Myzlshev AT-T

     Notes: The AT-T is an ancient Soviet artillery tractor, introduced in 1950.  It was once used widely throughout the former Soviet Union and Warsaw Pact, the former Yugoslavia, and several former Soviet client states in the Middle East and North Africa.  The AT-T is now unlikely to be found in any sort of military service in Russia or the former Warsaw Pact, and would probably be rare even in the former Yugoslavia, Middle East, and North Africa.  Most examples would probably be found these days in museums, private collections, and in the hands of collectors.

     The AT-T is a decent-sized vehicle (especially in width), and has a roomy cab seating up to four across one row of seats.  The tracked suspension does well over broken ground, though a ride in an AT-T is described by some as a miserable experience due to excessive bouncing and jolting.  The rear section is normally used to carry ammunition, equipment, and crews for the artillery pieces it normally tows, but it can also carry up to four rows of seats facing forward and seating up to four troops across.  The cargo area in either case is either open or covered with bows and a canvas cover.  The cab, on the other hand, is fully enclosed.  Engine power is abundant (necessary due to the high weight of the AT-T), with the AT-T rocking a V-401 diesel with 415 horsepower, but the transmission is manual and like many early Soviet military vehicles, a bit obtuse.  Towing capacity is likewise large, with the AT-T able to tow up to 25 tons.  Early production models were capable of fording up to 0.75 meters, but later examples can ford a full meter of water.

Ishimbai DT-10/DT-30 Vityaz

     Notes: This is a series of tracked all-terrain vehicles, the first of which (the DT-10P) appeared in 1982.  They have the same basic configuration as do many such vehicles, with a front section carrying the engine and drive components and much of the crew, and a rear section connected by an articulated coupling carrying cargo, more personnel, or specialist equipment (The DT-30 is an exception).  All of these vehicles are still in production with the exception of the DT-30, and none of them have ever been exported outside Russia and the former Soviet republics.  They are optimized for deep snow and swamps, with very wide rubber tracks that have steel shoes (960mm wide in the case of the DT-10s, and 1100mm for the DT-30s).  The roadwheels have independent suspension via torsion bars, and steering is hydraulically assisted.  Engines have a preheater for use in very cold climates, and the cab is also heated.  All use the same engine, a multifuel development of the engine used in the T-64 main battle tank, with the exception of the more powerful engines used in the DT-10PM and DT-30PM.

     The original DT-10P is the smallest of the series.  The cab/crew section carries ten crew and passengers, and there are two cargo areas, one behind the engine (which is behind the cab) and one in the rear module.  Both load areas may be fitted with bows and a tarpaulin cover.  The DT-10P is amphibious. The DT-10P is powered by a V-46-5 multifuel engine, essentially the same engine as the T-64, but given a rebuild; it develops 710 horsepower. The DT-10PM is an updated version of the DT-10P, with a more powerful YaMZ-847.10 diesel engine developing 800 horsepower and a hydromechanical transmission with a torque converter.  It is also amphibious.

     As stated above, the DT-30 has a single body supporting a flatbed cargo trailer connected to the main vehicle with a gimbal.  It is not amphibious.  It is typically used to carry shelter bodies, containerized loads, and items such as rubber fuel bladders or tank bodies for water or fuel.  The DT-30P is a more normal version of this series of vehicles, with twin bodies like the DT-10P, and is basically a larger version of the DT-10P.  The DT-30P is amphibious, and it has a 10-ton material-handling crane. The DT-30PM is the DT-30P’s counterpart to the DT-10PM, with a more powerful engine and improved transmission.

     Twilight 2000 Notes: The DT-10PM and DT-30PM are fairly rare compared to the other vehicles of these series in the Twilight 2000 timeline.

     Merc 2000 Notes: Some of these series, most notably the DT-10PM, are in use by the UN and by civilian Arctic and Antarctic research outfits, while more, including both the DT-10PM and DT-30PM, are used by those looking for or drilling for oil in the far north reaches of the Earth.

