937-10 is fitted with distinctive front bull
bars which have also been fitted as standard on subse-
The GAZ-3937-10 was developed in 1995 and first quent models in the GAZ-3937 series. The vehicle is
publically displayed at the NII-21 proving grounds at provided with conventional and IR driving lights and a
Bronnitsy near Moscow in January of 1996. The GAZ- conventional spotlight on the vehicle roof.
3937- 10 is fitted with a rear-mounted turret modified from All seven infantry accomodated in the GAZ-3937 are
that used on the BTR-80 wheeled APC. The turret mounts provided with a firing port. Two firing ports are located
the conventional 14.5mm KPVT HMG and a six barrel in the right hull side, three in the left side, and one in
GAZ-3937-10 armored car. This vehicle was first publicly displayed at the Bronnitsy Proving Grounds near
Moscow in January 1996. It is armed with a new turret with 14.5mm KPVT main armament, 7.62mm PKT
co-axial machine gun, and a six-barrel 902B "Tucha" (cloud) smoke launcher system.
Rear view, GAZ-3937-10. The twin rear hatches are, like all hatches on this vehicle, mounted above the
vehicle water line.
Left side view, GAZ-3937-10.
Right side view, GAZ-3937-10.

GAZ-3937-10. The vehicle began evaluation trials at the NII-21 proving grounds at Bronnitsy during 1997
for acceptance into the Russian army. Note the raised fighting compartment roof and roof-mounted engine
intakes and exhaust. (Aleksandr Koshavtsev)
GAZ-3937-10. Bronnitsy, January 1997. All the doors on the vehicle are mounted above its centerline for
maximum amphibious capability. Close inspection shows the vehicle's modular construction; the cab and
rear section being separate units.
GAZ-3937-10 negotiating a slope during field trials. (Aleksandr Koshavtsev)
GAZ-3937-10 on public display, Bronnitsy, January 1996.

GAZ-3937-10. This vehicle, pictured at the Bronnitsy polygon in February 1999, is shown with a Yaroslavl
produced YaMZ series engine, offered as an alternative powerplant for the vehicle from 1999. (Andrey Aksenov)
each of the two rear doors. Two small vision blocks are increase in capability over the BRDM-2U in the com-
mounted in each side of the the roof armor above the mand vehicle role, as the vehicle has similar all-terrain
firing ports. The vehicle's armor and armored glass pro- performance but is better laid out internally in terms of
vides protection from small arms fire. crew space. The GAZ-3937 series is of modular
The GAZ-3937-10 is air transportable by the An-12, construction, allowing the front vehicle crew and rear
An-22, An-124, IL-76 aircraft, and the Mi-26 heavy lift compartments to be matched to any required role.
helicopter. The vehicle is described simply as multi-purpose but
At the end of 1996, the GAZ-3937-10 was also shown its arrangement is suited to command and communica-
under the designation GAZ-39371, and in 1999 the tion vehicle roles. There are no firing ports or typical
vehicle was being offered with alternative YaMZ-460 AFV modifications on this variant. The 3,500kg vehicle
series and GAZ-560 series powerplants. can accommodate a 1,500kg load when operating as a
command vehicle or APC, with a vehicle crew of two
plus seven infantry, and 2,500kg when functioning as an
GAZ-3937 Multi-purpose Vehicle armored car with a reduced crew of two. The vehicle is
not armored but is stated to provide limited protection
A new multi-purpose personnel carrier/command from small arms fire.
vehicle version of the GAZ-3937 was developed in 1995 The GAZ-3937 multi-purpose vehicle has an entirely
on the base of the original vehicle. Somewhat confus- new cab and personnel carrier bodywork. The driver and
ingly, this model also retains the original GAZ-3937 des- commander are located on the left side of the vehicle in a
ignation without any suffix, despite major design modi- tandem seating arrangement as on the base model GAZ-
fications. The new vehicle was first publicly shown at 3937, but with a higher cab roof line. The two crew both
the Bronnitsy Proving Grounds near Moscow in January have their own access door on the left side of the vehicle,
of 1996, and is being offered by GAZ for military and while the infantry complement are accommodated in a
para-military roles. The vehicle provides a significant large box structure with two top opening access doors on
GAZ-3937 multi-purpose vehicle. This vehicle is unarmored. As with all vehicles in the series, it is built on a
modular construction basis.
GAZ-3937 multi-purpose vehicle. This modified variant of the GAZ-3937 multipurpose vehicle was first
demonstrated at the Bronnitsy polygon in early 1999. Note the modified panel lines where the modular cab
section is joined to the hull, the new sidelights, and relocated spotlight.
Another view of the GAZ-3937 multi-purpose vehicle. The vehicle is parked between a DT-30 two-section
tracked transporter and a GAZ-3937-11APC. Bronnitsy polygon, February 1999.
GAZ-3937 multi-purpose vehicle. The vehicle was also first displayed at the Bronnitsy Proving Grounds in
January 1996. The vehicle is, somewhat confusingly, also simply designated GAZ-3937 and not at the time of
publication distinguished from other vehicles in the series.
Rear view, GAZ-3937 multi-purpose vehicle. As with the GAZ-3937-10 armored car, all hatches on the
universal/command/transport variant are above the vehicle centerline.
GAZ-3937 multi-purpose vehicle.

GAZ-3937 multi-purpose vehicle. (Alexander Koshavtsev)
SPECIFICATIONS GAZ-3937 MULTI-PURPOSE VEHICLE
Design bureau: GAZ OKB Power output: 175hp (129kW)

Crew: 2 Cooling: Air
Manufacturing plant: GAZ Transmission: Manual
Service date: N A Steering: Turning radius 9.5m
Vehicle weight: 4,750kg Tires: 13.00- 18
Cargo capacity: 1,500 - 2,500kg Wheels: 9.00 - 18
Combat weight: 6,250 - 7,250 kg Brakes: Mechanical, Hydraulic assisted
Electrical system: 24v
Dimensions: (m)
Length: 4.70 Performance:
Width: 2.60 Maximum road speed: 112km/h
Height: 2.00 Maximum road range: 1,000km
Wheelbase: 3.05 Water speed: 4km/hour
Armament:
Main armament: None
Automotive:
Type: GAZ-5423 Turbo - diesel
Cylinders: 6 in-line
each side and a further two doors at the rear. A large above the vehicle centerline. The vehicle can travel in
window in the front of the box superstructure can also be water at speeds of up to 4km/hour. The vehicle is air
opened by its top hinges. transportable by the IL-76, An-12, An-22, and An-124
The GAZ-3937 multi-purpose vehicle is the only fixed-wing aircraft and the Mi-26 helicopter.
vehicle in the series publicly shown before 1999 which The GAZ-3937 series is generically known as the
is unarmored. The vehicle is also unarmed and has no "Vodnik", an amphibian.
fixed mountings to allow crew weapons to be used from
within the crew compartment.
The vehicle is powered by the same air-cooled 175hp GAZ-3937-11 Armored Personnel Carrier
(129kVT) GAZ-5423 six cylinder in-line turbo diesel
engine as the base model GAZ-3937, mounted on the right Several new variants of the GAZ-3937 were devel-
side of the vehicle as with other vehicles in the series. oped during 1996, and first publicly demonstrated at the
The vehicle had an original quoted road speed of 120km/ NII-21 polygon at Bronnitsy in December 1996. One
hour when first displayed in 1996, this figure now being such new variant is an armored personnel carrier, based
reduced to 112km/hour with an ambitious road range of on the original GAZ-3937-10 (GAZ-39371). This vari-
around 1,000km. ant began undergoing G AB TU acceptance trials for
In early 1999, the vehicle was being offered with service in the Russian Army in early 1998, though by the
alternative engine powerplants, including the GAZ-560 end of 1999 no orders had been placed due to defense
unit and a new Yaroslavl sourced diesel engine. budget restrictions.
The GAZ-3937 multi-purpose vehicle is described The new APC version of the GAZ-3937, designated
as amphibious for which purpose all access doors are GAZ-3937-11, is mechanically identical to other vehicles
GAZ-3937-11 APC. The GAZ-3937-11 APC version of the GAZ-3937 was first publicly displayed at the
Bronnitsy Proving Grounds in December 1996, while undergoing GABTU evaluation trials for acceptance
into military service. The vehicle is towing a 122mm D-30 gun. (Aleksandr Koshavtsev)
GAZ-3937-11APC. The vehicle is shown during trials at Bronnitsy polygon, February 1999.
GAZ-3937-11 driver's compartment. The driver's controls on the GAZ-3937-11 are similar to a standard
GAZ truck. Note the small side screen with its own windscreen wiper. A second crew member sits in tandem
behind the driver.
Rear view of the GAZ-3937-11APC. Each door on the vehicle is fitted with a firing port for personal weap-
ons, while there are two pintle mounts on the vehicle roof for fitting squad light machine guns.
Rear view of the GAZ-3937-11 APC.

