Cate's Research-Investigation Bureau

BMP-1 with turbine track blades

noreply@blogger.com (CRIB) — Sun, 20 Sep 2026 13:06:51 +0000

One of the effective ways to improve the amphibious capabilities of a tracked propulsion system is to equip it with so‑called turbine blades. The leading edges of the blades face inward toward the track loop, and the trailing edges face the ground, which means they must not protrude beyond the supporting surface of the track. When the track rotates in water, the profiled surface of the blades generates hydrodynamic lift and horizontal thrust, the projection of which provides additional traction force.

Such a propulsion system was used in the early 1950s on the American LVTP‑5 vehicle, which demonstrated very high water speed (11.2 km/h) with an 18.9 kW/t (25.7 hp/t) power-to-weight ratio. This speed was achieved thanks to the large width of the turbine blades located in the middle part of the track links.

The principle of turbine blades can also be implemented, as done on the tracks of the Swedish IKV‑91 light tank, where small turbine blades were placed on both sides of the track, providing swimming speeds up to 8 km/h with a 20 hp/t power-to-weight ratio.

For comparison, the BMP‑1 with conventional tracks required a higher power output to reach 7.8 km/h, and additional measures were needed, such as installing a watertight casing, which worsened land‑operation conditions.

The track-mounted turbine blades were made of shaped plates measuring 70 mm wide and 160 mm long. The blades were mounted at a 44° angle. Various mounting configurations were tested: an intended layout of 84 blades (on every other track link) and 42 blades (mounted on every 2nd track link). In order to accommodate the new modification, the sideskirts and rear fenders had to be widened.

The vertical axis represents two variables: V km/h represents the nominal vehicle speed, and Рш/kN represents hydrostatic forces exerted by the tracks.

The horizontal axis represents two variables: Vг,km/h represents track movement speed relative to the engine RPMs in 3rd gear.

Line 1 and 4 - Standard BMP-1 track layout

Line 2 and 5 - 42-blade layout

Line 3 - 84-blade layout

Based on the tested mounting layouts, the following results were achieved:

At a steady track movement speed of 18km/h the 84-blade layout increases the vehicle's amphibious speed by 1,8-2,0km/h, while the 42-blade layout provides a speed increase of 1,5-1,8km/h. The exerted hydrodynamic force of the 42-blade layout is almost double that of the standard BMP-1's track metric. At a track speed of 27km/h the exerted force is roughly 14 kN, bringing this performance metric close to the PT-76's waterjet performance.

Another improved metric is the amphibious turn rate. The 42-blade layout increased the traverse speed from 7°/sec to 10°/sec, resulting in an approximate 22-26% turn speed increase.

Taken from:

Вестник бронетанковой техники, № 1, 1980 - Гусеничный движитель с турбинными лопатками

1G46 thermal imager retrofit

noreply@blogger.com (CRIB) — Tue, 25 Aug 2026 14:50:47 +0000

A recent production patent filing shows that the Soviet era 1G46 (part of the 1A45 FCS) is being retrofitted with a thermal imaging channel. Named 1G46TT, the retrofit encompasses a major rework of the entire module.

One of the major visual changes is the complete removal of the old faceplate of the sight and replacing it with a screen, indicating that the sight is now equipped with more advanced electronics and no longer relies on conventional mirror-based daylight optics as on the standard 1G46.

Another interesting observation is that the retrofit retains the parallelogram mechanism, which most likely indicates that the sight block has not received independent stabilisation, unlike other modern Russian sight modules like Sosna-U. This means that, to retain accurate LoS and alignment with the barrel, mechanical input from the gun breech trunnion will be transmitted via a parallelogram arm.

With a high probability that the new 1G46TT has received a thermal imaging channel, the optical head, which contains the mirror mechanism, will be operated mechanically, as with Sosna-U and PNM-T.

As of this article's publication, it is unknown what was changed internally. External module observation and comparison to the standard 1G46 indicate that certain module sub-systems were gutted and replaced with new internal components to facilitate a digitised retrofit. This is evident in the presense of many new connectors and removable side panels.

This retrofit patent has roots in an old attempt to modernise a 1A40 sight block and retrofit it with a thermal imaging channel.