Metrovagonmash GM-569A

     Notes: This new tracked carrier first appeared in reports in the West in 1990, but probably had been in use for a couple of years prior to that.  It is basically a new design, but uses drive components of the T-64 main battle tank, but with three possible and increasingly-powerful engines. All are variants of the V-64DT, which is itself a variant of the T-64’s engine.  The transmission is an improved hydromechanical design, with a reduction mechanism, a hydraulic torque converter, an equalizing block, and hydraulically assisted steering.  It is essentially a sophisticated form of automatic transmission, but drivers require special training to properly operate the vehicle and get the best performance out of it; mechanics likewise require special training.  When properly employed, high speed and tight turns are possible on difficult terrain, and even pivot turns at maximum speed are possible on hard surfaces.  Though the primary engine is a multifuel diesel engine, a small gas turbine is used to power the GM-569A’s two electrical system generators.  (A drawback of these systems is the relatively high weight of the vehicle.)  The body of the GM-569A has a forward crew/passenger compartment and cargo compartment at the front in a low superstructure; the rear of the vehicle houses the engine in a higher-roofed compartment.  The GM-569A has six roadwheels and four return roadwheels on each side.  The primary role of the GM-569A in the Russian Army is that of artillery tractor, but it can be used as a general-purpose carrier as well.

     A variant of the GM-569A, the GM-5955, is longer, with seven roadwheels on each side.  Its primary role in the Russian Army is to carry components of the Tor-M1 SAM system, but it also can be used for general cargo-carrying duties when required.

Kirov K-61

     Notes: Also known as the GPT, the K-61 replaced the earlier BAV-485 as an amphibious carrier.  Primarily meant for use in shallow-water and riverine operations, the K-61 can also be used to carry troops from assault units to shore.   The K-61 is far larger than the BAV-485, and uses a tracked suspension instead of wheels.  The engine is partially in front and partially underneath the driver/crew compartment, and the rear has a large cargo/passenger compartment at the rear accessed by a drop ramp.  Both the driver/crew compartment and the cargo compartment are normally open, but both may be covered by a tarpaulin cover (the compartments are high enough that bows are not necessary).  The cargo/passenger compartment is large enough to allow cargo as large as a light truck, several 120mm mortars, light field guns, or three AA guns such as a ZPU-2 or ZPU-4.  The sides of the compartment have fold-down seats for troops as well.  Propulsion in the water is provided by a pair of 3-bladed propellers at the rear of the K-61, under the ramp. Power is provided by a YaAZ-204V 128.2-horsepower diesel engine. The fuel storage is split between two 130-liter tanks.

    Once common throughout the former Warsaw Pact, Soviet Union, and several client states, the K-61 was almost totally replaced by the PTS series starting in the mid-1960s.  Egypt is known to have retained a few, and Vietnam still uses the K-61.

KamAZ-5350 Myctahr

     Notes: The KamAZ-5350 Myctahr (Mustang) is part of a family of trucks, including the KamAZ-4350 and KamAZ-6350.  These trucks have a high degree of parts commonality.  These trucks are known for their high-efficiency engines and long range.  The cargo body has drop sides and a drop tailgate; it is made of all-steel components. The truck is of the cabover configuration, and is equipped with a heater for the cab; the cab has seating for three people, including an adjustable seat and steering column for the driver, and also has sleeping berth behind the seats. The cab may be protected by armor modules including additional mine protection. There are otherwise at least ten variants of the KamAZ-5350, ranging from long wheelbase versions to APCs based on the chassis. The truck is powered by a KamAZ 13-260 turbocharged diesel engine developing 260 horsepower. The KamAZ-5350 is equipped with a cold weather starting device which is effective down to -50 degrees Celsius. Note that if the 5350 stays on roads, it can haul up to 7.3 tons. Towing is likewise affected by the surface upon which the 5350 rides; off road, towing is 8 tons, while on road the limit is 12 tons.

     The KamAZ-53501 is a long wheelbase version of the 5350 which also has a beefed-up suspension to allow it to carry larger and heavier cargo. The 53501 is often used to carry heavy specialist equipment or large shelter bodies containing C3I elements. Again, as much parts commonality as possible are used in the construction of the 53501; for example, the cab is identical, as are the armor modules for the cab, the tires, the wheels, the engine and transmission, and the suspension elements and some other elements.  If the 53501 stays on roads, it may haul 11.3 tons. Towing is the same as on the 5350.