GAZ-3939-11 APC. These view shows the GAZ-3937-11 on display at the Omsk Military Show, June 1999.
(Andrey Aksenov)
GAZ-3937-11 APC at the Omsk Military Show, June 1999. (Andrey Aksenov)
in the series but has a new cab and rear fighting compart- The vehicle is intended for multi-role operations as a
ment without a turret. The driver has a single cab and reconnaissance vehicle, APC, and wheeled artillery trac-
access is gained via a side door in the left side of the tor, taking the latter roles over from the tracked MT-LB.
vehicle cab. A second crewman can sit in tandem behind
the driver. The fighting compartment crew have access GAZ-3937 120mm Self Propelled Mortar
to the vehicle by means of a single door in each side of
the vehicle; two rear access doors and two roof hatches. In December 1996, a self propelled mortar version
The roofline has a distinct chamfer in comparison with of the GAZ-3937 was publicly displayed for the first time
the earlier GAZ-3937-10. at the NII-21 proving grounds at Bronnitsy, near Mos-
The GAZ-3937-11 APC is armored and amphibious. cow. The new vehicle is based on the GAZ-3937-10
The vehicle is of modular construction, the rear person- (GAZ-39371) armored car but with a shortened fighting
nel carrier body being separate from the vehicle crew compartment and a 120mm mortar system installed on a
compartment and being interchangeable with other rear flat platform at the rear. The vehicle is similar in concept
bodywork. The vehicle has firing ports in each side of to the 2B11 mortar system mounted on the rear of the
the vehicle and the rear doors, with two brackets on the GAZ-66 4x4 truck, with the mortar firing over the rear of
roof for mounting a section light machine gun. the vehicle. The official designation for the GAZ-3937
The GAZ-3937-11 APC has a combat weight of mortar carrier is not known at the time of publication.
5,000kg and an additional load capacity of 1,700kg. The The front crew compartment has two conventional
vehicle is powered by the same 175hp (129kW) GAZ- doors for the vehicle crew and two hatches in the vehicle
5423 turbo-diesel engine as other vehicles in the series, roof. An additional roof hatch is located behind the driver,
giving the vehicle a power/weight ratio of 26.1hp fitted with three vision devices. A firing port is located
(19.4kW)/tonne, a quoted top speed of 110-120km/hour in each side of the crew compartment.
and a road range of 1,000km.
GAZ-3937 120mm mortar carrier. The variant was first demonstrated at the Bronnitsy Proving Grounds
near Moscow in December 1996.
GAZ-3937 120mm mortar carrier side view. (Andrey Aksenov)
GAZ-3937 120mm mortar carrier. (Andrey Aksenov)

GAZ-3937 mortar carrier. (Andrey Aksenov)
The right side of the closed compartment at the front ruary 1999. As with other vehicles in the GAZ-3937 se-
of the vehicle is occupied by the six cylinder in-line GAZ- ries, this vehicle was undergoing acceptance trials for
5423 air-cooled diesel engine, the air intake and engine service in the Russian Army in 1998, though by early
exhaust being located on the right side of the vehicle roof. 2000 no orders had been placed for any vehicles in the
At the rear of the vehicle the 120mm mortar is swivel- series. This is due to defense budget restrictions and con-
mounted immediately behind the crew compartment, fir- flicts between the vehicle's manufacturer and the
ing over the vehicle rear. The 120mm mortar has an Russian government regarding funding for future AFV
approximate indirect fire range of 8,900m and can fire developments.
several types of ammunition, including a rocket assisted The new command post version of the GAZ-3937,
mortar bomb with an extended range of 13,000m. The designated GAZ-39371, is mechanically identical to other
weapon has no direct fire capability. vehicles in the series but with a configuration consisting
The rear mortar platform is provided with four bows of the front modular section from the GAZ-3937-10
and a tarpaulin for inclement weather protection. With armored car and a rear container bodied command post.
the tarpaulin fitted, the vehicle at a distance resembles a The GAZ-39371"Shtabnoi" (command) variant is
conventional truck. based on a modernization program within the Russian
Night vision equipment consists of four conventional Army being undertaken in the late 1990s where command,
driving lights and a white light searchlight mounted on communications, repair, and other vehicles are being
the vehicle roof. increasingly built into modular container systems. They
In early 1997 the vehicle began GABTU evaluation are then transported by a variety of vehicles which can
trials for acceptance in Russian Army service. At the drop the containers at the required site and then operate
time of writing these trials were not complete and fund- independently of the container. The containerized com-
ing for such vehicles was a bigger concern than the tech- mand post fitted to the rear of the armored GAZ-39371
nical merits of the vehicles themselves. transport vehicle is fitted with its own generator system
and support legs. The vehicle can either operate as a
mobile command post or the container can be dismounted
GAZ-39371 Command Post Vehicle from the vehicle and the command post crew can operate
from a static position. The container is fitted with lifting
A command post version of the GAZ-3937 series was hooks allowing the vehicle to be removed with a crane,
demonstated at the NII-21 Polygon at Bronnitsy in Feb- though the container can also be jacked up and the
GAZ-39371 Shtabnoi (command) vehicle. The rear of the vehicle is fitted with a detachable box body which
is fitted out as a command post, complete with its own NBC protection system mounted at the front of the
body.
The GAZ-39371 Shtabnoi command vehicle on display at Bronnitsy, Moscow region, February 1999.
Rear view of the GAZ-39371 command vehicle. The bodywork has lifting points for offloading the command
post with the aid of a crane.
Rear view of the GAZ-39371 command vehicle.

