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Millbrook, based in Bedfordshire, UK, makes a significant contribution to the quality and performance of military vehicles worldwide. Its specialist expertise is focussed in two distinct areas: test programmes to help armed services and their suppliers ensure that their vehicles and systems work as the specification requires; and design and build work to upgrade new or existing vehicles, evaluate vehicle capability and investigate in-service failures. Complementing these is driver and service training and a hospitality business that allows customers to use selected areas of Millbrook’s remarkable facilities for demonstrations and exhibitions.
Tel: +44 (0) 1525 408408
www.millbrook.co.uk/military
U.K. MoD SUV IPT
The foresight shown by the U.K. MoD SUV IPT team in 2001 in the establishment of the Defence Vehicle Dynamics (DVD) Exhibition, laid the foundations for what is now Europe’s largest military vehicle Exhibition. From small beginnings at Chertsey in 2001 and 2002, the move to Millbrook in 2003 added a new and vital dimension to the event.
Whilst Chertsey gave the SUV IPT a snapshot in the development and capability of these vehicles, some of which went on to the Gatekeeper trials, it did not give the IPT that key edge in proving the vehicle’s worth – independent evaluation
Millbrook
The move of DVD to Millbrook and the subsequent partnership with Millbrook in the evaluation process has given the MoD a unique process whereby vehicles can be evaluated and purchased in a streamlined procurement process. Again, little did they know how important this process would become and how the two wars in Iraq and Afghanistan would change not only the manner by which vehicles were procured but the vehicles themselves.
Basing DVD at Millbrook has enabled the MoD to put vehicles through their paces over Millbrook’s extensive military test facilities. However, what the visitor sees and drives at DVD is only a snapshot of Millbrook’s true capabilities.
At the heart of Millbrook’s military operations is an ability to simulate the challenging usage conditions faced by a wide range of vehicles. Millbrook’s remarkable ability in this field is recognised as ‘The Home of the UK MoD’s Battlefield Mission,’ a carefully defined simulation of typical operational usage.
Millbrook is now the Track of choice for the MoD’s Battlefield Mission testing, a role which has come into prominence with the very rugged conditions faced in theatres of operation such as Iraq and Afghanistan. The Company has added new track features, a Tilt Table and a new trailer test facility to ensure that trailers as well as vehicles survive the rugged conditions. The three key words are Capability, Repeatability, Reliability.
The Millbrook test site has constantly evolved and been added to since it opened in 1968. When DVD was relocated to Millbrook, Millbrook undertook a facelift of the off-road Circuit which during the show came to the notice of the MoD, who then, thru the SUV IPT, has concentrated automotive testing here for such Projects as MPPV, OUVS and LPPV. DVD is in effect a shop window for Millbrook’s capabilities for manufacturers and the MoD. In addition, Millbrook’s staff and expertise have increasingly been used in an automotive consultancy role to advise IPT’s on vehicle capabilities, requirements and selection.
Millbrook’s specialists have spent the last six years working very closely with the military to understand how their needs are changing. This has allowed it to develop facilities that are focussed on solving the vehicle engineering problems they face today, and in the future. Increasingly this means compliance with automotive homologation requirements, cost reduction and suitability for a much wider range of tasks.
The Military Test Track
The network of on- and off-road tracks, which can simulate almost any usage condition world-wide, is just one of many purpose-built test and development facilities behind the high security fence that makes a substantial contribution to the quality and performance of military vehicles worldwide. As well as one of the world’s finest off-road courses, Millbrook’s resources include a wide range of hills and special surfaces, laboratories for safety, powertrain and component testing and a dedicated VCA office to help ensure fast, efficient type approval.
The Millbrook off-road test track has 49 different tests running from standard Hill Climb thru 1-in-1 slopes, truck slopes, Belgian Pave and wading to sand dunes, deep ditches, Rock Run, axle bumps to the new HMMV Hollows which were built at Millbrook following Julian Bryan’s trip to the AM General test tracks in Indiana
Millbrook has two types of testing, for the user and the manufacturer. Each vehicle is equipped with electronic logging equipment which logs every centimeter of the test. If it is a manufacturer trial, he gets all the test data and this can be used to improve the vehicle before the official MoD Trial. If it is an MoD trial, they will also get all the data and pass or fail the vehicle into service. Millbrook is in effect the ‘Gatekeeper’ for the military automotive market.
2003 Iraq War
The attack on Baghdad in 2003 was designed by conventional military planners using conventional tactics. A series of air raids to soften up the defences followed by a strong mobile armoured thrust, supported by mobile troops, similar to Blitzkrieg tactics, was enacted and the result was the complete collapse of the Iraqi Army and subsequent surrender.
President Bush and other U.S. politicians including Donald Rumsfeld, incumbent Secretary of State for Defense, Tony Blair, the allies and the military planners celebrated the success of the Operation Iraqi Liberation and the U.K. equivalent, OP Telic.
But, once the mobile land battle ended, the Allies entered the confines of Baghdad to find themselves entrenched in a new and deadly form of warfare. Without the freedom of the open road and desert the armies found themselves confined in narrow streets with large and bulky vehicles with little all-round vision and situational awareness. The light vehicle fleet OF LAND Rovers and HMMVs had no armour protection at all. The word ‘MRAP’ was a far away concept.
Soon reports of a new terror war conducted by suicide bombers and Improvised Explosive Devices (IEDs), filled our TV screens together with the scenes of mutilated soldiers and body bags being returned home.
War had changed overnight, the 60 tonne tank and 40 tonne APC, far from being war winners were proving to be death traps. More importantly the soldiers had no means of pursuing suspects through the narrow streets without themselves becoming victims of snipers, suicide bombers and IEDs.
Later, in Afghanistan, the same threat was present but in a more intense manner. Being landlocked and without a network of metalled roads, Afghanistan presented a new threat of attacks on long vehicle convoys, the only means of delivering supplies.
Overnight the Rule Books were torn up and the Urgent Operational Requirement process (UOR)was employed to buy a new fleet of vehicles to meet this new threat.
In the U.K. the SUV IPT found themselves in the front line to meet these requirements in a timescale unheard of since World War 2.
What the SUV IPT was faced with was a process whereby existing light vehicles had to be armoured to a level to protect their occupants but also to give the vehicle not only the required mobility but also the narrow width to operate in the streets of Iraq and Afghanistan. In addition a whole new concept of vehicle based on the U.S. concept of the Mine Resistant Ambush Protected (MRAP) Vehicle had to be developed from scratch to meet stringent U.K. Requirements.
This learning process met some pitfalls and mistakes along the way, but there is little doubt that the SUV, now Protected Mobility IPT has provided the Army with a fleet of highly protected and mobile wheeled vehicles under a process which in past years would have taken years.
There is little doubt that DVD and Millbrook have contributed to this success.
In earlier issues of our DVD issue we have concentrated on the heavier end of the vehicle spectrum from Mastiff, Ridgback and the TSV range. This year, given the Requirement emanating from Afghanistan for smaller highly armoured vehicles, we are looking at these vehicles, particularly the two LPPV contenders from SUPACAT and Force Protection.