*The AV listed applies only to the cab; the rest of the truck is AV1.  The cab floor has an AV of 4Sp.

KamAZ-6350 Myctahr

     Notes: This is one of the largest of the KamAZ-built trucks, as well as being the largest of the Myctahr series.  It is related to the 5350 above and 4350 in Russian Medium Unarmored Vehicles, with a lot of parts commonality between the vehicles. The 6350 uses the same cab, an engine which is a variant of the 5350’s engine, and even some of the same suspension elements, including the same wheels and tires. The 6350 has an 8x8 suspension and is powered by a KamAZ-740.50-360 turbocharged diesel developing 360 horsepower, coupled with a ZF 16 S1820 manual transmission. The 6350 is actually able to haul 12.5 tons if the vehicle sticks to roads; likewise, the 6350 can tow 12 tons off road, but 15 tons on road. The cargo body has drop sides and a drop tailgate; it is made of all-steel components. The truck is of the cabover configuration, and is equipped with a heater for the cab; the cab has seating for three people, including an adjustable seat and steering column for the driver, and also has sleeping berth behind the seats. The cab may be protected by armor modules including additional mine protection. The 6350 has an 8x8 suspension, but steering is only on the front axle, so turning radius is nothing to write home about. The 6350 is not amphibious, but can ford a water obstacle 1.75 meters deep.

     There are several variants, including the two listed below, and several specialist versions, ranging from hard-sided shelter versions to electronic warfare carriers to command vehicles.

     The KamAZ-63501 is similar to the 53501 version above, but based on the 6350.  The 63501 can be found in a basic truck version, but is more likely to be found as a specialist hard-side shelter carrier version; there is also a pontoon bridge carrier version. The wheelbase is the same as on the 6350, but the chassis and cargo bed are actually slightly shorter on the 63501 than on the 6350. The 63501 can haul 15.3 tons on roads; the 63501 can tow 11 tons off road, or 15 tons on road. The basic truck version is given below.

     The KamAZ-6560 is a long wheelbase version with a beefed-up suspension, able to haul an enormous amount of cargo. However, the 6560 is mostly found as a chassis for various weapons systems and specialist vehicles or large shelter bodies containing C3I elements.  The basic truck version is given below. The 6560 is physically an enormous truck, over ten meters long with a 7.5-meter-long cargo bed.  It has a KamAZ-740.632-400 turbocharged 400-horsepower diesel, coupled to the same transmission as the 6350 and 63501. The fuel tank is almost twice what the 6350 and 63501 have. Nonetheless, parts commonality is foremost in the design, with the 6560 using the same cab, an uprated version of the same engine, and sharing suspension elements. As with the other trucks in this line, the 6560 can carry more cargo if it stays on roads – 22.4 tons on road.  The 6560 can tow 7.5 tons off road, but 12 tons on road.

*The AV listed applies only to the cab; the rest of the truck is AV1.  The cab floor has an AV of 4Sp.

MAZ-200

     Notes: This is a post-World War 2 truck similar to many US trucks of the World War 2 period, particularly the Studebaker and Ford trucks supplied via Lend Lease to the Russians during World War 2.  It is a rather light truck for its size, constructed of sheet steel and light frame. The suspension is a 4x2 suspension and has limited off road utility, though it has high road speeds for a truck of its time period. This increased with the MAZ-200P, which had the more powerful YaMZ-236 engine developing 150 horsepower.  Off-road performance increased with the MAZ-502, which had a 4x4 suspension and the YaMZ-236 engine as standard. Standard engine for early production of the MAZ-200 was the YaMZ-M204-4 developing 120 horsepower. (This engine is a copy of the Detroit Diesel Series 71 engine.) Note that if the MAZ-200 stays on roads, it can haul 7 tons; similarly, the MAZ-200 can tow 7.5 tons off road, but can tow 9.5 tons on roads.

     Other variants include a tanker, a mobile crane, 2 tractor trucks, a dedicated trailer towing truck, and a dump truck. There are also several civilian versions, most notably a logging truck. Prototype 6x6 modifications to the MAZ-200 led to the Ural-375 truck.