GAZ-39371 Shtabnoi command vehicle, Bronnitsy, Moscow, February 1999.
GAZ-39371 Shtabnoi command vehicle cab. This cab is the same as fitted to the GAZ-3937-10 armored car
with its 14.5mm KPVT armed turret. The GAZ-3937 series was developed as a modular series of vehicles
with interchangeable cab and rear sections on a common chassis. Whether this system will be practical in
service remains to be seen.
vehicle driven out from under the container when sup- The BPM-97 was designed as a border guards ve-
ported on legs. hicle (as was the original GAZ-3937 series) and has the
The GAZ-39371 Shtabnoi vehicle has a combat capability to operate as an armored car or an armored
weight of 5,100kg with the loaded container itself weigh- personnel carrier. The vehicle may be a first attempt by
ing 2,400kg. The vehicle is powered by the six cylinder the KamAZ plant to enter the armored vehicle market,
GAZ-5423 engine common to the GAZ-3937 series, which in 1999 is extremely competitive worldwide and
which gives the vehicle a quoted maximum road speed particularly difficult in Russia. The Arzamas division of
of over lOOkm/hour and a range of 1,000km. GAZ, as the primary Russian manufacturer of wheeled
The GAZ-39371 command vehicle is being consid- AFVs, has already encountered severe difficulties in gain-
ered for service in the Russian Army in 1999. ing orders from the Russian government due to financ-
ing restrictions.
The BPM-97's main armament is a 12.7mm NSVT
BPM-97 Armored Car heavy machine gun, mounted in a turret adapted from
that used on the BTR-80 series of wheeled APCs. In
In February 1999, a new armored car was displayed addition to the main armament, the vehicle carries an
in public for the first time at the NII-21 military vehicle impressive array of additional firepower. An AGS-17
polygon at Bronnitsy near Moscow. The vehicle, desig- "Plamya" (flame) automatic grenade launcher is fitted
nated only as the BPM-97 (Boevaya Pogranichnaya on the turret, while a 9P135 launcher for the 9M111 Fagot
Mashina - military Border Patrol Vehicle -97) during its missile can be pintle mounted on the vehicle roof, giving
first public outing, was developed over a three year the vehicle significant ATGM capability. Alternative
period by MGTV (Moscow Technical University) and ATGM systems can also be mounted on the vehicle, as
built in cooperation with the KamAZ vehicle plant at can a variety of camera and specialist night vision equip-
Naberezhny Chelny, Tatarstan. The KamAZ plant is best ment. A six barrel 902B "Tucha" (smoke) smoke dis-
known for its military and civilian truck manufacture, charger system is also mounted on the right side of the
including the current military series KamAZ-4350,5350, turret.
and 6350 "Mustang" family. The BPM-97 armored car As with the GAZ-3937 series, the vehicle is air-trans-
is based on a shortened KamAZ-4326 4x4 chassis and portable by the An-22, An-124, and IL-76 heavy trans-
slightly resembles the earlier BTR-40, though it is a con- port aircraft.
siderably larger vehicle.
SPECIFICATIONS BPM-97 ARMORED CAR
Design bureau: N.Ye Bauman OKB Cylinders: NA

Crew: 3 + 7-9 Power output: 161kW (200hp)*
Manufacturing plant: KamAZ
Service date: Prototype 1999 Armor:
Combat weight: 10,500kg During trials the upper hull armor was effective
against 12.7mm B32 rounds fired from 300m, and
Dimensions: (m) the lower hull proved effective against 7.62mm B32
Length: 6.82 rounds fired at 10-30m from a Dragunov SVD rifle.
Width: 2.585
Height: 2.50 Performance:
Armament: Maximum road range (km/h): 1,100
Main armament: 12.7mm NSVT Wading depth (m): 1.5
Secondary armament: AGS-17 "Plamya"
ATGM armament: Fagot,Metis or Komet ATGM Note:
systems, 902B Tucha smoke *An alternative engine is available developing 190k W
dischargers (260hp)
Automotive:
Type:NA
KamAZ BPM-97 armored car. The BPM-97 (as the vehicle was designated at its first public exhibition in
February 1999) may be a developmental study only, or may represent KamAZ's first attempt to enter the
wheeled AFV market dominated by GAZ and its affiliated Arzamas plant.
The KamAZ BPM-97 resembles an enlarged version of the original BTR-40 prototype which has similar
sloped armor. Note the lower side and rear access doors and the three firing ports on each side of the vehicle,
in addition to those in the rear doors. Crew access is considerably safer than in previous Russian armored
car/APC designs.
BPM-97 armored car, Bronnitsy Proving Grounds, Moscow. Summer 1999. (Aleksandr Koshavtsev)
BPM-97. (Aleksandr Koshavtsev)

The well-sloped side armor of the BPM-97 is apparent in this view.
BPM-97. The turret armament package is impressive, with a 12.7mm NSVT, AGS-17 automatic grenade
launcher, and 902B "Tucha" smoke mortars. This is in addition to the mountings on the roof for several
optional ATGM systems.
BPM-97. Upper front hull and turret.
BPM-97 rear view.

BPM-97 side view.
BPM-97 turret with prominent 902B "Tucha" mortar package. The standard of welding varies considerably
on this prototype, perhaps due to a lack of time to finish the vehicle before display.
KamAZ BPM-97 turret. These two views show the BPM-97's considerable armament package, including the
mount for a 12.7mm NSVT heavy machine gun, 40mm grenade launcher with cartridge basket, 9P135 ATGM
launcher for the 9M111 ATGM, and a 902B "Tucha" smoke mortar array.
Interior view of the BPM-97 with the driver's position to the left.
BPM-97 rear view with doors open. Note the single rear seats and small longitudinal bench, all facing the
vehicle rear. A 9P135 launcher for the 9M111 "Fagot" (AT-4) ATGM system is mounted on the vehicle roof.
The 9P135 ATGM launcher on its turret mount.
Lavina Riot Control Vehicle
The MVD internal security service of the Russian

Federation uses several specialized armored vehicles, the
most common of which is the "Lavina", built by the
Dmitrovski Experimental Zavod on the BAZ-69501 8x8
chassis produced at the Bryansk Avtomobil Zavod (B AZ).
The Lavina is a large vehicle, powered by two
KamAZ-270 engines which are configured to allow the
vehicle to maneuver with one engine disabled.
Armament consists of four water cannon which pro-
duce water pressure of twelve atmospheres and have a
range of sixrt meters.
A later version of the Lavina, designated Lavina-M,
is also now in service with the MVD. The Lavina-M
differs only in being fitted with a front mounted, hydrau-
lically operated dozer blade for obstacle removal and six
B 902 "Tucha" smoke dischargers which can fire several
types of smoke and irritant gas to a range of 200m. Front view of the BAZ-based Lavina-M. (Audrey
The Lavina and Lavina-M are commonly seen in Aksenov)
major Russian cities during times of expected large gath-
erings and potential riot situations.
Russian Armored Cars 1930 to 2000
Lavina-M riot control vehicle. Note the turret-mounted controlled water cannon with the 902B "Tucha"
smoke grenade launchers behind. (Andrey Aksenov)
Lavina-M riot control vehicle. The Lavina-M, on its BAZ-695018x8 chassis, is fitted as standard with a dozer
blade, as seen here. (Andrey Aksenov)
Appendices
Specifiction Table — Notes

Light Armored Cars Data Table
Medium and Heavy Armored Cars Data Table
Specialized Armored Vehicles Data Table
Post-War Armored Cars Data Table
Armored Cars in Museums
By Location
By Type
Post-War Russian Armored Cars in Foreign Service
Glossary
Bilbliography
Index
Russian Armored Cars: 1930-2000 321
Specification Table —Notes
The metric system is used for all measurements with the Transmission:
exception of engine output figures, which are given in Transmission is stated as number of forward/reverse gears
the more familiar horsepower rating in addition to kilo- with two speed transfer box where provided,e.g 4F/1R x
watts (kW). The notes below are provided to help the 2.
reader interpret the data tables that occur thorughout the
book and in the appendices. Performance:
Speed in kilometers/hour (km/h)
Dimensions: Range in kilometers (km)
All dimensions are measured in meters (m) and centime-
ters (cm). Power/weight ratio is measured in horsepower (hp) and
kilowatts (kW) per metric tonne (1000kg).
Armament: Dimensions for obstacle crossing are given in meters.
Weapon (caliber in millimeters) (mm) with number of
rounds carried. Tires:
Tire size is usually indicated in millimeters (mm), though
Armor: inches are used where this measurement was originally
Measured in millimeters (mm) with angles in degrees (°) used.
where appropriate.
Grammatical note:Due to the complex nature of Rus-
Engine: sian grammar, plant names are sometimes modified ac-
Engine capacity in cubic centimeters (cm3) (i.e. 3285cm3 cording to the grammatical case in which they are used.
is 3.285 liters). Output is measured in horsepower (hp) Therefore the Vyksa plant may be described as Vyksa or
and kilowatts (kW) at given engine revs per minute (rpm). Vyksinskiy, Izhorsk as Izhorsk or Izhorskiy and the Russo-
Fuel is measured in liters with fuel consumption in liters Balt plant as the Russko-Baltiyskiy. In each case, only
per 100km. Where cylinder dimensions are given, the one plant is being described.
measurememts are bore diameter/stroke (mm).
NOTE: The Vyksinskiy plant above, and throughout the
book, is better spelled Vyksunskiy. This change was noted
late in the production process.
LIGHT ARMORED CARS DATA TABLE
D-8 D-12 FAI FAI-M BA-20 BA-20M BA-64 BA-64B
(BA-64-125)
Crew: 2 2 2 2 2 3 2 2
Dimensions:
Length: 3.540m 3.540m 3.75m 4.31m 4.10m 4.310m 3.67m 3.67m