Land Rover
Land Rover has been the traditional supplier of light wheeled vehicles to the MoD up to and including 1 tonne since 1948. However, the need for a 2 tonne vehicle required Land Rover to develop a new range of military vehicles.
In order to open up the more heavy-duty end of the off-road vehicle market (as occupied by vehicles such as the Mercedes-Benz Unimog), it was decided to develop a version of the existing Land Rover capable of carrying larger and heavier loads.
To meet this demand, Land Rover offered the MoD the Land Rover Llama, a vehicle design developed by Land Rover in the mid-1980s. 11 prototypes and a single production vehicle were built during 1986/7 with the hope of winning a contract from the Ministry of Defence (MoD) to replace its existing fleet of Land Rover 101 gun tractors. Heavily based on the contemporary Land Rover One Ten, the Llama was intended to be sold on both the military and civilian markets. However, the MoD did not choose Land Rover's design and without the security of these sales Land Rover was unwilling to risk putting the Llama on the market.
With hindsight, Land Rover and the MoD had a solution which would have met their needs for years to come - the 6x6 Land Rover – as chosen in 1982 under project Perentie in Australia. But, it was suggested that politics intervened that created the the disastrous RB-44 procurement. DVD was created, in part, as a focus Exhibition to explore other vehicles in this class.
LPPV
In February 2009, the U.K. MoD issued the Expression Of Interest (EOI) for the Light Protected Patrol Vehicle (LPPV) to replace the ageing and lightly armoured SNATCH vehicles.
Following deaths in Iraq, Ricardo won a contract to supply a mine protected version of SNATCH, SNATCH Vixen and SNATCH Vixen+. SNATCH Vixen is an uparmoured version of the original SNATCH vehicle. The vehicle has the same Land Rover chassis but with uprated axles to accommodate increased armoured protection over 30 SNATCH Vixens have been supplied into theatre, with better mine protection. However, more protection was required and the Land Rover chassis had reached the butt stops of its weight capabilities.
LPPV EOI details
The LPPV will be a wheeled vehicle with an estimated gross vehicle weight of around 7 to 8 tonnes, capable of carrying up to 6 crew (2+4), integrated with a range of communication and electronic equipment providing protected mobility. LPPV will replace in-service light legacy platforms based on the Land Rover based SNATCH vehicle. Additionally, the platform may be used as the basis for the replacement to Land Rover WMIK.
The vehicle must provide the optimum levels of protection against a number of known and emerging threats of a varied nature including Ballistic, Blast, Mine and Fragmentation. As a guide the requirements for protection should be a minimum of level 2 ballistic and level 2 blast as detailed in STANAG 4569.
LPPVs are principally required for a wide range of patrol tasks and are normally expected to operate on roads and rough tracks and trails in urban, semi-urban and rural environments; they need to be sufficiently agile to provide high cross country mobility. To achieve the desired levels of urban manoeuvrability the vehicle will ideally have a width less than 2m and a turning circle less than 12m.
The LPPV programme is currently funded to identify and develop solutions that have a potential to meet an Urgent Operational Requirement.
The then British Prime Minister, Gordon Brown, announced on his 6 March 2010 surprise visit to troops in Afghanistan that the SNATCH Land Rover would be replaced by a new ‘light patrol vehicle’.
The MoD is expected to order an initial batch of 200 vehicles, which would be scheduled to enter service in early 2011 under an urgent operational requirement.
In May this year the MoD announced the purchase of two vehicles from both Supacat and Force Protection.
On April 14th the traditional pre-DVD driving season was launched by Supacat with a demonstration of their vehicles at Long Valley.
The centrepiece of the demonstration was the unveiling of Supacat protected vehicle (SPV400) as a contender for the UK MoD light protected patrol vehicle (LPPV) programme.
Supacat assembled an impressive array of Partners in the project, one being NP Aerospace, the pioneer of the composite vehicle – SNATCH.
NP Aerospace
Roger Medwell, CEO of NP Aerospace was present at the demo to see the NP-designed pod put through its paces. Roger told BATTLESPACE that NP’s Phoenix Advanced Composite Armoured Demonstrator vehicle leads the world in its protective capability and we are pleased to be supporting Supacat as the first customer to embrace these unique patented technologies.
“What took the NP into building composite armoured vehicles?”
“Vehicles were a natural progression from the helmets and composite armour plates we were already producing. Royal Ordnance approached us in 1991 to partner for the SNATCH Requirement. My boss didn’t want to fund the Project but we went to the Courtaulds Main Board who put up the required funds.” Roger Medwell said.
NP Aerospace has been supplying the MoD, Police forces and various news teams with armoured vehicles, body armour and helmets for over two decades. Using our vast knowledge of manufacturing ballistic protection and armoured vehicles, we have launched a range of discreetly armoured cars.
These cars use the latest state-of-the-art materials and technology combined with high quality fabrication to produce a final product that looks, feels and drives as the original vehicle. At NP Aerospace we provide a very flexible approach, so while our vehicles are protected to B4/B5/B6 we will tailor the cars to suit the client’s specific requirements.
“We are currently supplying a number of U.K. Police Forces with specialist Riot Control and Fast Support vehicle developed on the Land Rover Defender chassis.”
“Degradation of composite armour can cause a problem under certain circumstances. Our NP CAMAC formulation has been in service for over twenty years and its ballistic capabilities have never deteriorated over that time. We have sold thousands of CAV 100 vehicles to the MoD and overseas customers with no claims in that time. Indeed at the start of the process I insured the Company for half a million pounds against any possible degradation claims. We have a testing process to ensure the torque settings between the metal chassis and the composite pod remain constant.”
SNATCH
“We built a total of 1300 CAV100 Vehicles with 1000 SNATCH variants for the British Army in a contract worth £50 million over 18 months starting in 1992 giving a profit of £7 million. We beat the incumbents, Alvis, Penman, Roush and GKN to win the contract, which we have kept ever since. NP Aerospace is the only company in the world to have mass produced a composite structured armoured vehicle. We have had vehicles in service since 1993 and have amassed a unique database on design and manufacturing techniques to ensure every vehicle we put out is of unrivalled quality and reliability.”
The SNATCH vehicle, developed by NP Aerospace was the solution chosen to take the Land Rover to the next stage was originally procured for use in Northern Ireland by the British Army, was first introduced in 1992.
Officially designated, Truck Utility Medium (TUM) with Vehicle Protection Kit and manufactured as the CAMAC CAV 100 by NP Aerospace, the SNATCH conversion was fitted with CAMAC composite armour to offer the crew protection against kinetic energy projectiles and, to a degree, against explosive devices. Five versions have been produced, the first being the original SNATCH-1, equipped with a V8 petrol engine. Nearly 1000 were produced, with 300 being ‘desertised’ and reclassified as the SNATCH-1.5.
Supacat SPV400
The SPV400 provides exceptional protection to UK troops from improvised explosive devices (IEDs) on operations in Afghanistan. The vehicle combines an integrated blast and ballistic protection system including an all-composite protected crew pod and V-shaped hull, with exceptional cross country mobility in tight urban environments equivalent to the Jackal.
Supacat managing director Nick Ames said the SPV400 was purpose designed for LPPV and offered a 21st Century solution for operations.
“Its clean-sheet design is ‘future-proofed’ and can be upgraded to exceed the present LPPV requirements for protection and mobility,” he said.