MAZ-500 Silovik

     Notes: This is a civilian vehicle adapted for military use.  It was used by Russians for cargoes ranging from bulk supplies to bridging equipment, but the main use was as a box-body command vehicle or as a troop carrier.  The cab is the forward control type (cabover), and is all-steel; indeed, the MAZ-500 is all steel except for the bed of its cargo box, which is of beech. The cabover design, a little-used design at the time of the MAZ-500’s advent, was chosen to allow an increase in the cargo bed size while decreasing weight.  A further design innovation was the forward tilting cab to access the engine and transmission, virtually never used at the time. The cab also has something little seen in military trucks: a sleeping berth behind the seats. The seats are known to be quite comfortable, though they are not adjustable. The suspension was beefed up over the MAZ-200, leading to a reasonably comfortable ride; the MAZ-500’s roots as a civilian truck also helped here. Another design feature which was little seen in the Soviet military was the ability to start the engine by use of a slave cable, making starts of the engine with a dead battery easier. The suspension is, unfortunately, a 4x2 suspension, with rear-wheel drive, and the MAZ-500 has limited off-road capability.

     The standard engine for about half of the MAZ-500 series was the YaMZ-236 diesel, developing 180 horsepower, coupled with a manual transmission retained from the civilian truck base. The MAZ-500 was well known for its dirty, oily exhaust – the MAZ-500 is definitely a pollution packer. An unmodified MAZ-500 cannot even be legally driven on European roads today, due to its exhaust. Initially the clutch was a single-plate design, but starting in 1970 this was replaced by a double-plate clutch, which made shifting gears much easier. The MAZ-500 has all-wheel braking.

     For game purposes and due to a lack of data, only the following variants will be covered here: MAZ-500S is a variant for Arctic realms; the cab is better insulated, a more efficient heater is installed, and a starting system which works down to -50 degrees Celsius is installed. Otherwise, the MAZ-500S is identical to the MAZ-500. The MAZ-500YU is the opposite of the MAZ-500S; it is designed for hot weather and has additional insulation and cab ventilation. It is otherwise the same as the MAZ-500. The MAZ-500V is designed specifically for military transport and is the variant most the players will most often encounter; this version has folding troop seats on either side of the cargo bed, facing in. The MAZ-500V is fitted with the more powerful YaMZ-238 240-horsepower diesel. The MAZ-500G is designed for outsized cargo and has a flat load bed with no tarpaulin cover or troop seats; it is relatively rare. The MAZ-505 was an experimental version of the MAZ-500V with a 4x4 suspension; it is not likely to be encountered, but is included here for completeness. The MAZ-500A has an optimized transmission, along with suspension changes; the MAZ-500A can haul 8 tons and has better fuel economy than the MAZ-500.

     Other variants which will not be covered here include two dump trucks, a logging truck, and at least three tractor trucks.

MAZ-543

     Notes: Russian, former Pact, Iraqi, and Yugoslav units use this 8x8 heavy truck family.  It is designed for off-road use, with a heavy-duty suspension.  It is not normally a troop carrier (such are exceedingly rare), but is instead used to transport fire direction centers, command posts, Scud and Scaleboard missiles, or heavy cargoes or tanker bodies. 

     The MAZ-543 has an unusual split cab, with a driver on each side of the split and the two cabs on each side of the front of the vehicle. The split cabs are fabricated of fiberglass and connected by an intercom system. The tops of the cabs hinge open to the front for entrance and exit. The MAZ-543 is powered by a D12A-525 tank diesel engine developing 525 horsepower, along with a heavy-duty automatic transmission. The suspension is 8x8 and steers with the front two axles. Each wheel has an independent suspension. The axles have locking differentials, and the tires are very large and puncture resistant.

     The MAZ-543M, MAZ-543P, MAZ-543P, MAZ-547, MAZ-7910, MAZ-73132, and MAZ-74106 are used to carry large MRLs, SSMs, or radar sets, and will not be elaborated here (except for the MAZ-543M). The MAZ-7310 is used for rough-terrain oil prospecting and drilling, and often operates with a large trailer as a road-train.  It is also used as the basis for an airfield firefighting engine. It will not otherwise be elaborated here. A tractor truck was also devised, but not manufactured on a large scale; its purpose was to transport long tank trailers used to transport a tank and equipment for it. Another use is a mobile hotel with 24 rooms, a mobile shower, and a mobile laundry unit.