Width: 1 .705m 1.705m 1.68m 1.75m 1.80m 1.80m 1.52m 1.69m
Height: 1.680m 2.520m 2.24m 2.24m 2.30m 2.13m 1 .875m 1.85m
Combat weight: 2000kg 2280kg 1990kg 2000kg 2340kg 2520kg 2360kg 2425kg
Armament:
Main: 2x7.62mm 2x7.62mm 1x7. 62mm 1x7. 62mm 1x7.62mm 1x7.62mm 1x7.62mm 1x7.62mm
Secondary: None None None None None None None None
Ammunition:
Main: 4158 2090/2079 1323 1323 1386 1386 1260 1260

Secondary: None None None None None None None None
Armor: 7mm 7mm 6mm 4-6mm 4-6mm 4-6mm 4-1 5mm 4-15mm
Automotive:
Type: Ford A Ford A GAZ- A GAZ-M1 GAZ-M1 GAZ-M1 GAZ-MM GAZ-MM

Cylinders /fuel: 4/petrol 4/petrol 4/petrol 4/petrol 4/petrol 4/petrol 4/petrol 4/petrol
Power output: 40hp (30kW) 40hp (30kW) 42hp(31kW) 50hp (38kW) 50hp (38kW) 50hp (38kW) 50hp (38kW) 54hp(41kW)
Maximum speed: 85km/h 85km/h 80km/h 90km/h 90km/h 70km/h 80km/h 85km/h
Maximum range: 270km 225km 225km 350km 350km 450km 560km 560km
MEDIUM & HEAVY ARMORED CARS DATA TABLE
BA-27 BA-27M BA-3 BA-6 BA-9 BA-10 BA-10M BA-11 BA-11 D
Crew: 4 4 4 4 4 4 4 4 4
Dimensions:
Length: 4.617m 4.83m 4.77m 4.90m 4.635m 4.655m 4.65m 5.295m 5.295m
Width: 1.170m 1.93m 2.11m 2.07m 2.30m 2.07m 2.07m 2.390m 2.390m
Height: 2.520m 2.54m 2.35m 2.36m 2.15m 2.210m 2.19m 2.490m 2.490m
Combat weight: 4400kg 4500kg 6000kg 5120kg 4500kg 5140kg 5360kg 8130kg 8650kg
Armament:
Main: 1x37mm 1x37mm 1x45mm 1x45mm 1x12. 7mm 1x45mm 1x45mm 1x45mm 1x45mm
Secondary: 1x7. 62mm 1x7.62mm 2x7.62mm 2x7.62mm 2x7. 62mm 2x7.62mm 2x7. 62mm 2x7.62mm 2x7.62mm
Ammunition:
Main: 40 40 40 60 NA 49 49 114 114

Secondary: 2016 2016 3276 3276 NA 2079 2079 3087 3087
Armor: 8mm 8mm 6-8mm 6-9mm 6-1 Omm 6-1 Omm 6-1 Omm 13mm 13mm
Automotive:
Type: AMOF-15 GAZ GAZ GAZ GAZ-M1 GAZ-M1 GAZ-M1 ZIS-16 ZIS-D-7
3\
Cylinders/ fuel: 4/petrol 4/petrol 4/petrol 4/petrol 4/petrol 4/petrol 4/petrol 6/petrol 6/diesel
Power output: 35hp 40hp (30kW ) 40hp (30kW ) 40hp (30kW ) 50hp (37kW ) 52hp (38kW ) 52hp (38kW ) 99hp (74kW ) 99hp(74kW)
Maximum speed: 35km/h 48km/h 63km/h 43km/h 55km/h 53km/h 55km/h 64km/h 48km/h
Maximum range: 300km 300km 260km 200km 230km 260-300km 300 316km 420km
SPECIALIZED ARMORED VEHICLES DATA TABLE
BAD-2 PB-4 PB-7 BA-30 B-3 BA-22 KSP-76
Crew: 4 4 3 3 2 4 3
Type: Amphibian Amphibian Amphibian Half Track Half Track Ambulance SPG
Dimensions:
Length: 5.28m 5.30m 5.08m 4.94m 6.53 6.10m 6.36m

Width: 2.00m (est) 1.98m 2.15m 2.40m 2.35 1.98m 2.11m
Height: 2.36m (est) 2.255m 2.073m 2.34m 2.40 2.88m 1.65m
Combat weight: 4600kg 5280kg 4500kg 4600kg 7100kg 5240kg 5340kg
Armament:
Main: 1x37mm 1x45mm 1x12. 7mm 1x7. 62mm 1x12.7 None 1x76.2mmZiS-3
Secondary: 2x7.62mm 1x7.62mm None None None None None
Ammunition:
Main: 60 52 1000 1512 NA None 54-58

Secondary: 3000 2268 NA None None None None
Armor: 6mm 7mm 8mm 6mm 15mm 6mm 16.5mm
Automotive:
Type: GAZ-AA GAZ-AA GAZ-M1 GAZ-M1 ZIS-16 GAZ-AA GAZ- 11

Cylinders /fuel: 4/petrol 4/petrol 4/petrol 4/petrol 6/petrol 4/petrol 6/petrol
Power output: 40hp (30kW) 40hp (30kW ) 50hp (37kW) 50hp (37kW ) 85hp (63kW) 40hp (30kW) 85hp (63kW )
Maximum speed: 50km/h 50km/h 60km/h 55km/h 40km/h 40km/h 70km/h
Maximum range: NA 200km 120km 253km 150km 250km 300km
Amphibious speed: 6km/h 4km/h NA N/app N/app N/app N/app
POST-WAR ARMORED CARS 1945-1997 DATA TABLE
BTR-40 BRDM BRDM-2 GAZ-3937 GAZ-3937-10 GAZ-39344

(Base Model)
Crew: 2+8 2+3 4 2 3 2/3+4
Dimensions:
Length: 5.00 5.70 5.75 4.50 NA 5.64

Width: 2.01 2.17 2.35 2.80 NA 2.32
Height: 1.83 2.25 2.31 1.90 NA 2.65
Combat weight: 5300kg 5600kg 7000kg 6500kg NA 7000kg
Armament:
Main: 1 x 7.62mm 1x7.62 1x14. 5mm None 1x14. 5mm 1x14. 5mm
Secondary: None None 1x7.62mm None 1x7. 62mm 1x7. 62mm
Ammunition:
Main: 1250 1250 500 NA NA 500

Secondary: None None 2000 NA NA 2000
Armor: 6-1 3mm 6-12mm 7-14mm NA NA NA
Automotive:
Type: GAZ-40 GAZ-40P GAZ-41 GAZ-5423 GAZ-5423 GAZ-5423

Cylinders/fuel: L-6 petrol L-6 petrol V-8 petrol L-6 Diesel L-6 Diesel L-6 Diesel
Power output: 78hp (58KW) 90hp (67kW) 140hp(104kW) 175hp(129kW) 175hp(129kW) 175hp(129kW)
Maximum speed: 78km/h 80km/h 95km/h 120km/h NA 95km/h
Maximum range: 300 + km 500km 750km 1000km 1000km 700km
Amphibious speed: N/app 9km/h 10km/h 5km/h NA NA
ARMORED CARS IN MUSEUMS