“The UK MoD's selection of a vehicle for the LPPV programme is being closely followed by several countries, underlining the considerable export potential for a vehicle in this class.”
The 7.5t SPV400 can carry a crew of six and is capable of travelling at a top speed of 80mph. The SPV400 has a similar Cummins engine as the Jackal and a new air suspension system designed by Supacat. Supacat have plans to increase the payload of the vehicle to over 7.5 tonnes to the 10 tonne range.
The Editor was taken for a drive in the SPV400 around Long Valley. What was noticeable was the lack of clunking when the vehicle enters ruts. The air suspension enabled the composite vehicle to glide over the bumps and ditches. The lack of metal components gives SPV400 a huge advantage over its competitors as when encountering an IED or mine there are no metal fragments flying through the cabin.
Jamie Clarke of Supacat told BATTLESPACE that the SPV400 has a unique engine configuration encased in a ‘V’ shaped hull under the NP designed composite pod.
The composite pod enables the SPV400 to offer considerable ballistic protection at a GVW of 7 tonnes. In addition the vehicle can accommodate add on armour panels offering greater blast or ballistic protection. Supacat did not reveal the Stanag level of the vehicle but it is believed to have been tested against significant mine blast and ballistic attacks in excess of 7.62mm.
In May the Supacat SPV400 was subjected to a second round of blast tests as part of the vehicle’s development programme. A number of blast tests were conducted to correlate development work and prove the upgrades and improvements incorporated into the SPV400 design since the first round of testing in December 2009.
The results were very positive and consistent with expectations. Whilst for security and competitive reasons the detail cannot be released, the size of the blasts were ‘very significant’ and underwrote Supacat’s philosophy of future proofing the SPV400 design by aiming for protection levels above those within the LPPV requirement. Further refinement will now take place prior to another round of testing next month.
The SPV400's integrated protection system comprises of a composite crew pod, developed in conjunction with NP Aerospace, mounted on a V-shaped hull with sacrificial subframes front and rear housing the engine and axles. With the primary blast focussed under the belly of the vehicle, the integrated V-shaped hull successfully deflected the majority of the blast away from the vehicle proving the SPV400's crew and system survivability capabilities. Additional testing focussed away from the central V-shaped hull also proved Supacat’s approach when mounting the axles in sacrificial sub-frames fore and aft of the hull.
“These tests have once again proven Supacat's design philosophy for delivering a state of the art light protected patrol vehicle providing the protection and mobility our soldiers need for 21st Century operations,” said Nick Ames, Managing Director, Supacat Ltd. “We have now proven that the SPV400 can provide levels of protection way in excess of anything seen previously in vehicles of this size and weight. Having said that, there is yet more that can be achieved and our team are now working hard to enable that.”
A new component of the latest tests was the introduction of post-test formal repair analysis to prove the ability to repair the SPV400. The results confirmed that the same test vehicle could be quickly repaired after each blast.
“I am particularly pleased with the repair aspects of this testing as our offering has been designed to reduce through life costs by having the ability to be repaired in theatre. The modular and sacrificial approach reduces overall damage to the system and will allow LPPVs to be put back on the road quickly. With the SPV400, the MoD will not have to write a vehicle off each time there is a mine strike,” said Nick Ames.
Vehicle 01 was subjected in December 2009 to two days of blast trials, which included a 'significant' under vehicle mine blast simulation as well as a ‘huge’ Vehicle Borne Improvised Explosive Device (VBIED) simulation. Vehicle 04 in the SPV400 development programme underwent these latest blast tests and Vehicle 05 is being completed at Supacat’s Devon facility in readiness to undergo further blast tests next month. The UK Ministry of Defence purchased two vehicles from Supacat, Vehicle 02 and 03, to participate in trials and risk reduction activities for the LPPV Programme.
Force Protection Europe OCELOT
Visit to Ricardo
Before driving up to Millbrook on Tuesday April 26th to drive the Ocelot, the Editor visited Ricardo’s Shoreham-on-Sea facility to see the engineering behind the Ocelot.
“We are extremely pleased to have been able to work with Force Protection Europe to create this exciting new vehicle concept. Ocelot offers a highly practical defence vehicle solution to current and future operational requirements, while also providing unparalleled levels of occupant safety against the very real and present threats of a hostile theatre environment. This is just another example of how Ricardo is able to work with its partners and customers to deliver the very latest in automotive innovation and technology in truly exceptional defence vehicle solutions.” John Lake of Ricardo said.
“By starting with a clean sheet we have been able to create a design that is a complete departure from the usual practice of basing mine resistant vehicles on a standard chassis. We are confident that Ocelot not only meets today’s blast resistance requirements but those expected in the future. Ocelot exceeds the required mine protection level set for the UK MoD’s Light Protected Patrol Vehicle, while still meeting the targets for mobility, payload, size and gross vehicle weight. As a member of Team Ocelot, Ricardo was tasked with the design and development of the vehicle from the ground up. Given the short time frame, from February to November 2009, we had to be nimble on our feet as well as providing the best engineering solution to meet, what was, a very demanding Requirement. We used our expertise in the WMIK and SNATCH Vixen Programmes to design a build process which provides fast throughput. We aim to build 10 vehicles a week at Shoreham, with the powerpack being supplied by Ricardo in Leamington Spa and the pod, fully fitted out from Formaplex. The resulting vehicle is a wholly UK design and the IP rights rest with Force Protection Europe. ” John Lake continued.
Measuring 5.4m long by 2.3m high x 2.1m wide, Ocelot comprises a core automotive armoured spine or ‘skateboard’ onto which a number of alternative, special-to-role pods are mounted. Each of the pods can be easily changed in the field as the need arises and have been designed for roles such as patrol, fire support or protected logistics. Four wheel steering is common to all and the vehicle can be transported in a C-130 or underslung from a Chinook.
“We looked ‘outside the box’ particularly with the design of the armoured pod, given the weight restrictions, and looked at a number of Formula 1 suppliers who, of course, have expert knowledge in designing strong composite structures with structural strength. We chose Formaplex of Havant, a Formula 1 supplier, who together with QinetiQ supplied the armoured package. We also had to build in growth to the vehicle and to that end we used an Axletech system which will give growth to at least 10 tonnes if required. In addition to save weight and moving parts, we used a torsion bar suspension system which gives excellent cross-country capability, together with strength and rigidity. It is a first for a wheeled vehicle in this class. It also allows the vehicle to drive away in the event of damage or a blast to the system. The combination of the Steyr-Daimler-Puch 6 cylinder 4-stroke turbocharged diesel M160036-A 160kw engine coupled to the ZF 6-speed automatic 6HP28 gearbox, not only gives excellent performance but also saves 300kgs over the Cummins/Allison combination used by other vehicles. We have used the Steyr engine for other projects such as for a CVR(T) upgrade and it is an excellent engine. We have built the engine/gearbox configuration into a powerpack model, similar to those on a Main Battle Tank, which allows the whole module to be changed in less than 6 hours.”
