Faun L908/54VA

     Notes: This is the predecessor of the Faun L912/45A below, and both of them were in German service until well into the 1980s.  The L-912/45A is still in service with Turkey.  It is a cabover vehicle, with a winch that has a capacity of 10 tons.  Some of these vehicles have a crane with a capacity of 1 ton. The L908/54V has a modular cargo bed, which enables it to carry personnel, containers, pallets, or drums. It also allows easy replacement of components, from wheels and axles to engines and cabs. The L908/54VA is powered by a Deutz F8 L714A 178-horsepower multifuel engine, and the transmission is manual with 6 forward and one reverse gear. Crew fatigue may be enhanced by the fact that steering and brakes are not power assisted. The spare wheel is carried behind the cab, lengthwise on the left side. There is only a very small space in the cab for crew belongings; the rest is carried in a box behind the cab.

     There is a fuel tanker variant, the L908/ATW.  This has a sealed tank carrying 15,000 liters of fuel; a water tanker was not designed. The ATW can fuel two vehicles at once with separate hoses and fuel valves. The ATW is powered by a Deutz F8 L714A multifuel engine developing 178 horsepower.  The L908/ATW is both underpowered and heavier than a standard L908/54A, and this leads to poor performance.

Faun L912/45A

     Notes: This is a heavy 6x6 truck more commonly used as a crane truck than anything else, though it was once the German Army’s primary heavy truck.  The layout is conventional, with the engine front, cab center, and cargo body to the rear. The cab normally has a canvas roof, but some have hard roofs; neither have any sort of hatch or observation flap. The cargo body has non-removable sides, but a drop tailgate, so containers or pallets carried must be smaller than 2.35 meters wide.  At the front of the vehicle is an 8-ton capacity winch. The L912/45A is powered by a Deutz F12 L714A multifuel engine developing 265 horsepower. Note that if the L912/45A stays on roads, it can haul 15 tons.

     The L912/5050A is a tipper truck, used to transport large vehicles (though it cannot take the weight of heavy armored vehicles); this has a flat cargo bed that tilts so that a vehicle can be pulled up onto the bed (by an 11-ton-capacity winch).  Conceivably, containers, pallets, or shelter bodies could also be dragged onto this cargo bed. This variant has the same engine and transmission as the L912/45A.

     Other variants include a tractor truck and an aviation fuel tanker.

Faun TF 50.60 ATEC

     Notes: The ATEC (All-Terrain Equipment Carrier) is similar to other PLS/DROPS-type trucks so often found in the West these days.  It is a truck designed for carrying heavy palletized or containerized loads.  (It is not really meant for carrying troops, and is not equipped to do so; the passenger load below is for a hypothetical jury-rigged passenger seat arrangement.)  The vehicle has a 12x10 suspension (which may be taken to 12x8 for road use); steering is normally done with the front three axles, but can be done on all five drive axles if necessary. The ATEC does have antilock brakes as well as a central tire pressure regulation system. The standard German military engine is a turbocharged diesel developing 560 horsepower, but other engines developing 400, 530, or 571 horsepower are available for the ATEC. The transmission is manual and has 16 forward and two reverse gears; an automatic transmission is optional. The cab is a forward control model with excellent visibility to all sides; the truck, and especially the cab, looks like a HEMTT with too many wheels.  The cab is air conditioned and heated.

IFA L60 APB

     Notes: This truck was produced by the former East Germany, and was still in German service in the 1990s.  The truck is of a cabover design with a cab called the 6400.  (The cab was originally supposed to be built by Volvo, but IFA choked when they heard the price.) The L60 was supposed to be an upgrade of the W50, but cost overruns, rapidly escalating labor costs, and increasing cost of components meant that the price of an L60 was RL twice the price of a W50.  The result was that the sales of the L60 were not nearly what IFA expected, and the reunification of Germany put a nail in the coffin of L60 production, as they had to then compete with outstanding designs of trucks from all over Europe. Production ended in August of 1990 after only 17,275 were built (and not necessarily sold).  However, with the advent of off-road races and competitions, the L60 has seen a new life, as it has decent off-road performance.

     The cargo area is covered with a canvas top over bows.  The front bumper has a 4500-kilogram winch with 60 meters of cable. The design closely follows the earlier W50, but the L60 has a more powerful engine (some sources say 173 horsepower, some say 180 horsepower, so I have included both below), better (but still manual) transmission, and power steering and brakes.  The L60 can also crabwalk at a Combat Move of 12, facilitating its off-road performance. Variants include a tractor-trailer, maintenance workshop, dump truck, shelter carrier, and crane.  Germany, Cambodia, Hungary, and Iraq use this vehicle.