(BY LOCATION)
The information provided below is a list of armored cars ferred an Iraqi BRDM-2 to the Tank Museum, Bovington,
and related vehicles which are preserved today in museums UK.
worldwide and known to the author at the time of publica-
tion. Post-World War Two Russian vehicles have been Sinsheim
widely exported and are now to be found in military muse- The Sinsheim museum in Germany has a BRDM armored
ums worldwide. Since the Gulf War, many Russian-sup- car.
plied ex-Iraqi vehicles are now to be found in many muse-
ums and military bases in Europe, the Middle East, and the HUNGARY
United States. A surprising number of modern wheeled Budapest
AFV's are also now held in private collections. This listing The National Army Museum in Budapest has a BRDM 2P27
is by no means intended to be all-inclusive and is a general ATGM vehicle.
reference as to where some of the Russian armored cars high-
lighted in this book may be seen today. ISRAEL
Latrun Military Museum
The Latrun military museum in Israel has an extensive col-
CZECH REPUBLIC lection of Russian AFV's including several armored cars.
Prague These include a BTR-40, a standard BRDM-2, and at least
The Military Museum in Lesany, near Prague, has a small two 9P122 ATGM vehicles.
collection of Russian AFV's including a BA-64B, a stan-
dard reconnaissance model BRDM, and a BRDM-2. It also POLAND
has a 9P31 launch vehicle for the ZRK 9K31 Strela-1 SAM Polish Armed Forces Museum, Warsaw
system. The Polish Armed Forces Museum in Warsaw has a BTR-
40, a BRDM, and a BRDM 2P27 ATGM vehicle.
FINLAND
Parola Tank Museum, Parola Fort IX, Sadyba District, Warsaw
The Parola Tank Museum in Finland has a rare BA-20M The military museum at Fort IX in the Sadyba district of
with the frame antenna from the original BA-20 series and Warsaw has a good collection of well restored wheeled
an equally interesting B A-1OM. Both vehicles were cap- AFV's including a BRDM, BRDM 2P27, and 9P110 ATGM
tured in Finland during the Russo-Finnish "Winter War." vehicles, a BRDM-2, and a BRDM-2U (Polish variant).
The BA-10M is in running condition. Both vehicles have Other vehicles are at present in the reserve area of the mu-
recently been moved inside the museum building after years seum.
of being subjected to the elements. The museum also has
another B A-10 converted by the Finnish Army to a wheeled RUSSIA
ARV. NIIBT Tank Museum, Kubinka, Moscow Oblast
The NIIBT Tank Museum collection at Kubinka, near Mos-
FRANCE cow, has a fine collection of armored cars, with many well
Saumur Tank Museum preserved examples of service vehicles and several rare pro-
Saumur has a small number of Russian AFV's including at totypes. Heavy armored cars in the collection include the
least one BRDM-2. BA-27M, a BA-6, and another vehicle which is identified
by the museum as a BA-3. The BA-3, though featuring the
GERMANY rear door of that production model, also has features from
Military Museum, Dresden the later BA-6 and may be a hybrid or prototype model.
The Military Museum in Dresden, former East Germany, The museum also houses the original PB-4 amphibious ar-
has a B A-64B, a BTR-40, and an original BRDM. In West mored car prototype. Few early light armored cars are rep-
Germany there are numerous BRDM-2 versions in the mu- resented; the collection including only the BA-21 prototype.
seum collections of British, American, and German mili- Interestingly, even the once ubiquitous BA-64 series is not
tary bases, some of which are open to the public. represented. The museum has a good collection of post war
armored cars and APC's, represented by the BTR-40, BTR-
Munsterlager 40A 14.5mm SPAAMG, BTR-40AZhD 14.5mm SPAAMG,
The Military museum at Munsterlager in late 1997 trans- BTR-40B with overhead armor, an original BTR-40V pro-
totype, BTR-40 ZPTU-2 7.62mm SPAAMG prototype, SOUTH AFRICA