John Lake showed the Editor the bare chassis ‘skateboard’, as it is known. The axles, wishbones and suspension units are mounted on the skateboard which has an armoured belly plate which houses the fuel tank, differentials, Axletech transfer box and Hydroboost Four Wheel ABS Hydraulic system. The powerpack which includes the bonnet is then bolted onto the front of the skateboard and the pod mounted onto the skateboard which mould the ‘V’ shape of the pod with the ‘V’ shape of the skateboard giving a continuous blast protection.
“A number of our readers have questioned your choice of 4 wheel steer?”
“4 wheel steer is a well established technology and has been used on a number of vehicles. We have refined the system with the ability of the vehicle’s computer system to cut in 4 wheel steer at under 15kph and to disable the system in the event of a computer fault. The system enables Ocelot, which is longer than its competitors to have a turning circle which is less than the current SNATCH 2 vehicle.”
The Shoreham facility was bulging with WMIKs awaiting the conversion to WMIK R+ under an order placed last year. We will cover WMIK developments in another feature.
“The place is humming, have you enough room for the Ocelot production?”
“Yes, we aim to finish the WMIK contract in November at which time we can ramp up for Ocelot. We have put through over 400 WMIK’s at Shoreham over the past year.”
“Will you build the vehicle if you do not win LPPV?”
“Yes, we see LPPV as one application for Ocelot. The vehicle is one of the contenders for Land 121 in Australia and we have had considerable interests for other variants from other customers including the USA. The Ocelot is conceived to mount various pods from WMIK types thru ambulances and load carriers to armoured patrol vehicles.”
In the patrol vehicle version of Ocelot there is seating for two crew and four dismounts. Access to the vehicle is through large rear doors, two top hatches or, if required, an oversized commander’s door. The V-shaped hull design means that the running gear does not intrude into the crew area, making movement from front to back easy and reducing the danger of damage to the running gear in the event of an attack. Bulkheads between vehicle crew and dismounts - and between them and the vehicle electronic equipment - give added protection.
“Ease of maintenance has been given high priority, with major assemblies able to be rapidly changed in the field, rather than having to recover the vehicle to a base workshop to carry out repairs,” John Lake continued.
Later in May, it was announced that Ocelot had been down-selected as one of tree Australian-produced vehicles for the land 121 Requirement. (See: BATTLESPACE UPDATE Vol.12 ISSUE 22, 28 May 2010 LAND 121 CONTENDERS DOWN-SELECTED IN AUSTRALIA)
Millbrook Day
Reassured that the vehicle met the demanding MoD engineering aspects, the Editor went up to Millbrook to put Ocelot through its paces and to see whether it did everything it said on the tin.
Michael Moody, CEO of Force Protection Inc. introduced the event and passed over to David Hind.
David Hind Managing Director of Force Protection Europe said, “We have put together a very strong team in Team Ocelot to provide the MoD with the vehicle it needs for LPPV and beyond. The expertise of Ricardo in designing and optimising vehicles and Force Protection’s expertise in survivability solutions has resulted in what we believe will be the premier mine resistant vehicle needed to protect troops in theatres such as Afghanistan. QinetiQ is providing vital support in the design and development of the armoured pod in association with Formaplex of Havant, a Formula 1 supplier. Indeed we have several ex-Formula 1 people on our permanent staff at Leamington. We ran a competition for the providers of the Electronic Architecture (EA) and we are pleased to announce that Thales has been chosen. The EA is a key part of the vehicle as our customer requires a system which can ‘plug and play’ various systems such as security cameras, IED detectors, tactical radios and a vehicle intercom system to work together without interference.”
Fiona Lewinton of QinetiQ told BATTTLESPACE that QinetiQ is also providing the spall liner for Ocelot, similar to that provided for Mastiff from Foster Miller in the USA. The Ocelot spall liner will be sourced in the U.K. The trials vehicles have undergone 20 multi-threat tests in the past 12 months with pods ‘successfully withstanding repeated blasts’. One pod survived seven blasts on its own with an eighth scheduled to take place this week.
“Our solution uses our extensive experience in composites, military vehicles and integrated survivability, including the use of our patented ‘Hook and Loop’ armoured fixing technology. The Ocelot has a modular design which means that it can be reconfigured within two hours to meet a variety of different roles such as patrol, fire support and protected logistics. It provides the highest level of survivability available anywhere in the world for this size and class of vehicle – protecting both the crew and key automotive components. The design also means that it can be maintained and repaired quickly and cost effectively out in the field, after a blast.”
The Drive
Force Protection was brave enough to put the Editor and Shaun Connors of Jane’s in the same vehicle under the watchful eye of PR consultant Mark Broughton. They were obviously confident enough that the vehicle would perform, and survive, under any possible criticisms that might emerge! None did, point proved! The Editor rode in the back in the ballistic seat whilst Shaun took the first drive. The crew cabin has limited space but provides a comfortable drive. One criticism voiced by Shaun and the Editor would be that the seats could be offset to give more leg room.
There is little doubt that, as confirmed by the various contractors in Team Ocelot, that Ocelot has been built with more than LPPV in mind. Ocelot has considerable scope for growth up to at least 10 tonnes and with the pod system configuration would be a natural shoe-in for OUVS Light, when and if the requirement resurfaces.
The Editor took control of Ocelot at the start of the challenging off-road circuit, whilst Shaun disembarked armed with his camera, no doubt to film any mishaps!
The route chosen was through the water splash across the rock climb, over the humps, and down the steep hills and round to the sand tracks ending with the mud route which consisted of a number of very challenging deep, muddy ruts. We then took the vehicle home on the high speed tracks.
Using a variety of gear configurations with the Diff locks engaged (The vehicle has front, rear and central diffs) on the most arduous terrain, Ocelot lived up to its name and glided over all the obstacles put in its way. The Steyr/ZF configuration proved well up to its worth providing the required torque to get the vehicle out of trouble. The advertised top speed of 110kph could have been easily achievable and indeed on the way home down the speed tracks we reached 55kph with ease.
We arrived back at base with no problems to report, with Shaun having a good variety of shots, none with the Editor stuck in the mud!
As we left, it was announced that Force Protection Europe had received a contract from the MoD for the purchase of two Ocelot vehicles for further testing in respect of the LPPV program.
David Hind said, “We are very pleased with how our own testing and development schedule has been progressing. Ocelot has been performing well in tests since the middle of last year and has demonstrated that it offers unprecedented levels of survivability and manoeuvrability for a vehicle of this size and weight.”
Graeme Rumbol, Global Vehicle Product Group Director for Ricardo plc, added, “The MoD has already completed a number of their own tests on two of our vehicles so we're delighted that they are now investing in these vehicles so that they can carry out further trials. Ocelot is building upon our existing long-standing relationship with the UK MoD which has most recently seen Ricardo carrying out extensive fleet upgrades to create the new RWMIK Plus standard of WMIK vehicle.”
Comparison of the two
Supacat and NP Aerospace have produced highly mobile protected all-terrain light vehicles which has the LPPV Role as one of its capabilities. In addition, both teams have engineered their vehicle with the ability to increase payload and/or armour to 10 tonnes. Outside LPPV the teams are aiming sales at the MoD OUVS Medium Programme and the Australian Land 121 amongst others.
The ITT has been issued with response required for the supply of 400 vehicles by July. The announcement is expected in late August with vehicles being required first for the Training Fleet for delivery in mid-2011 and deliveries into theatre by late 2011.