MT-S

     Notes: This vehicle entered service at about the same time as the MT-T below, but was not built in large numbers (as a cargo carrier) and is no longer in service in large numbers in Russia.  It was never exported.  Little is known about the MT-S, but it is powered by an engine similar to that of the MT-T (a V-64-4 diesel developing 710 horsepower), and the chassis is derived from that of the 2S3 Akatsiya self-propelled howitzer.  Though not used much as a cargo carrier, the MT-S has been used as the basis of some specialist vehicles, including the GMZ minelayer and a resupply and radar vehicle for the SA-11 surface-to-air missile.

     The MT-SM is a modernized version of the MT-S; while it does share some many components with the MT-S, including the basic body and chassis, it also shares many components with the GM-569A general-purpose carrier.  The engine has been replaced with a more powerful V-84Zh 780-horsepower multifuel engine with a preheater.  The purpose of the MT-SM ranges from large bulk cargo transport to acting as an artillery and radar tractor. The MT-SM can tow 15 tons. This version is much more common, but again has not been exported outside Russia and the former Soviet republics. 

     In both cases, the crew cab is in a tandem configuration, with two crewmembers up front and two to the rear in the case of the MT-S, and one in front and one to the rear in the case of the MT-SM.  The engine compartment is to the right of the cab.  In the rear is the cargo section, which has bows and a canvas tilt over it.  The MT-SM is further differentiated by its smaller roadwheels.

MT-T

     Notes: The MT-T is a Russian tracked logistics carrier used for the transporting of heavy loads.  The chassis of the MT-T is the basis for several other vehicles, including the BAT-2 engineer vehicle, the PMM-2 bridging vehicle, the PTS-2 amphibious tracked vehicle (below), and as a vehicle carrying the SA-12 surface to air missile system.  The V-64-4 diesel engine in the MT-T is derived from that of the T-72 tank, and the suspension is derived from the T-64 tank; the engine outputs 710 horsepower.  The engine is directly behind the forward cab, with a rear cargo area covered with a canvas top.  The roof of the cab has a hatch with a mount for a machinegun. The cab occupants are protected by an NBC Overpressure system and radiation shielding. The rear of the vehicle has a winch with a capacity of 25 tons. The MT-T is not amphibious, but can ford 1.3 meters depth.

     Since the Russians have replaced most of their towed guns with self-propelled guns, many MT-Ts have become available for general towing and cargo carrying duties.

MZKT-79191

     Notes: Perhaps one of the largest military trucks anywhere, the MZKT-79191 is a 12x12 vehicle able to switch power from one of its axles to conserve fuel.  The size is phenomenal, with a length of over 16 ½ meters.  It uses a forward control cab and low-pressure tires to help off-road mobility.  Most of these gigantic trucks are used by civilian concerns, especially the mining and oil industries, but some are used by the Russian military, primarily to transport IRBM and ICBM-type missiles. Power is provided by a YaMZ-8401 turbocharged diesel developing 650 horsepower, a Deutz TBD 616 diesel developing 653 horsepower, or a Daimler Benz diesel developing 677 horsepower, coupled with a quite complicated automatic transmission. The driver has power steering and power brakes to aid in maneuvering the vehicle. The truck has locking differentials and steers on its front three and rear two axles, giving it a remarkable turning radius for its huge size. The MZKT-79191 is not generally set up to carry personnel, though it sometimes carries large cargo; the Crew Rating listed below is for a jury-rigged setup.

     Twilight 2000 Notes: Neither the Deutz nor the Daimler Benz engines are available in the Twilight 2000 timeline.

MZKT Volat 79098

     Notes: Described by the Russians as a “heavy-duty cargo truck,” the Volat is able to transport enormous loads across difficult terrain.  It is optimized for hot weather (it was designed for export to the Middle East), able to operate in temperatures of up to 55 degrees Celsius without difficulty.  It is a huge vehicle; just the load area is 5.82x2.85 meters in size.  A crane is located at the rear of the cargo area with a capacity of 1.17 tons and a reach of 7 meters.  The suspension is 8x8 with independent suspension for each wheel. The Volat can ford a 1-meter depth, but is not amphibious. The vehicle is of cabover design, tilting forward for access to the engine and transmission.  The cab is air conditioned and there is a hatch on the roof with a weapon mount. The Volat is powered by either a Deutz V8 turbocharged diesel developing 544 horsepower, or a Mercedes Benz turbocharged diesel developing 503 horsepower. This is coupled with an Alison CLT 754 automatic transmission.