BRDM, and BRDM-2. Interestingly, no post-war ATOM South African Armor Museum, Bloemfontein
versions of the BRDM and BRDM-2 armored cars are cur- The South African Armor Museum in Bloemfontein has a
rently on display though several are held in the reserve col- BRDM-2 captured in Angola with other vehicles held in
lection. A KSP-76 wheeled SPG prototype is also to be reserve.
found in the Kubinka Tank Museum.
UKRAINE
Central Armed Forces Museum, Moscow Great Patriotic War Memorial Museum, Kiev
The Central Armed Forces Museum in Moscow has a BA- The Great Patriotic War Memorial Museum in Kiev has a
64B which underwent restoration in 1996 and is now back BA-20M (designated by the museum as a BA-24), a BTR-
on display, and also a BTR-40 and BRDM-2. During 1996 40, BRDM (actually a BRDM 2P32 ATGM vehicle) and a
the only known complete FAI-M armored car surviving to- BRDM-2.
day was temporarily displayed at the museum, after being
restored by a Russian enthusiast, Anton Sholito and his UNITED KINGDOM
"Ekipazh" (crew) group who in early 1999 also recovered a Bovington Tank Museum, Bovington, UK
rare T-34 M-1943 OT-34 flamethrower tank from a lake The Bovington Tank Museum has a pristine BRDM pro-
within Moscow's city limits. The FAI-M hull and turret vided by the NIIBT museum at Kubinka several years ago
were mated to an available replacement GAZ-M1 "Emka" along with a BTR-60PK APC in exchange for two British
chassis. This vehicle was loaned to the Central Armed Forces armored vehicles.
Museum in Moscow in September 1996 where it was tem- The collection also has a BRDM-2 RKhB captured in Iraq
porarily on display before being taken back into private which is on display and a further two BRDM-2 RKhB s ve-
hands in April of 1997. The vehicle is in running condition. hicles in storage. The museum is currently restoring one
In September 1997, the Central Armed Forces Museum sent 9P31 TEL vehicle for the 9K31 Strela-1 (SA-9) SAM sys-
their T-18 M-1928 light tank replica to the NIIBT collec- tem using another BRDM-2 for parts in order to have one
tion at Kubinka and in return received Kubinka's BA-6 on complete and running example. There is also a BTR-40 in
loan, the vehicle now being located in the open and exposed storage awaiting restoration.
to the elements. The vehicle's top paint coats have begun to
peel after two Russian winters, showing the original paint Imperial War Museum, Duxford, Cambridge
to be a light khaki green in contrast to its present dark green. The IWM at Duxford has a ex-Iraqi BRDM-2, captured by
allied forces during the Gulf War and a BRDM-2 9P122
Komsoniolsk Na Amur ATGM vehicle which is in private ownership.
The military museum at Komsoniolsk Na Amur has a small
collection of wheeled AFV's including a rare BTR-40B with Budge Collection, Retford, UK.
armored roof, a BRDM, and a BRDM-2. The Budge collection has a BTR-40, at least one BRDM-2,
a BRDM-2 9P122 ATGM vehicle, and a BTR-40.
Museum of Military Transport, Ryazan
The Museum of Military Transport at Ryazan has a large UNITED STATES
collection of wheeled and tracked military vehicles, includ- Aberdeen Proving Grounds, Maryland, USA
ing a BTR-40 and BTR-40B. Aberdeen Proving Grounds has a BRDM-2 and a BRDM-2
RKhB, both captured from Iraq during the Gulf War.
Nizhny Novgorod
A BA-64B is located outside the Kremlin in Nizhny New England Armor Museum, Danbury, Connecticut,
Novgorod. USA
The New England Armor Museum now has the only known
Artillery, Engineering, and Communications Museum, surviving BA-64B located in the U.S. It was originally cap-
St.Petersburg tured by U.S. Forces in Korea and was subsequently shipped
The Artillery, Engineering, and Communications Museum back to Aberdeen Proving Grounds (APG) for evaluation.
in St.Petersburg (also known as the Kronwerk Museum) has For many years it was on display at APG before being moved
for many years had within the museum building two BRDM to the New England Armor Museum.
ATGM variants, the BRDM 2P27 (AT-1 Schmel (Bumble
Bee)), and the BRDM 9P32 (AT-2 Fleyta (Flute)). In 1997 Patton Museum, Fort Knox, Kentucky, USA
the museum's collection of BRDM based ATGM vehicles The Patton Museum in Fort Knox has a BRDM-2 recon-
was significantly increased and now also includes a BRDM naissance vehicle.
9P110, together with BRDM-2 based 9P124, 9P133 and
9P148 ATGM vehicles, all of which are displayed outside
the museum building.
ARMORED CARS IN MUSEUMS (BY TYPE)
FAI/FAI-M BA-6
A single FAI-M is known to remain today, restored in A single BA-6 is known to have survived to the present
Moscow during 1996 by Russian enthusiast Anton day. Until 1998 the vehicle was also located at the NIIBT
Shalito. The vehicle is based on an FAI-M hull and tur- collection at Kubinka. It is currently on loan to the Cen-
ret mated to a restored GAZ-M1 chassis. The vehicle tral Armed Forces Museum in Moscow.
was briefly displayed at the Central Armed Forces Mu-
seum in Moscow during 1996 but is now back in private BA-10/BA-10M
ownership. An FAI-M hull and turret was also recently A BA-10M is preserved today at the Parola Tank Mu-
located in Poland. seum in Finland. The vehicle is unusual in that it is in
running condition. It has recently been moved into the
BA-20/BA-20M museum building after years of being subjected to the
There are two known BA-20s displayed in museums to- elements in the outside display area. A second example
day, both BA-20Ms. One (a BA-20M with early frame of a B A-10 converted by the Finnish Army to use as an
aerial) is at the Parola Tank Museum in Finland, which ARV is also to be found in the museum. The museum
after years outside has now been taken into the museum also has two BA-10M turrets in its reserve collection. A
building for protection from the elements. The other is BA- 10M is also to be found standing on a low plinth on a
at the Great Patriotic War Memorial Museum in Kiev, battlefield in western Russia or Byelorussia. The vehicle
Ukraine, and is nominally a BA-20M which has been was shown on Russian television on 9th May 1998, but
poorly restored and is identified by the museum as a B A- its exact location is unknown.
24.
BA-11/BA-11D
BA-21 No B A-11 series vehicles are known to have survived to
The NIIBT collection of Kubinka has a BA-21 prototype the present day.
on display.
BTR-40
BA-64/BA-64B Many national military museums have BTR-40s in their
A small number of BA-64s are known to remain today, collections. Several BTR-40s are to be found in the NIIBT
all being the BA-64B model. The best known is at the Tank Museum at Kubinka, including some rare proto-
Central Armed Forces Museum in Moscow. This vehicle types. The Central Armed Forces Museum in Moscow
arrived at the museum in 1965 and was restored during has an example of a standard BTR-40, while the Ryazan
the winter of 1996-97. Another BA-64B is located at the Militait Transport Museum has a BTR-40 and a BTR-
New England Armor Museum, Danbury, Connecticut in 40B. The Great Patriotic War Memorial Museum in Kiev,
the U.S. This vehicle was captured by U.S. forces in Ukraine has a BTR-40. BTR-40s are also common in
Korea and was one of several returned to the U.S. This Eastern Europe, with examples in many locations includ-
particular vehicle was formerly located at Aberdeen Prov-
ing Grounds in Maryland, USA. Another known example
is displayed at the military museum in Dresden, Germany.
Other examples can be found in Nizhny Novgorod in
Russia (a B A-64B outside the city Kremlin), Lesany, near
Prague, and in museums in Bulgaria, China, Korea, Po-
land, and former Yugoslavia, according to Russian
sources.
BA-3
A BA-3 is located within the NIIBT collection at Kubinka,
near Moscow. It is not entirely clear if the vehicle is an
original BA-3, as represented, or an early prototype BA-
6, as there was no distinct production model change and
BTR-40 at the Great Patriotic War Memorial Mu-
there are few external details which distinguish the two
models, though the vehicle has the rear door which was seum, Kiev, Ukraine. (Jochen Vollert, via Armor
Archive)
deleted on series production BA-6 vehicles.
ing the military museums in Dresden, Germany and War- late 1997 an ex-Iraqi BRDM-2 was delivered to the Tank
saw, Skarzysko-Kamienna, and Kolobrzeg in Poland. Museum at Bovington, UK from Munsterlager in Ger-
Several museums worldwide have BTR-40s in their col- many. A BRDM-2 9P122 ATGM version of the BRDM-
lections and some are also occasionally available for sale 2 can be found at the Imperial War Museum, Duxford.
through companies such as Robert Fleming Associates The BRDM-2 ATGM and RKhB NBC reconnaissance
in the UK. versions of the BRDM-2 are almost as common in
museum collections as the base model, again due to be-
BRDM ing collected in large numbers as a result of the Gulf War.
BRDMs are found in many Russian and former Warsaw The Tank Museum in Bovington, UK has an example, as
Pact country military collections, though the original has Aberdeen Proving Grounds, Maryland, USA, and Fort
BRDM is rare in the West. The Bovington Tank Mu- Stewart, Georgia received one in 1991. The 9K31 Strela-
seum in the UK has a pristine example, delivered new by 1 (SA-9) SPADMS version of the BRDM-2 is also
the Kubinka Tank Museum in a vehicle swap several years located in several museums worldwide, including the
ago. In Eastern Europe, original BRDMs are located in Tank Museum at Bovington, UK, and the Military Mu-
the military museums in Dresden, Germany, the Polish seum at Lesany, Prague in the Czech Republic. Interest-
Armed Forces Museum in Warsaw, the Warsaw Katyn ingly, the only example known to be displayed in Russia
Museum, Skarzysko-Kamienna, and Kolobrzeg in Poland, is on a PVO military base at Eisk near the Azov Sea.
and the Sinsheim museum in Germany. In 1996, the Ar-
tillery, Engineering and Communications Museum in St.
Petersburg took delivery of several pristine ATGM ve-
hicles based on BRDM and BRDM-2 chassis. The col-
lection now includes a BRDM 2P27 and BRDM 2P32
which have been located within the museum building for
many years and the new outside display area collection,
including an original BRDM 9P110 ATGM vehicle.
Many museums in eastern Europe have examples of the
2P27 ATGM version of the BRDM-2, including the WPF
museum in Warsaw, Poland and the museum at Fort X,
Sadyba, Warsaw. The latter also has a 9P110 ATGM ve-
hicle in excellent restored condition.
BRDM-2
Original Russian BRDM-2s are to be found in the Cen- BRDM-2s at the Military Museum, Latrun, Israel.
tral Armed Forces Museum in Moscow and the Great (Jochen Vollert, via Armor Archive)
Patriotic War Memorial Museum in Kiev. Other BRDM-
2 vehicles are located at military museums in Omsk,
Khabarovsk and the Officer's Club in Yuzhno-Sakhalinsk,
Sakhalin Island and in many other museums in Russia.
In Poland, the Polish Armed Forces Museum in Warsaw
has two BRDM-2s, with an example also located at
Skarzysko-Kamienna. There is a BRDM-2 in the mili-
tary museum at Lesany, Czech republic. The Artillery,
Engineering, and Communications Forces Museum in St.
Petersburg also has a good collection of BRDM-2 based
ATGM vehicles, including the 9P133,9P137, and 9P148.
Since the Gulf War, BRDM-2s are now also to be found
in military collections worldwide, particularly in coun-
tries which participated in the war and brought back Iraqi
army war trophies. BRDM-2s are to be found in many
U.S. military collections, including Aberdeen Proving
Grounds, Maryland, the Patton Armor Museum, Fort
Knox, and Fort Stewart, Georgia, to name only a few. In BRDM-2 RKhB at the Tank Museum, Bovington, UK.
POST - WAR RUSSIAN ARMORED CARS IN FOREIGN SERVICE