Both teams claim that the LPPV will create 1000 jobs in the UK, in Coventry and Devon for the SUPACAT/NP Team and Shoreham-on-Sea and other locations for the Force Protection/Ricardo team.
SUPACAT COYOTE AND JACKAL
Having had the SPV400 tour, the Editor was offered a drive in the Coyote 6x6 Jackal vehicle. Having just got off a flight from the USA, the Editor can recommend the Coyote as a way to get over any jet lag! The last time he drove a 6x6 vehicle around Long Valley was in the SMC Sandringham 6 138 inch 6x6 Land Rover in 1980.
The Coyote demonstrated its versatility and load carrying abilities over the roughest part of the track. The vehicle is amply suited for its TSV role in Afghanistan but will surely be eyed by the MoD for other roles such as a weapon and missile carrier and comms vehicle and a contender for the role of a Recce vehicle. The performance far outmatched any medium truck tested by the Editor.
The next tour was in the Jackal.
BATTLESPACE was privileged to drive what was then the forerunner of Jackal, the 4x4 Supacat HMT at the company's test track in 2001 and the results to say the least were impressive. The compact design coupled to a powerful 180hp Cummins diesel gives the vehicle unrivalled performance. The Editor had driven the prototype in 1999 with the Deutz air cooled engine and still owes Supacat for a damaged wing mirror!
HMT is a versatile load carrier for payloads of up to 3.2 tonnes equal to 2 x 1.6 tonne NATO pallets or 3 x Euro pallets. The two seat forward control cab and the mid-mounted engine, results in a compact vehicle with very good vision and good weight distribution and the ability to drive into Chinook CH47.
The turbo-charged Cummins diesel engine and 5 speed auto-transmission is equipped with a transfer case using high and low ratios and full time 4 wheel drive, and later 6 wheel drive, which can be locked when the going gets tough! Power assisted ABS ventilated discs brakes on all wheels and transmission-parking brake gives adequate stopping power.
Jackal 2, based on the original HMT vehicle, is a versatile load/people/weapons carrier with a gross vehicle weight of 7.6 tonnes. Jackal 2 has two seat forward control and a mid-mounted weapons station and two rear seats. The mid-mounted engine, results in a compact vehicle with very good vision and good weight distribution and the ability to drive into Chinook CH47. Suspension, front and rear, is double wishbone with inboard mounted air springs operating through a rocker and push rods. Twin shock absorbers for each of the large diameter wheels control the suspension even over the roughest terrain. The suspension components are all rubber mounted onto a steel plate fabrication to make an axle assembly. These axle assemblies are joined by a deep square tube frame with rollover structure to form a complete rolling chassis frame to which cab and body variants are mounted. Variable ride heights from a minimum ground clearance of 180mm to a maximum of 530mm, combined with spring rates proportional to load, give a very comfortable ride for the crew. The turbo-charged Cummins diesel engine and 5 speed auto-transmission is equipped with a transfer case using high and low ratios and full time 4 wheel drive, and later 6 wheel drive, which can be locked when the going gets tough! Power assisted ABS ventilated discs brakes on all wheels and transmission-parking brake gives adequate stopping power.
The Editor was given a set of waterproof clothing and got behind the wheel to see if Jackal lived up to its DVD nickname of a ‘Land Rover on steroids.’ We had already been taken round the track in record time by the Supacat driver who told the Editor that the vehicle could easily do 70 mph and had exceeded 80 mph on road!
“You should see the looks on people’s faces when we beat them off the lights!” he said.
Jackal 2 handled the Long Valley test track like a gazelle. You can feel the torque from the 180 hp Cummins diesel coupled to the Allison transmission, there is plenty in reserve to get the vehicle out of mud or up hills with a 2 tonne load on board. We never touched the low range four wheel drive button and made most of the trip in two wheel drive. Ricardo has twin turboed the same engine to a massive 600 HP.
Now it was my turn. Having spent two weeks driving round the 4.7km Long Valley track in 1981 testing the Sandringham 6 132” Land Rover, I thought knew my way around and know where the pitfalls lie. We set off and almost immediately I saw an interesting pool of water to test Jackal’s 1 metre wading performance. We hit the puddle at high speed and it was deeper then I had anticipated so myself and the crew were drenched form the start!
We continued down the slopes and round into the high speed area where I put the foot down and it responded immediately like a thoroughbred horse. The all round disc braking systems allows Jackal to slow down at the touch of a pedal when we entered the next stage of the course which was the undulating sand dunes.
We arrived back at base covered in mud and water but with a smile!
WMIK EVOLUTION CONTINUES APACE
Ushering in the 12th Anniversary of the versatile and unique Land Rover WMIK vehicle, designed by Ricardo in conjunction with Land Rover, BATTLESPACE visited Ricardo’s Shoreham-on-Sea plant to see the latest developments in the WMIK Programme.
WMIKs are manufactured by Ricardo Vehicle Engineering using in-service MoD Land Rovers and feature a strengthened chassis and are stripped down, fitted with roll cages and weapon mounts. Typically the vehicle will carry one 12.7 mm Heavy Machine Gun, 7.62 mm General Purpose Machine Gun (GPMG) or on occasion the MILAN ATGM, on the rear ring-mount, with an additional pintle mounted GPMG on the front passenger side. In late 2006, the MoD announced it was purchasing 40 new belt-fed Automatic Lightweight Grenade Launchers (ALGL) made by Heckler and Koch (HK GMG) that can fire up to 360 grenades per minute with a range of up to 1.5 km.; they are to be mounted on WMIKs in Afghanistan.
The vehicles have become a symbol of British forces in Iraq and Afghanistan. In keeping with their hearts and minds philosophy they were chosen for patrol duties instead of armoured fighting vehicles such the Warrior infantry fighting vehicle. Following a spate of incidents, there has been concern that the unarmoured nature of the Wolf exposes the crews to excessive danger, and they are being supplemented by more heavily armoured vehicles such as the Ridgback and Mastiff Protected Patrol Vehicles.
Since development of the WMIK, Ricardo has developed a significant experience in the conversion of Land Rover Defender based products (WMIK, RDV, SRV and SNATCH Vixen) and Pinzgauer for global military applications on a volume basis. This includes installation of a ring-mounted weapons system, chassis upgrades, the addition of armour protection, onboard power and payload enhancement. Ricardo also has significant experience militarising commercial vehicle platforms (e.g. Ford F350) from both an armour application and communications specification perspective. The focus is on developing cost effective military vehicle solutions. Ricardo also focuses on developing its own unique military vehicle equipment solutions – vehicle infrared lighting and lightweight mesh seating are two examples.
Ricardo is currently working on two WMIK contracts for the U.K. MoD, one, the development of 100+ WMIK R+ vehicles using E WMIK chassis and SNATCH 2 chassis being supplied by DSG with the pods removed. The other is the supply of a safety enhancement for around 200 R WMIKs.
“The WMIK is highly popular with the troops in Afghanistan and we are pleased that the MoD continues to enhance the vehicle.” John Lake told the Editor.
Details of the R+ WMIK contract include:
* New rear axles especially developped for Ricardo in California.
* An uprated chassis.