     Variants include a tanker and a heavy wrecker.

Krasnoyarsk PTS

     Notes: This is a large amphibious logistics carrier used to carry large loads and offload assault ships.  The PTS is controlled from a cab at the front of the vehicle.  Some of these vehicles have a weapon mount over the commander’s position, but most are unarmed.  The cargo area is large, wide, and open-topped.  Troops and equipment are loaded and unloaded over the top or by a powered ramp at the rear of the vehicle.  The PTS is powered by an A-712P 300-horsepower diesel, coupled with a semiautomatic transmission. For amphibious operations, the PTS uses a PTO propeller drive. The cab of the PTS is equipped to operate in NBC environments and is NBC sealed (but not equipped with an NBC Overpressure system). Most former Pact members as well as Algeria, Angola, Congo, Cuba, Egypt, India, Iran, Libya, Tanzania, Vietnam, Yemen, and Yugoslavia use the PTS-M series, though in most Pact countries it has been largely replaced by the newer PTS-M and even newer PTS-2.

     The PTS-M is virtually identical to the PTS, but is powered by a V-54P diesel developing 350 horsepower.

     The PTS-2 is the replacement for the PTS-M.  It is basically a PTS-M with a far more powerful engine (derived from that of the T-72 MBT), a 710-horsepower V-64-4; a revised running gear with 7 roadwheels on each side, NBC sealing protection, and a rear ramp.  The PTS-2 is also 500mm longer and wider, and the PTS-2 can carry more cargo. 

     The PTS-4 is an almost new design, based on the T-80, and with the engine of a T-90; this is a V-84MS diesel, with an output of 840 horsepower. The PTS-4’s cab has an NBC Overpressure system, and the vehicle is protected by a remote Kord machinegun on a mount in front of the cab. The PTS-4 is almost entirely cargo bay; though more compact than the PTS and PTS-M, it can carry much more cargo. One of the big reasons the Russians came up with the PTS-4 was that the PTS, PTS-M, and PTS-2 were designed and built in Ukraine, and they lost control of these Ukrainian facilities. The PTS-4 is built in Omsk.  The Russians also took the opportunity to make improvements.  Perhaps the real ancestor of the PTS-4 is the K-61 (above).

     The PTS-3 was an aborti9ve design based on the T-64 tank chassis.  The Russians decided that the PTS-3 design would not move forward, as the production facilities for the T-64 are in Ukraine, and the Russians did not have access to them after Ukrainian independence. The PTS-3 will not be detailed further here.

Ural-377

     Notes: This is a 6x4 heavy truck with fair cross-country performance, based upon the Ural-375.  The Ural-377 is an old truck, with examples being produced from 1965-1983. The military version is the Ural-377M; it has a central tire regulation system not found on the basic version or civilian versions. (The Ural-377M is the version detailed below.) Layout is conventional, with engine in front, cab behind it, and a rear cargo bed.  The rear cargo area is of wooden construction over steel, and is much longer than the Ural-375's cargo area, as the spare wheel was shifted to under the rear frame instead of being at the front of the cargo body. Standard equipment includes a cab heater, and the cab has room for the driver and two passengers.  The towing capacity of the Ural-377 is 5.6 tons cross-country and 10.5 tons on roads. The Ural-377 is powered by a ZIL-375Ya gasoline engine developing 175 horsepower as the rather high RPM of 3000 (some sources say 3100 RPM) coupled with a manual transmission.

     The Ural-377D is the winterized version, with an insulated cab, snow tires, and windows with double-paned glass.  The Ural-377S is a semi-tractor trailer version of the basic truck; it has no cargo bed, and instead has a fifth wheel for towing the trailers. 