IVECO Magirus 110.16 AWM

     Notes: This medium truck is available with either one set or two sets of tires on the rear axle.  It is of a cabover design, with a square three-man cab; the driver’s seat is adjustable.  The 110.16 AWM can carry cargo, passengers, or containers in its cargo bed, which may have hard or canvas sides and roof.  The 110.16 AWM has a roof hatch on the cab with a weapon mount; alternatively, a canvas cab roof may be provided with a ventilation flap in it.  A 5000 kilogram-capacity winch is in the front bumper, and stowage is provided for 5 jerry cans.  Standard fuel tankage is 130 liters, but a larger 200-liter tank may be installed. Behind the cab, a spare tire and wheel are provided. The engine is a Deutz BF 6L 913 turbocharged diesel delivering 168 horsepower, coupled to a manual transmission. Steering and brakes are power assisted. Maximum towed load is 11.8 tons. The 110.16 AWM is in widespread service worldwide.

     The 110.17 AM is a 4x2 version of the 110.16 AWM.  Except for its lesser off-road performance and somewhat better on-road, and the spare tire and wheel being under the frame, it is identical to the 110.16 AWM. It is also shorter in total length by 46 centimeters and shorter in wheelbase by 60 centimeters.

IVECO Magirus 120.19 ANWM

     Notes: This is an enlarged version of the 90-13 ANWM.  It has a more powerful Deutz F6L 413F 192-horsepower diesel engine, a longer wheelbase, and wider manual-transmission gear range.  The cargo body may be fitted with a variety of containers and hard or soft covers, and has drop sides and tailgate which are removable.  The cab has a roof hatch with a weapon mount, and has a large one-piece windshield; alternatively, a canvas cab roof may be provided with a ventilation flap in it.  Behind the cab, a spare tire and wheel are provided. Steering and brakes are power assisted. The 120.19 ANWM is fitted with either a 5000-kilogram or 8000-kilogram winch in the front bumper.  A wading kit is available which allows fording to a depth of 1.2m; without it, the maximum fording is 80 centimeters.  Maximum towed load is 6 tons. This vehicle is in service with many countries worldwide.

     The 130-liter and 200-liter fuel tanks are single tanks; the 330-liter fuel tankage actually has a separate 200-liter and a 130-liter tank installed. These tanks are identical to those installed on the 110.16 AWM above.

IVECO Magirus 160.23 ANWM

     Notes: The 160-23 is a lengthened and three-axle version of the 120.19.  It exists as a basic cargo/troop carrier, tanker, command post carrier, and mobile workshop.  The basic version has a canvas cover over bows for the cargo area.  The winch capacity is increased to 8000 or 10000 kilograms.  The maximum towed load is 12 tons. A wading kit is available which allows fording to a depth of 1.2m; without it, the maximum fording is 80 centimeters.  The engine is a Deutz F8 L419 232-horsepower diesel; coupled with the standard IVECO manual transmission with six forward gears and one reverse gear. The cab is conventional, with a hood which raises to the rear, and an adjustable driver’s seat and a bench seat for two passengers. The cab may have a canvas roof with a ventilation flap in it, or may be a hard top with a roof hatch and a weapon mount. Behind the cab, a spare tire and wheel are provided. Stowage for 5 jerry cans and personal gear is provided. Standard fuel tankage is 200 liters, but a larger 300-liter tank may be installed or both a 200 and 300-liter tank may be installed.

     The 160.25 ANWM is almost the same as the 160.23 ANWM, but has a strengthened suspension, and can haul 8 tons.

IVECO Magirus 200.23 ANWM

     Notes: The 200.23 is similar to the 160.23, but is larger, and has a more powerful engine. The basic version has a canvas cover over bows for the cargo area.  The winch capacity is increased to 8000 or 10000 kilograms.  The maximum towed load is 18 tons. A wading kit is available which allows fording to a depth of 1.2m; without it, the maximum fording is 80 centimeters. The cab is conventional, with a hood which raises to the rear, and an adjustable driver’s seat and a bench seat for two passengers. The cab may have a canvas roof with a ventilation flap in it, or may be a hard top with a roof hatch and a weapon mount. Behind the cab, a spare tire and wheel are provided. Stowage for 5 jerry cans and personal gear is provided. Standard fuel tankage is 200 liters, but a larger 300-liter tank may be installed or both a 200 and 300-liter tank may be installed. The engine of the 200.23 ANWM is a Deutz F8 L413F 232-horsepower diesel, with the standard IVECO manual transmission with six forward and one reverse gear.