* A wider rear body.
* An armoured front crew compartment.
* New suspended seat frames
* An uprated rebored 300 TDi engine to 2.8 litres attached to an automatic ZF gearbox.
The contract will start in May and end in August at a rate of six a week. The Editor saw a number of chassis being prepared for the conversion inside and outside the works.
Details of the R WMIK safety contract include:
*New safety frame and roll bar giving more height and protection to the driver and commander.
* A lowered front weapon station.
* A fixed height commander’s seat
Ricardo is delivering 10 kits a week to theatre.
“The success of WMIK continues apace and looks like we will see the vehicle in service for some time?”
“Whilst we would like to continue working on the vehicle, it looks like this latest contract at could see the last improvement work to the WMIK, which is seen to remain in service with other Wolf variants until at least 2020.”
M-ATV – THE NEW ARMOURED SPORTS TRUCK!
The Aston Martin DB S used to be nicknamed ‘The Sports Lorry,’ having seen and driven in the new Oshkosh MRAP All Terrain Vehicle (M-ATV), one could easily name it the ‘Armoured Sports Truck.’ American truck manufacturers by the very nature of the size of their country, the length of Highways and the weight of loads hauled, have a reputation for building big, powerful trucks with the ability to haul big loads over long distances. Adding the ability to do this exercise over rough and arduous terrain, Oshkosh has developed the reputation for building big, solid, reliable military trucks, capable of traversing every terrain known to man and now with the addition of armoured protection for the driver and crew. Indeed the U.S. Marine Corps amongst many military customers has built its fleet around the Oshkosh brand. The recent win of the FMTV bid against BAE Systems, the incumbent, and Navistar underlined the strength of the brand and its reliability.
When you combine the reliability of a proven MTVR truck drive train, with proven TAK-4 suspension (with minor adjustments to achieve weight savings) a CAT C-7 diesel engine and a Plasan armoured hull, with a lighter overall GVW, you have a beast. Originally one of five candidates down selected for the M-ATV program, the Oshkosh M-ATV was chosen on 30 June 2009 to be the sole winner of the contest. Oshkosh Corporation received an initial order for 2,244 vehicles in a contract worth US$1.06bn.
The M-ATV utilizes the MTVR chassis and TAK-4 suspension with the Plasan designed armored hull similar to what was developed for the Northrop Grumman/Oshkosh JLTV. The V-shaped Plasan armored hull offers protection for the occupants from IED attacks while the centrally inflated run-flat tires allow the M-ATV to travel at least 30 miles at 30 mph even if two tires lose pressure.
The vehicle can also take a 7.62 mm round to its engine oil/coolant/hydraulic system and continue to drive for at least one kilometer. The TAK-4 suspension is coil sprung and fully independent, and offers 16 inches of independent wheel travel. The M-ATV's roof mounted turret is capable of mounting weapons such as a M240 machine gun, a Mk 19 grenade launcher or, a BGM-71 TOW anti-tank guided missile launcher. The roof weapons can be operated either from the turret or remotely inside the cabin. The M-ATV also features modern vehicle safety systems such as Traction control and anti-lock brakes in addition to modern creature comforts such as an HVAC system and power outlets for charging personal portable electronic devices. Strength comes from the Caterpillar C-7 diesel engine, which creates 370 hp.
According to the United States Marine Corps program officer for MRAP, Brigadier General Michael Brogan, the Oshkosh M-ATV was chosen because it had the best survivability and Oshkosh had the best technical and manufacturing capabilities of all the competitors. The Oshkosh bid was also the second cheapest. The first vehicles arrived in Afghanistan in October 2009 and more than 2,000 have been delivered through mid-April 2010.
Additional contracts have increased M-ATVs orders to 8,079 as of February 2010. Oshkosh ramped up to produce 1,000 M-ATVs a month and is still exceeding delivery requirements.
Oshkosh Defense displayed two new tactical wheeled vehicles at AUSA Winter at Fort Lauderdale this year. Two new variants of the M-ATV family made their debut at the event, as did – for the first time in the Oshkosh booth – an Oshkosh truck from the U.S. Army’s Family of Medium Tactical Vehicles (FMTV).
The new utility and ambulance M-ATV variants on display at AUSA offered new capabilities and mission profiles while maintaining the durable, best-in-class mobility and superior crew protection of the original M-ATV offering. Utility and ambulance M-ATVs were developed to allow military operations to provide critical casualty care and resupply services in unforgiving landscapes where tactical missions must operate. The ambulance M-ATV is two litter capable or a four ambulatory patient carrying vehicle that also has a crew of four. The utility variant, besides having a 2.5 ton cargo payload for resupply missions, can mount any HMMWV shelters (signal, maintenance and military intelligence)with its universal adapter mount and provide MRAP survivability. The M-ATV has provided superior off-road mobility for harsh mountainous terrain and unimproved road networks in places like Afghanistan. To date, the company has received orders valued at more than $4.9bn to supply 8,079 M-ATVs, spare parts kits and in-theater aftermarket support.
Oshkosh also displayed a vehicle from the company’s newest truck fleet, the Army’s FMTV. The Army awarded Oshkosh with the FTMV competitive rebuy contract on Aug. 26, 2009, which was sustained by the Army on Feb. 12 following a GAO directed review. The FMTV is a series of vehicles consisting of up to 23 variants and 17 different models, ranging from 2.5-ton to 10-ton payloads. Oshkosh now has a five-year, firm fixed-price requirements contract for the production of up to 23,000 vehicles and trailers, as well as support services and engineering. Oshkosh is currently working on an initial FMTV delivery order valued at $280.9m for the production and delivery of 2,568 trucks and trailers. Oshkosh already produces the Army’s Family of Heavy Tactical Vehicles (FHTV).
M-ATV at Millbrook
In April, Oshkosh invited BATTLESPACE up to Millbrook for a ride in the M-ATV and it surpassed its reputation for strength and agility.
Oshkosh took us round the rough terrain track used for DVD ending with the ‘HMMV Ruts’ and the fording experience. The strength of the CAT C-7 engine enabled the M-ATV to skip round the track at speeds of up to 55mph. The TAK-4 suspension gave an excellent ride in the armoured hull, where visibility was excellent. Having handled the various gradients in nimble style, the M-ATV was taken to the newly built ‘HMMV Ruts’ which are testing for any vehicle. The Editor had taken the same course last year with Julian Bryan of Millbrook in a HMMV. The agility of the TAK-4 suspension enabled the M-ATV to traverse the ruts with ease, often with two wheels off the ground!
We finished with a fording experience which showed the M-ATV agility through water.
SandCat™
SandCat was also being demonstrated at Millbrook. The SandCat was one of the entrants for the U.K. MoD LPPV Requirement, the program was only funded for a Concept Vehicle Evaluation phase, thus Oshkosh decided against bidding. The SandCat™ Special Operations Vehicle (SOV) made its U.K. debut at DVD 2009.
The vehicle is designed specifically for the emerging requirements of international special forces units that need an open, highly mobile and well-protected vehicle for operations in remote locations. The variant is the latest addition to the SandCat family and is based on the same lightweight, high-performance and well-protected platform. The vehicle’s integrated survivability system was designed and manufactured by Plasan North America, which developed the armor systems in use on the Oshkosh Armored Cab Medium Tactical Vehicle Replacement (MTVR) and more than 5,000 Mine Resistant Ambush Protected (MRAP) vehicles.