This is not intended as a definitive list of the worldwide use of Russian armored cars but is a general guide to those countries
where post-war Russian armored cars have been or are in service.
BTR-40 BTR-40A BRDM BRDM-2 BRDM-9P122 9P137 BRDM9K31
Afghanistan X X
Albania X X
Algeria X X X
Angola X X
Benin X X
Botswana X
Bulgaria X X X X
Burundi X
Central African Republic X
Chad X
China X
Congo X X
Croatia X X
Cuba X X X X
Czech Republic X X
Egypt X X X
Estonia X
Ethiopia X X X X X X
Guinea X X X
Guinea Bissau X X
Hungary X X X X
India X X
Indonesia X
Iran X
Iraq X X X X
Kampuchea X
North Korea X
Laos X
Latvia X
Libya X X X
Mongolia X
Morocco X X X
Mozambique X X X X X
Malawi X
Namibia X
Nicaragua X X X X
Peru X
Poland X X X
Romania X X X
Russia/CIS countries X X X X X X X
Rwanda X
Slovakia X
Somalia X X
Sudan X X
Syria X X X X
Tanzania X X X
Uganda X X X
Vietnam X X X X
Yemen X X X
Former Yugoslavia X X X X
Zaire X
Zambia X X
Glossary of Terms and Abbreviations

AA Anti- Aircraft MRR Motorized Rifle Regiment
AP Armor Piercing m/v Muzzle Velocity
AP Anti-Personnel
APC Armored Personnel Carrier NA Not Available
APDS Armor Piercing Discarding Sabot N/app Not Appropriate
APHE Armor Piercing High Explosive NAMI Nauchniy Avtomobilniy Moskovskiy Institute
AT Anti-Tank (Scientific Automobile Institute)
ATOM Anti-Tank Guided Missile NATI Nauchniy Avto-Traktorniy Institut (Scientific
Auto-Tractor Institute)
bhp Brake Horsepower NBC Nuclear Biological Chemical
BRDM Bronirovannaya Razvedivatelno NIIBT Nauchno Issledovatelskiy Institut
Dozornaya Mashina (Armored Recce Vehicle) Bronetankovoy Tekhniki (AFV institute)
B/S Bore/stroke
OKB Opytno Konstruktorskoye Bureau
CIS Commonwealth of Independent States (experimental design bureau)
(Former Soviet Union)
CPSU Communist Party of the Soviet Union PKT Pulemyot Kalashnikova Tankoviy
CTPRS Central Tire Pressure Regulation System (Kalashnikov tank machine gun)
RKKA Rabotche Krestyanskaya Krasnaya Armiya
DShK Degtyarev-Shpagin Krupnokaliberniy (Workers Red Army)
(DS heavy caliber)
DT Degtyarev Tank (Machine Gun) rpm Revs per minute/rounds per minute
DT Dual tired
SACLOS Semi-Active Command Line of Sight (missile
GABTU Glavnoye Avto-Bronetankovoye Upravlenye guidance)
(Main Auto Armor-Tank Command) SAM Surface to Air Missile
GAZ Gorkovskiy Avtomobilniy Zavod (Gorkiy city SGMB Stankovy Goryunova Modernizirovaniy dlya
1932-91, now Nizhny Novgorod) Bronetransportera (APC MG)
GK Gubchataya Kamera (Bulletproof tire) SPAAG Self Propelled Anti-Aircraft Gun
SPAADS Self Propelled Anti-Aircraft Defense System
HEAT High Explosive Anti-Tank (ammunition) SPATG Self Propelled Anti-Tank Gun
hp Horsepower SPG Self Propelled Gun
SPH Self Propelled Howitzer
IR Infra-Red
TD Tank Division
Kg/cm2 Kilograms per square centimeter TEL Transporter, Erector, Launcher vehicle
KB Konstruktorskoye Bureau (design bureau) TR Tank Regiment
KIM Kommunisticheskiy Internatsional Molodozhi
(International Young Communists) Zavod Factory, plant
km/h Kilometers/hour ZhD Zheleznaya Doroga (railroad)
KPVT Krupnokaliberniy Pulemyot Vladimirova ZIL Zavod imeni I.A. Likhacheva (Moscow, from
Tankoviy (Vladimirov HMG) 1953)
ZIS Zavod imeni Stalina (Moscow, to 1953)
MCLOS Manual Command Line of Sight (missile ZPTU Zenitno-Pulemyotnaya Tankovaya Ustanovka
guidance) (tank anti-aircraft equipment)
MG Machine Gun ZRK Zenitniy Raketniy Komplex (Anti-aircraft
MICV Mechanized Infantry Combat Vehicle rocket complex)
MRD Motorized Rifle Division
BIBLIOGRAPHY
Periodicals:
AFV News (Canada)
Armies & Weapons (UK)
ATOM (Former Czechoslovakia)
Avtomobilniy Transport (Russia)
Centurion (UK)
Defence (UK)
International Defence Review (UK)
Jane's Defence Weekly [JDW] (UK)
Jane's Intelligence Review ([JIR] UK)
Jane's Soviet Intelligence Review [JSIR] (UK)
Journal of Military Ordnance [JOMO] (US)
Krasnaya Zvezda (Russia)
M-Hobby (Russia)
Militärtechnik (Germany)
Modell Bau Heute [MBH] (former East Germany)
Modelarz (Poland)
Modelist Konstruktor (Russia)
Modell Fan (Germany)
Nauka i Zhizn (Russia)
Red Star (Soviet Military Research Group, UK)
Soviet Military Review (Russia)
Tankette (MAFVA, UK)
Tekhnika Molodozhi (Russia)
Tekhnika i Vooruzhenie (Russia)
Voenniy Parad (Russia)
Zolnierz Polski (Poland)
Za Roulom (Russia)
Specific articles consulted:

"The BA-64 Armoured Cars". R.Harley. Centurion, NQ22, October 1978, pp4-7.
"BA-64 Bronevik Voennogo Vremeniy Bolshaya Pushechnaya Seriya". E.Prochko. Tekhnika Molodezhi, N-4 1983,
pp36-37.
"BA-64: Bronevik Voennogo Vremeniy". Nikolai Polikarpov. M-Hobby ,N91 (6) 1996, pp34-37.
"BRDM-2: Mashina dlya Razvedki". N.AIeshin, V.Sergeev. Modelist Konstruktor, NS6 198?, pp8-11.
"BRDM Russian Scout Car". E.Groves. Tankette, Vol 5 NQ3 February 1970, pp4-5.
"BRDM-2 RKhB NBC Reconnaissance Vehicle". Jane's Defence Weekly, Vol 8 NQ 9,1987, pp445.
"Bronetankovaya Tekhnika Polygon". A. Romanov, ed. Moscow 1993.
"Bronierovannie Razvedchiki". E.Prochko. Tekhnika Molodezhi, NQ3 1983. pp28-29.
"Bronieford". E.Prochko. Tekhnika Molodezhi. Date unknown, pp28-29 (FAI).
"Bronevik Revolushi". Leonid Gogolev. Tekhnika Molodezhi Ne 1, 1983, pp28-29.
"Cherez Lobie Prepyatstviya". E.Prochko. Tekhnika Molodezhi, NQ11 1983, pp24-25.
"Chrzest-Bojowy Pod Lodzia". Zolnierz Polski, NQ4 1987, pp4, 25.1.87.
"Die Fahzeugfamilie SPW-40 (6)". Modell Bau Heute , NQ2 1979, pp26 (BRDM).
"GAZ Powers Russian Export Drive". Christopher F.Foss. JDH/14 Oct 1995, pp25-26.
"GAZ v Broni". E.Prochko. Avtoshop, June 1995, pp36-40.