     The 210.32 is the same truck, but it is powered by a 320-horsepower F10 L413F Deutz diesel. The more powerful engine makes the 210.32 a little heavier, but the 210.32 can haul slightly more weight.

IVECO Magirus 240.25

     Notes: This vehicle replaced the 160-23 and 200-23 in production.  It is basically an enlarged version of those vehicles.  The 240.25 comes in two versions, a short wheelbase version with a wheelbase of 4.2 meters and a long wheelbase variant with a wheelbase of 5.25 meters. The full length of these versions is 8.55 meters and 9.2 meters. The basic version has a canvas cover over bows for the cargo area.  The winch capacity is increased to 8000 or 10000 kilograms.  The maximum towed load is 11.5 tons. A wading kit is available which allows fording to a depth of 1.2m; without it, the maximum fording is 80 centimeters. The cab is conventional, with a hood which raises to the rear, and an adjustable driver’s seat and a bench seat for two passengers. The cab may have a canvas roof with a ventilation flap in it, or may be a hard top with a roof hatch and a weapon mount. Behind the cab, a spare tire and wheel are provided. Stowage for 5 jerry cans and personal gear is provided. The 240.25 is powered by a Deutz F8 L513 264-horsepower diesel engine, coupled with the standard Magirus manual transmission with 6 forward gears and one reverse gear. Steering and brakes are power assisted.

MAN 11.136 HA

     Notes: This is a heavy 4x4 truck used by Belgium.  It is the replacement for the MAN 630 in Belgian service.  The layout is conventional, with the engine front, cab center, and cargo body to the rear. The cab has an adjustable seat for the driver and a bench seat for the two passengers. The engine compartment has a reinforced hood and windshield.  The 11.136 HA has locking differentials, and a buzzer sounds when the differential locks are engaged or removed. The rear cargo area has a canvas cover, steel frame, and steel drop sides and tailgate.  The floor of the cargo area is made of pine.  The 11.136 HA is powered by a MAN/Renault 797/06 diesel developing 150 horsepower.

     The 11.136 H is a variant, designed primarily for civilian concerns, which has a 4x2 suspension.  Other details are the same as the 11.136 HA.

     The 11.136 Expedition Truck is an example of several heavy and medium trucks which have been made over into mobile homes. The rear cargo area is made over into a box body, which is insulated and provided with air conditioning and heating. The suspension is re-tuned to give a softer ride, and an automatic transmission is an option.  The box body has within it a retractable double bed.  The area has a kitchenette with an oak counter, a two-burner induction stove top, a large sink with a separate faucet providing filtered drinking water and a washing tap, and a refrigerator with a small freezer. There is also s small bathroom with a shower and a separate composting toilet. Other refinements include a 300Ah/27V lithium battery, 1200-watt solar panels on the roof, a TV and radio, numerous outlets, a system to control and monitor the electrical system, four cameras around the truck to monitor the outside and two dashcams, and a bike rack for two bicycles.  The interior of the box body has a couch and two other chairs. Water is provided by a 350-liter tank for the kitchen and bathroom. The fuel tankage is also increased. The sides have racks for outsized pieces of equipment and belongings. The cab has a CB radio, with auxiliary controls in the box body. The interior of the truck, in both the cab and box body, are luxurious.

MAN 14.240 FAEG/20.280 DFAEG

     Notes: This medium 4x4 truck was based on standard commercial components, with minor modifications for military use.  It is an upgrade of the MAN 11.136 HA, and is in service with various North African and South American countries.  The layout is conventional, and the rear cargo area has a steel frame, aluminum drop sides and tailgate, a tarpaulin cover, and a floor made of pine.  The cab is of the cabover type, with an adjustable seat for the driver and a bench for the two passengers in the cab, and a small space behind the seats for the crew’s belongings. The 20.280 DFAEG is a larger version of the same truck, with a 6x6 suspension, more powerful engine, and higher load-carrying ability. The 14.240 is powered by a MAN D2566 MPG diesel developing 240 horsepower; the 20.280 uses a 280-horsepower MAN D2566 MTPG diesel.

     In the civilian world, the 14.240 and 20.280 are used as the chassis for a host of buses, such as the MCV Evolution.