“The SandCat SOV’s adaptability, high speed and advanced armor system make it a versatile solution for rapid-response forces,” said Andy Hove, Oshkosh Corporation executive vice president and president, Defense. “Our SandCat vehicles feature a modular and replaceable armor system that our customers can customize to meet their individual performance, mobility and survivability requirements.”
The vehicle showed considerable agility over the off-road track but did not attempt the ‘HMMV Ruts.’
The SandCat™ (also Plasan Caracal) is a composite armored vehicle designed by Plasan of Israel. It is based on a commercial Ford F-Series chassis shortened to a 2.84 m (116 in) wheelbase. In June 2008, the SandCat was relaunched as a product of Oshkosh Defense. Now based on the 9-ton F550 chassis, it is being pitched to fill the gap between the armoured HMMV and the anticipated JLTV. The Oshkosh SandCat includes lessons learned from MRAP and features impact-absorbing suspended seats and a ‘V’ plate to add underbelly armour protection.
Both M-ATV and SandCat are being demonstrated at DVD.
HUSKY – GLIDING OVER THE POTHOLES!
In early June, the Editor was invited up to Millbrook to drive the NAVISTAR MX-T MVA the vehicle chosen by the U.K. MoD for the Husky Medium variant vehicle under a £350 million contract for 400 vehicles in November 2008 as part of the of the Tactical Support Vehicle (TSV)fleet. TSV is designed to accompany existing patrols carrying the essential supplies such as water and ammunition. The initial numbers were 100 Heavy, 150 Medium, 68 Light, due to the increase in troop levels, the numbers of TSVs have been increased since 2008. HUSKY formed the main bulk of TSV, carrying out support roles where heavy vehicles, like Mastiff, cannot be used.
The categories of TSV are:
WOLFHOUND TSV (Heavy) - Based on Cougar 6x6 flatbed made by Force
Protection Industries Inc.
* Based on Cougar 6x6 flatbed
* 4 man cab
* The Cougar 6x6 flatbed will form the base vehicle for Wolfhound. It will be uparmoured and integrated with UK specific equipment such as communications systems and protection measures in a similar way to Mastiff. NP Aerospace will be involved with this integration work.
* Cargo in excess of 4.5 tonnes
HUSKY TSV (Medium) - HUSKY - Based on International MXT-MVA made by NAVISTAR Defense
* 4-Man Cab
* Cargo in excess of 1.5 tonnes
* Comes as 3 variants; utility (seating 4), ambulance and command post (seating up to 8).
COYOTE TSV (Light) –
Based on a 6x6 derivative of the Jackal designed by Supacat , will support our go-anywhere, high-mobility Jackals across the harsh terrain in Afghanistan.
* Based on 6x6 Jackal derivative, Supacat
* 4 man crew
* Cargo in excess of 1.5tonnes
Navistar Defense MXT-MV™
The Navistar Defense MXT-MV™ is highly customizable to satisfy a specific mission need, including convoy protection, ambulance, reconnaissance, command and control, and special operations. The MXT features an independent suspension system offering a better ride quality and handling. The MXT-MV is available in armoured or unarmoured in regular, extended and crew cab versions. The cab can be configured to accommodate as many as six war-fighters in full military gear. The body is also versatile enough to accommodate an array of weapons, navigation and communications systems. Armouring can be tailored to meet the mission requirement.
The MX-T MVA Husky variant has had a number of key improvements since the Husky order was placed. These include:
*Enhanced protection and payload capability to the battle front. Designed with Crew Survivability in mind, the Armoring solution meets the new threats head on using the latest technologies in armor, materials
* New armour package from Plasan including belly plate and armoured pod mounted on the chassis gives the occupants the required protection for today’s threats giving enhanced ballistic, mine and IED protection with A-Kit/B-Kit Capability
* Roomy Cab Configurable for up to 4 soldiers
*International® Engine up to 340 hp
*Excellent payload capability
*Best in Class Towing Capacity
*Highway speed of 70+ mph
*Configurable to receive various Weapons Mounting Systems including: 360 deg Ring Mount and Remote Controlled Weapons Systems
*Arvin Meritor Air Suspension which has four settings: Kneel, On-Road, Off-Road, Maximum Height, all of which can be adjusted on the move.
* Central Tyre Inflation System (CTIS)
* Improved sound insulation
* Gross Vehicle Weight of 33,000 lbs gives the MXT the ability to carry armour plus over 4 tons of payload.
* Crew cupola for machine gun mounts
* Air operated doors
* Bowman radio fit.
The Drive at Millbrook
Millbrook Proving Ground has had both the armoured and unarmoured MXT vehicles for trials and evaluation since DVD in 2007 and has developed a comprehensive homologation package to enable the vehicle to comply with UK Requirements. In addition Julian Bryan of Millbrook told BATTLESPACE that they had carried out significant enhancements to the vehicle to meet stringent MoD requirements including increasing the power of the engine.
The Editor first drove the MX-T in 2007 with Paul Klein at Millbrook. Paul has played a major part in the development of the truck and has driven more miles in it than anyone.
Once again, the Off-Road Track was the obvious tester and Paul took the wheel for the first drive round the test track over the mortar holes of some 5 ft depth without any problems with articulation or grounding. Millbrook has a new 60 degree slope which Paul took down with alacrity and then back up again to allow the Editor to take photographs. We then took on the various hill gradients, the 25 degree angle and other obstacles all passed with flying colours. MX-T MVA has the option 2-wheel-drive, 4-wheel-drive and 4-wheel-drive configuration. The obvious difference was the changed ride, with the previous leaf spring configuration the ride had been lumpy, the new air suspension and ride height and CTIS adjustments allowed the Husky to float over pot holes. We took the vehicle over the concrete holes and then onto the on-road test track where Paul demonstrated the excellent handling of the vehicle with very good road holing at top speeds of around 60 mph. A five speed Allison 2200 SP 4-Speed gearbox, with wheel mounted shift, coupled to an International VT 365 multi-fuel engine, gives MXT-MV a smooth drive with the vital additional power requirement during the drive round the Alpine Hill Course. The most impressive item was that, unlike other armoured light vehicles there is no sway round corners or brake snatch when stopping or braking. The secret of this appears to be in the low centre of gravity as the vehicle is considerably wider at 96” than its Height 93” than is normal in vehicles of this class, thus, with the huge all terrain tyres the vehicle literally hugs the road. The Ground Clearance of 16” at full height is particularly impressive. The vehicle has very responsive steering and good road holding and braking. On the fastest stretch he got all four wheels off the ground with a wry grin!
Handing over to the Editor back on the off-road, Paul said that we would try the sandy long hill which we had flown up earlier and on the 2007 drive. Expecting that, using a bit more wellie than usual that she would fly up the slope and down the steep gradient on the other, the Editor was to be disappointed, we stooped half way up and had to reverse back. The first thought was driver error and that the Editor had not applied enough wellie, so we tried again, result – stuck again! Paul then thought that the CTIS was set on on-road settings, as that is an automatic process when coming on to metalled roads to save tyre wear. So, with tyres let down to off-road level we made it to the top and down the slope. It was only when we stopped to change the settings to ‘on-road’ that we realised that we had been in two-wheel drive the whole way round the off-road track! That’s when I realised that the improvements made to the MX-T MVA had made it unbeatable.