"GAZ Vehicles Address Russia's Changing Security Needs." Jim Kinnear. Jane's Intelligence Review, Vol 11 NQ1,
January 1999, pp 15-17.
"Gefechtsfahrzeuge der mot Schützen". MTH, Militarverlag, East Berlin,DDR.1985
"Istoria Razvitia bronierovannikh plavayushikh mashin Rosii". Aleksei Stepanov. Tekhnikai Vooruzhenie, No. 2, 2000,
pp1-7.
"Legkiy Dvukhosni". E.Prochko. Tekhnika Molodezhi, N910 1983, pp26-27.
"Legkiy Samochod Pancerny BA-64". Bogdan Gabrysiak. Modelarz, Issue unknown, pp28.
"Oruzie Rossii". Russia's Arms Catalogue. Vol. 1 Moscow, 1996-1997
"Opancerzony Samochod Rozpoznawczy SPW-40P". Modelarz N-3, 1984, pp29-30.
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"Pervie Amfibyi". Evgenniy Prochko. Tekhnika Molodezhi, NQ6 1983, pp26-27.
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"SPW-40P2 mit 6 PARL". Boris Lux. Modell Bau Heute, N93 1979, pp32-33.
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"Soviet BA-10 Armoured Car". James Steuard. AFV G2, Vol 4 NQ9, 1974. pp18-19.
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Russian Armored Cars : 1930-2000 335
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INDEX
Aizenberg, A.S., 156 Lazarev, B.F., 274

Arzamas, 10, 280, 282, 309 Lebedenko, N.N., 8
Astrov, N.A., 58, 70, 93, 181 Lender, F.F., 7
AZLK Moskvitch Plant, 113 Lependin, F.A., 58, 96
Lipgart, A.A., 32, 71, 93, 138, 181
Beria, Lavrentyi, 47
Bronnitsy Proving Ground, 294, 299, 305, 309 Molotov, V.M., 60
Bryansk Avtomobil Zavod, 317 Moscow Wagon Repair Plant, 93
Charron, Girardot, and Voigt, 7 NATI Institute, 54, 55, 178

Nakashidze, M.A., 7
Dedkov OKB, 189, 191, 212, 241 NAMI, 286
Dedkov, V.A., 189 Nezhdanovsky, S.S., 70
Degtyarev, V.A., 68 NII-6, 224
Dibov, O.V., 138 NII-21, 289, 299, 303, 305, 309
Dimitrovski Experimental Zavod, 317 Nil-125, 224
Dongusk Polygon, 275, 280 NIIAG, 224
Dyrenkov, N.I. 13, 16, 17, 113 NIIBT Polygon, 58, 67, 123, 156, 157, 176, 182
NIIBTTank Museum (Kubinka), 52, 167, 186, 207
FIAT, 9, 101 Nizhny Novgorod 9, 10, 13, 17, 33, 102, 282
First Brone-Tanko Automobilniy Zavod (BTAZ), 7 NTK GRAU Design Bureau, 274
Fitterman, B.M., 156 Novo-Kuznovo Auto Body Plant, 66
Nudelman, A. Ye., 229, 274
GABTU, 52, 71, 157, 176, 178, 181, 212, 299, 305
Gavalov, I.V., 181 Obukhov, N.Ya., 165
GAZ Design Bureau, 9,10, 31, 33, 47, 49, 54, 57, 58, 60, 66, Obukhovsky (Bolshevik) Plant, 7
68-72, 93, 96, 98, 102, 115, 138, 163, 165, 178, OKB-16 Design Bureau, 229
181, 189, 241, 280, 282, 286, 294
GKOT, 274 Putilov Plant, 7-9
Grachev, V.A. 49, 56-58, 64, 67, 70, 71, 93, 138, 181
Gudok Okiyabrya Plant, 102 Remontzavod (Repair Factory) No. 2, 72, 108, 112
Gulkevitch, Col., 8 Rubtsov, V.K., 189, 210, 212, 241
Russko-Baltiysky Plant, 7,9
Izedeliye 141, 189
Izedeliye 175, 69 Salomatin, D.V., 156
Izedeliye 41,241 Samoylov, V.F., 66
Izedeliye 64-125, 58 Saratovskiy Agregatny Zavod, 275
Izhorskiy Plant, 7-9, 13, 14, 18, 25, 33, 58, 101, 102, 115, Simonov, S.G., 68
118, 122, 123, 135, 138, 139, 156, 166, 174, 179 Smetannikov, P.V., 157
Smolin, V.N., 156
Kamaz Vehicle Plant, 209 Sorchkin, Yu.N., 57, 66, 181
Kartsev, G.V., 274 Storozhko, I.G., 49
KBM Missile Design Bureau, 224, 246 Stroev, S.S., 70
KBTM, 274 Strokanov, B.D., 101
KhalkinGol, 10, 19,33, 102, 112, 118, 135, 139
Khorol, D.M., 274 TsKB, 274
KhPZ Plant, 56
KIM Plant, 9, 13, 16, 17, 102, 113, 165 Vasserman, G.M., 58,66
Kirilov,A.N., 181 Vazhinsky, E.I., 101
Kirov Plant, 56 Vittenberg, LI., 101
Kirov, Sergei Mironovitch, 8 Voroshilov, Marshal Klimenti, 14, 60
Kolomna Plant (Zavod No. 38), 31, 54, 55 Vyksinsky (Vyska)(see page 321) Plant Zavod No. 177, 9,
Komarevskiy, V.T., 58, 66 25, 31, 33, 37, 47, 52, 54, 55, 58, 60, 66, 67, 71,
Kovrosky Mechanical Zavod, 275 93,123, 138
Kriger,A.M., 31
Kuzmin,A.D., 115 ZiS, 10, 123, 156, 157

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Russian Armored Cars

Darlington Productions, Inc.

Published and distributed by

The D-8 underwent Red Army acceptance trials in

D-8 armored car three-way view.

D-12 Light Armored Car

The D-12 (Dyrenkov-12) light armored car was

Design bureau: Moscow Auto Zavod (KIM) Automotive:

ABOVE: D-12 prototype at Izhorskiy. Another view of

RIGHT: D-12 standard production

FAI Light Armored Car

The FAI or FA-I (Ford-A - Izhorskiy) light armored

Design bureau: FAI bureau Firing height: NA

FAI standard production model.

FAIs on Red Square, Moscow.

Left: FAIs on parade, Red Square, 1st May

Right: FAIs on parade during the 1st May

The FAI had a crew of two, consisting of the driver

FAI-ZhD rail scout vehicle.

The FAI-ZhD rail scout variant was a very success-

FAI-M Light Armored Car

In 1936, the Vyksinsky plant began series produc-

FAI-M turret with 7.62mm DT armament.

FAI-M radiator armor.

This is the restored FAI-M which was,

SPECIFICATIONS GAZ-TK Firing height: N A

The GAZ-TK armored car was a reliable vehicle, but

mitter/receiver in the hull rear, for which a frame aerial

SPECIFICATIONS BA-20 Firing height: NA

Armor: (mm) Performance:

BA-20 on maneuvers, 1935. Note the large

BA-20 ZhD Rail Scout Armored Car. This

was otherwise generally similar in layout. BA-20ZhD

its rail reconnaissance role, a radio was fitted as standard

BA-20Ms in the Transcaucuses Military District, 1939 or 1940.

SPECIFICATIONS BA-20M Secondary armament: 15 x F-l grenades

Armor: (mm) Performance:

Upper left, middle left, and below: Three views of the

Above and left: Two posed "action" views of another

Türret view of the same BA-20M.

Below: BA-20M's on parade, Moscow, 7th Novem-

Above: BA-20M on a forest road, November 1941.

Below: BA-20M during battle for Moscow, December

Above: BA-20M column moving through a forest, De-

BA-20M at the Parola Tank Museum, Finland.

during the initial months of the war against Germany.

to increase the armor on these vehicles had only exacer-

LB-23. A rare photograph of the LB-23

Design bureau: GAZ OKB Elevation/depression: +23°/-13°

Armor: (mm) Performance:

BA-21 overhead view. Note the slope of the rear armor.

In response to this challenge, the 4x4 LB-62 was devel- Description

Design bureau: Zavod N°38 Elevation/depression: NA

Armor: (mm) Performance:

Two original BA-24-125 prototypes during evaluation

SPECIFICATIONS BA-64 (BA-64-125)

Design bureau: GAZ OKB Firing height: NA

An early BA-64,1st Czech Corps.

A BA-64 passing a cavalry patrol, 3rd Ukrainian Front, 1944.