MAN 18.284/18.223 LAE

     Notes: This is a civilian truck (the M2000) modified to military standards.  The 18.284 is compact, with an length of only six meters, but sturdy. The cab is of the cabover type, with an adjustable seat for the driver and a bench for the two passengers in the cab, and a small space behind the seats for the crew’s belongings. A spare wheel and tire is stowed on a rack attached to the rear of the cab. The 18.284 may tow up to 30 tons. It is otherwise an unremarkable truck except for its cargo capacity.  The 18.284 uses a MAN Type D0836 280-horsepower diesel, coupled with an Eaton 8209 manual transmission with nine forward and one reverse gear.

     The 18.223 is similar to the 18.284, but can carry more cargo due to a reinforced suspension.  The M2000 is the civilian version, with a 4x2 suspension and greater cargo capacity than the 18.284. It’s listed cargo capacity on roads; cargo capacity drops to 9 tons off-road. M2000s will rarely be found in a troop-carrying configuration; they will be flatbeds, crane carriers, container and pallet carriers, tankers, etc. – almost any configuration a civilian business may need.

MAN 630

     Notes: This medium 4x4 truck was the standard truck in its class in the German Army until recently.  It is still used in large numbers by Germany, and by Belgium, India, and several nations in Central and South America.  Variants include an ambulance, a decontamination vehicle, an RPV carrier, a field kitchen, a radar vehicle, a tanker, a dump truck, and a hard-bodied shelter carrier.

     Several base variants are available, including the L1 4x2 civilian model and its off-road variant, the L1A civilian model with switchable 4x2/4x4 drive and is equivalent to the L2A for game purposes. The L2A is the base military model, also with switchable 4x2/4x4 drive; the L2AE is a variant with single rear tires instead of the dual rear tires of the L2A. The L3 is another civilian base model, with rear-wheel drive; it can be had in long-hood versions or with a cabover layout. Civilian models will have almost any configuration possible, from giant vacuum cleaners to tanker trucks that transport sewage to a flatbed container or pallet carrier. Civilian versions are relatively rare, with most models produced being the military L2AE variant.

     The engine of most variants is the MAN D1246 130-horsepower multifuel engine, coupled with a ZF AK6-55 manual transmission. The engine can burn a large number of petroleum-distillate fuels, including gasoline (of several grades), diesel, kerosene, waste oil, and jet fuels of various grades and types; performance may vary depending upon what fuel is being burned. (The stats below are for the 630 burning a mid-grade diesel fuel.) The layout is conventional, and both the cab and cargo area have removable canvas tops.  The hood is fairly long, with the cab behind it; the cab has an adjustable seat for the driver, and a bench seat for the two passengers in the cab.  Behind the seats is a narrow space for personal gear. Some of these vehicles have a 5000-kilogram-capacity winch mounted at the front.

Mercedes-Benz 1017

     Notes: The 1017 is part of a larger family of German trucks known as the NG (or New Generation). This included the 1017, which was developed to meet the needs of the German Army, and is essentially a commercial vehicle with a minimum of modifications to convert it to military service.  It is a 4x4 medium truck with a cabover layout, with a hatch of the cab roof and a weapon mount.  The middle seat can be folded to make a platform for a person standing in the roof hatch. Stowage boxes were added to the cargo area and rear wall of the cab.  The cab is noise and temperature insulated, and has a heater and air blower (but not an air conditioner).  The cargo area is bedded with wood and has attachment points for containers and van bodies, and has drop sides and tailgate. The vehicle comes in two broad versions, the 1017 (4x2) and the 1017A (selectable 4x2/4x4); most details are otherwise the same for the two suspension versions, though dimensions are slightly different. The engine is a Mercedes-Benz OM352A turbocharged diesel engine developing 172 horsepower. The steering is hydraulically boosted, and the brakes are air boosted. The maximum wading depth is 50 centimeters.

     This vehicle is in use by Germany, Belgium, Portugal, and other NATO units.

Mercedes-Benz 1217CA

     Notes: This vehicle is for cargo and personnel transport and for towing of light artillery pieces.  It is of cabover design, with either a standard two-door cab or a larger 4-door cab.  (You can jam four people into the rear seat, but three people are more comfortable.) The cab in both cases has a roof hatch; the missile seat folds down to provide a platform for a person to stand on and look out of the roof hatch.  The vehicle has a winch with a capacity of 5 tons and cable that may be led out to the front or rear. Suspension is 4x4 and the 1217CA has four-wheel boosted antilock brakes. The vehicle is powered by a Mercedes-Benz OM266A turbocharged diesel developing 170 horsepower, coupled to a manual transmission. The 1217CA is able to wade to a one-meter depth of water. Steering is power assisted. The maximum towed load is 10.5 tons.

     Variants include an ambulance, commo vehicle, tanker truck, and fire engine. 