Ural-4320

     Notes: This is a 6x6 truck that is a development of the Ural-375.  The original gasoline engine is replaced with a more powerful diesel engine, fuel consumption is cut, and cargo capacity is increased. The cab is increased in size to allow three persons.  The 4320 has two folding bench seats in the rear, in addition to a removable center bench. The Ural-4320-10 has a front-mounted winch with a capacity of 7 tons, and has 60 meters of cable; it is powered by a 180-horsepower YaMZ-236M2 diesel engine. The 4320-31 is powered by a 240-horsepower YaMZ-238M2 diesel engine and also has a winch. The 4320-300 has a reinforced chassis, suspension, and frame, allowing for a dramatic payload increase; it is powered by a YaMZ-238MB diesel developing 300 horsepower. It also has a winch. The 4320VV is an armored version used by Internal Security troops; it is powered by a 270-horsepower diesel engine of unknown type and has a large fuel tank, and a roof hatch with a weapon mount. It also has the winch of the 4320-10. Its armor will stop small arms rounds, but the 4320VV is not suited for frontline combat.

     This vehicle is available as a cargo/troop carrier, tanker, recovery vehicle, and workshop.

Ural-43223

     Notes: This is a truck designed for extreme environments, operating reliably in temperatures from -50 to +50 degrees Centigrade and at altitudes up to 4000 meters.  The cab is heated, and the driver’s seat is adjustable. The truck has a conventional layout with the engine up front, cab in the center, and a rear cargo bed. The air intake for the engine and the exhaust are mounted high on the truck to allow 1.75 meters of fording (though it is not amphibious). On the front is mounted an 8-ton-capacity winch. The Ural-43223 is powered by a Ural-744 diesel engine with 234 horsepower; only 405 of these engines were produced, and it is the only engine to power the Ural-43223, so production of the truck is probably less than those 405 engine examples.

     Variants such as a van/shelter body or tanker are available. 

Zil-133

     Notes: This is a 6x4 version of the Zil-130.  The Zil-133 base model has a 220 hp engine, but this was found to be so fuel hungry and prone to overspeeding that it was replaced by a version of the same engine that is much less powerful at 180 horsepower.  By the early 1980s, the Zil-133G1 was in production, and these were later replaced by more modern vehicles; however, a variant designated the Zil-133G2 was also produced, with a beefed-up suspension to allow a greater load limit. In 1979, another engine was available, the 207-horsepower KamAZ-740 diesel; the Zil-133 which received this engine was designated Zil-133GYa, and in 1983 the Zil-133G1 and G2 were taken out of service in favor of the Zil-133GYa. (This variant has a longer nose due to the larger engine.) Production greatly increased and some sources say that production for the military continued until 1992, others say 1994. Production continued in civilian form (mostly produced with a bare frame, allowing customers to have them finished as desired) until 2002.

Zil-135

     Notes: An 8 x 8 heavy truck with decent cross-country performance, the Zil-135 is the carrier for the Bm-27 rocket launcher system.  It is also used as a FROG-7 launcher, cruise missile launcher, ZU-23 twin autocannon carrier, and cargo/troop carrier.  Many countries use the Zil-135, including former Warsaw Pact, Russia, Algeria, Egypt, Cuba, Iraq, North Korea, Yemen, and Yugoslavia.

     A secondary benefit of being a missile truck is that the Zil-135’s cab is protected by NBC Overpressure, more to keep it safe from contaminants in the fuel for rockets and missiles than to keep safe from contaminants on the NBC battlefield. The Zil-135 has two engines – one powers the wheels on the left side of the vehicle, and one powers those on the right side of the vehicle. The engines are Zil-375 VA gasoline engines, each with 180 horsepower. The transmission is hydromechanical, with the power assist necessary to provide oomph to gear changes from the driver that had to span two engines.  Steering and brakes are power assisted and steering is by the front and rear axles. The later (1965) Zil-135E uses a diesel-electric transmission, which eliminates the need for a mechanical gearbox and essentially provides an automatic transmission, but is otherwise for game purposes identical to the base Zil-135.The Zil-135L4 is the dedicated cargo truck variant. The cab was made out of plastic, with three windshields (all with a separate windshield wiper) that were downsloped to help eliminate glare. The Zil-135MB has an improved suspension and is able to carry a larger load; it is also powered by a single 300-horsepower diesel engine.