‘REAL-LIFE’ OFFERS A TESTING TIME FOR MILITARY VEHICLES
Millbrook's Julian Bryan gives us his views on the subject and looks at where the bond between the Armed Forces and UK industry could be improved further when it comes to vehicle testing.
The critical importance of safe, robust military vehicles continues to be harshly demonstrated to all on a daily basis. While the development and testing of in-theatre vehicles has taken great strides in recent years, the important nature of their use means that this development must continue apace. Given the advances of technology, within the automotive sector, more and more of this work is being done in a simulated manner, away from the rigours of the test track, sometimes at great cost.
However, when it comes to military vehicles, are we placing too much emphasis on ‘simulation’ and sending vehicles into theatre without putting them through adequate ‘real-life’ testing? Millbrook's Julian Bryan gives us his views on the subject and looks at where the bond between the Armed Forces and UK industry could be improved further when it comes to vehicle testing.
It’s inevitable that the more technology plays a part in seemingly every aspect of daily life, that it will eventually replace more manual and mechanical methods of doing things. But while we must move with the times and many argue technology may be the cheapest and in some cases the faster option, it doesn’t mean it’s always the right path to follow. Nothing could be truer than when it comes to the testing procedures of military vehicles.
Computer technology use has its place in the testing arena, don’t get me wrong. Indeed, at Millbrook, we use technology, various computer-based diagnostic machinery and programmes across the board but never in isolation. This is because we place great stock in ‘real-life’ testing; putting vehicles and vehicle systems through their paces in a repeatable environment which recreates, as far as possible, the conditions that vehicles will be operated in when deployed. This applies to whether it’s a commercial passenger bus or an armoured vehicle which is to be deployed in theatre.
It goes without saying that for the frontline, proven equipment is a must have and ‘real-life’ testing, in addition to computer or mechanical simulation, is the key to ensuring quality and performance. Of course, given the times we are living in there will be economic pressures, which go some way to explaining why ‘real-life’ testing is used on a minimal basis.
Indeed, one reason for this is the scale of testing required; for example, spreading a testing budget across, say, 300 military vehicles means that the cost per unit of testing is going to be a lot greater than for tens of thousands of road cars. However, if reliability and safety is the key objective, the cost has to be seen as a side issue as extensive testing is a pre-requisite for success – and that cannot be achieved merely on a computer screen.
But initial testing should just be the start, not the end. It’s imperative that engineering evaluation and testing continues after a vehicle or piece of kit has gone into service, particularly from a UOR perspective. While a vehicle may only be used five times a day in theatre, at home we should be testing it 30 times a day, in an effort to drive continuous improvement.
This constant evaluation and development of our capability, equipment and technology is crucial as it gives us the ability and foresight to pinpoint areas of weakness which can be dealt with and improved along the way. And one key area for such ongoing development and improvement is in the whole area of safety and human factors.
The end-user shouldn’t come at the end
If we take an area such as driver and occupant comfort, there are many facets that need to be taken into consideration. For example, if we take a problem such as seat and harness comfort, there are many things that need to be factored in; for example, what ergonomic studies have taken place? Does the driver bang their head on a piece of equipment as they exit? Is the climate of the vehicle optimum so they can perform their role to the best of their capabilities?
Only by understanding real human usage can we improve the experience for the end user. Indeed, in the commercial world, a business which makes products that it intends to sell goes through numerous focus groups and ‘real-life’ product testing with the people who will buy and use the product. When it comes to military vehicles, why should it be any different?
Indeed, adopting practices commonly used in business from outside the military sphere can only benefit the testing process. The first stage of this is strengthening the relationship between the UK military and the vehicle manufacturer. Of course there has been a positive collaboration in place for many years but despite this heritage of working together, I feel that this relationship still hasn’t reached full maturity.
In some quarters there is still a lack of understanding with regard to the needs and desires of each side of the partnership – often driven by a lack of communication. Such misunderstanding and non-communication can originate from either side of the relationship. It is sometimes driven by the turnover of staff involved in the military’s procurement process, while across the vehicle manufacturer community there are many, and perhaps understandably so, that don’t fully understand the harsh realities of life in theatre, or, are working towards different agendas.
Scheduling success
Production schedulers and testing organisations should be working closer as well, as it’s often the case that military vehicles complete the development phase just as they are about to be shipped to theatre. But the only way of undertaking correct validation of vehicle mounted systems and vehicles is by doing ‘real-life’ test work on complete ‘systems’ or finished vehicles. So the ideal scenario of doing validation work in the country where the vehicle is to be used, on top of comprehensive research and development programmes back at home, is simply not possible. Therefore, there is always going to be an element of approximation so ‘real-life’ testing of complete systems needs to be undertaken as soon as they are available to minimise any guesswork.
Given the importance of continual development, then a programme of ‘real-life’ and independent testing is critical if we, as a supply chain, are to minimise loss of equipment, reduce any element of compromise to a mission and, most importantly, minimise loss of life.
Indeed, one area which is driven by minimising loss of life perhaps more than any other in the military environment is blast protection testing. Given the tactics being utilised by the enemy in theatre, this is one aspect of testing which has quickly grown in importance in recent years. At Millbrook, we have been working on a programme of testing which utilises our extensive crash trial experience, married with our crash dummy technology.
Using ordnance to simulate theatre conditions, engineers are then able to calculate the vehicle’s protection performance without delay, straight after the blast has taken place – gathering vital data and insight which ordinarily will not be possible. Results are then directly compared against known injury data and additional previously unreported injuries are able to be identified. From there, recommendations can be made, making vehicles which are destined for the frontline as safe as possible.
F1 speed with military precision
Reducing turnaround time is also something that could be improved through stronger partnerships and borrowing inspiration from the commercial world. Working to short deadlines and ever-developing briefs is often a pressure which stands in the way of complete and correct programmes of testing for vehicle-mounted equipment and vehicles. But if we look at the example of Formula One – a world of continuous development operating in a fast, professional and proactive environment where delivery of components and vehicles is extremely time-sensitive – we need to learn from that process and mindset. It’s down to recognising the key objectives and the timeframe – and believing that the experts will deliver.
So there are lessons to be learned on both sides of the military/manufacturer equation, and we all need to work harder to foster a sense of greater partnership, for the good of the personnel and their requirements at the frontline.
The human touch
In closing, it has to be said that we must never lose foresight that testing should be all about making the working environment as safe and comfortable as possible for the end-user. This is an ongoing process which needs constant, honest dialogue between industry and those on the front line.
This feedback cannot be achieved without involving a human being and undertaking ‘real-life’ tests on a repeatable basis. While technology can crunch the numbers around these situations, nothing can compete with the gut feel and insight that can be derived both from the end-user and the engineer.
So while computer simulation might be ideal for vehicle testing in many other sectors, given that we are ultimately protecting people’s lives in battle, ‘real-life’ testing should be the first and only option when preparing equipment for the harshness of theatre.
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