Mercedes-Benz 1222A

     Notes: Two versions of this German truck are produced; one has a load area 4.35 meters long, and one has a load area 4.85 meters long.  Both have the same cargo capacity.  Two cab styles are available, one a standard cab and one an extended cab for more equipment storage behind the seats; no second row seats are installed as standard, and the space was designed for personal gear stowage. A winch may be mounted at the front or rear, with a capacity of 5 tons.  The cargo area has drop sides and a drop tailgate; hard-bodied versions are also available. Outside and in front of the load area is a spare wheel and tire. The 1222A’s engine is a Mercedes-Benz OM421 diesel developing 216 horsepower, coupled to a manual transmission. Brakes and steering are power boosted.

Mercedes-Benz 1628A/2028A/2628A

     Notes: The 1628A heavy truck was generally produced for export, and several European and African countries used them, but some were also used by the German Army.  The 2028A was likewise produced for export, and is used by Pakistan and the UAE. Like the 1222A, there are two cabs available, a normal one and a larger one with room for equipment storage behind the seats.  The 1628A is smaller and has a 4x4 suspension, and the 2028A is larger with a 6x6 suspension.  Both are capable of fording depths up to 1 meter, and have aluminum drop sides and tailgate.  Both are fitted with a winch at the front or rear with a capacity of 10 tons.  Both are powered by an OM422 280-horsepower diesel, coupled with a manual transmission with six forward and one reverse gear.

     The 2628A is a larger version of the 2028A.  Like that vehicle, it was designed primarily for export, and one of the countries using it is Brazil, where its chassis forms the basis for the ASTROS II multiple rocket launcher.  Another common use for this truck is as an artillery tractor, fitted with equipment and ammunition racks, and they are also used as recovery vehicles for armored personnel carriers; the cargo bed is big enough to carry an M113-sized vehicle, and the cargo capacity is just enough for that purpose.  That version can also carry other equipment, and is often used to carry construction or engineer equipment.  Like the other vehicles of the series, two cabs may be fitted, and like the 2028A, a 10-ton winch may be fitted either in front or in the rear. The 2628A also uses the OM422 engine.

Mercedes-Benz LG315/46

     Notes: This is a heavy 4x4 truck designed in the late 1950s and used by Germany until the late 1970s.  They are still in use by Chile.  The LG315/46 is a development of the civilian LG315 heavy truck, and belongs to the first generation of Bundeswehr wheeled vehicles. The Bundeswher decided to adopt the LG315/46 when it became apparent that MAN could not produce the required number of Model 630 trucks in a reasonable measure of time.

     It is a conventional design, with a very long hood to house the large multifuel engine.  The engine can burn basically any sort of petroleum distillate, including mixtures of different fuels. The engine of the LG315/46 is a Daimler-Benz OM315 145-horsepower engine coupled with an EZF manual transmission. The suspension is a switchable 4x2/4x4. The cargo area has drop sides and a tailgate, as well as a tarpaulin cover over bows. Engineer team variants have additional side openings in the tarpaulin cover and sides. The cab may have a canvas cover with an observation flap in it, or may have a metal roof with an observation hatch in it.  The cab has seats for the driver and passenger, and between them is a wooden platform to allow the passenger to become an observer.

     One variant is a tanker with a large tank holding 4200-liters; this is divided internally into two 2100-liter tanks. The vehicle has two fueling hoses, meters, and dispensers.

     Variants include a tanker, a vehicle with a telescoping observation mast, and a wrecker. 

Unimog Heavy Trucks

     Notes: The Mercedes Benz Unimog 1350L is a large truck used by a variety of nations around the world, including Germany and several other NATO countries.  It is not by the definition I use a heavy truck (5 tons capacity and up), but is included here for completeness; the U1550L is the same basic vehicle with a more powerful engine. The rear cargo area can be covered by a tarpaulin over bows; the cab may have a soft or hard top. A weapons mount is not normally supplied, but may be improvised. The 2150L is yet an even larger version of the Unimog series.  The U-2150L has larger tires, a different engine, and a larger cargo area. The U-2450L has a 6x6 suspension, larger cargo area, larger fuel tank, supercharged engine, and larger tires.

     The U1350L is powered by an OM366A 136-horsepower diesel; the U1550L is basically the same truck (there are some dimensional differences – the U1550L is almost a meter longer) with a more powerful 155-horsepower diesel engine. The U2150L has a more powerful 214-horsepower engine, and the U2450L has an even more powerful 240 horsepower supercharged engine.  Each truck has a manual transmission with eight forward and eight reverse gears.