Lastly is a question of ergonomics and how this new large screen will perform with a very up-close seated position. Conclusions drawn from non-Russian ergonomic analysis showed excessive neck and shoulder muscle strains when operating a 1G46 for a prolonged amount of time. It would be interesting to see whether this new screen placement will solve this issue or not.

I will be creating a follow-up post regarding the new 1G46TT, as I think it is an interesting retrofit.

References:

ПАТЕНТ НА ПРОМЫШЛЕННЫЙ ОБРАЗЕЦ - ПРИЦЕЛ-ДАЛЬНОМЕР 1Г46ТТ RU154483

50 years of the T-80

noreply@blogger.com (CRIB) — Mon, 06 Jul 2026 14:16:54 +0000

The most recent UVZ publication, celebrating 50 years of the T-80, showed several interesting sightings and additions.

This variant of T-80U-E1 has a retrofitted hull that integrates Relikt. The combination of an existing T-80U-E1 turret with a Relikt integrated hull is interesting, even though Relikt integration is nothing new on older T-80 hulls, such as the T-80BV. Another minor detail is the presence of anti-slip coating on the ERA hull.

Apart from the more obvious points, the presence of thicker rubber flaps around the turret geometry is something worth discussing. They seem to be twice the size of the original rubber flaps and are much thicker, having the layers bolted together.

The layered composition is hard to identify in the original video, but it resembles the old flap design, with more layers. It is hard to say why the edges are bolted down. The old design was thermally bonded into aramid-style woven material, which provided rigidity and temperature resistance. These new flaps may be just 3 seperate flaps held together with bolts. They seem to have some sort of flexibility, but this comes from the greater weight.

Having written about the rubber flaps on the T-80U and their aerodynamic purpose, the thicker version changes the modern rhetoric. With added thickness, their effectiveness against chemical warhead munitions has increased, providing more protection.

Some new additions can also be spotted on T-80BVM tanks. The presence of handrails for more ergonomic access along the entire hull. Or they could be for fastening ERA containers, which is unconfirmed, but could be a viable assumption.

Lastly, the commander's HMG has received a ballistic shield addon, which protects the commander in the frontal and side arcs. It is unknown how thick the metal plates are and what they are rated to stop, but they provide an additional layer of protection for crews situated outside the fighting compartment.

Taken from:

UralVagonZavod Official VK Page - Link

BMP-1 with prototype side skirts

noreply@blogger.com (CRIB) — Mon, 20 Apr 2026 13:38:00 +0000

In the 1970's and early 80's, Soviet AFV engineers were tasked with developing countermeasures to a new emerging detection threat: radar systems used to detect ground-based targets. Existing solutions, such as radiation-absorbing paint, were no longer deemed effective. One of the theoretical solutions was to design mountable louvre-type sideskirts. The layout was arranged to create a wave-like pattern, with each slat strip to be placed vertically at an angle. With this type of layout, the panel would diffract incoming waves within a high degree of asymmetry, scattering the wave.

General design of the proposed louvre-style panel

To confirm the theoretical results, full-scale measurements of the BMP-1's radar characteristics were done. One measurement without the louvre-style panels and the other with them. Only 70% of the new sideskirt was covered with louvre-style grills, which accounts for roughly 25% of the BMP-1's total side profile.

The average effective surface was considered in the ±7.5° sector, relative to azimuth angles a = 60, 75 and 90°.

Simplification of results:

Results showed that the average wave attenuation parameter, especially at 90°, was reduced by about 2,5 times. Maximum reduction was detected at roughly 6x wave attenuation. More detailed numeric and explanatory results can be found in the references.

Based on the results, it is also possible to use such a panel-based louvre-grill layout to dissipate thermal radiation. To improve wave disruption and attenuation, the grills could theoretically be made out of different materials that have properties beneficial in regard to absorbing radio waves. Providing a universal masking solution for various detection spectrums.

Taken from:

Вестник бронетанковой техники, № 5, 1980 - Повышение маскировки машины экранами типа жалюзи

Two-stage cyclone filtration system for T-80U

noreply@blogger.com (CRIB) — Sun, 01 Mar 2026 11:59:00 +0000

The deployment of BMP-1, BMP-2 IFVs, T-64A, T-64B and T-80 tanks with single-stage air filtration systems with an average purification rate of 99.8% confirmed their superiority over existing two-stage filter systems: lower weight, smaller dimensions and easier maintenance.

While the given purification rate of 99.7-99,8%, achieved by the T-80's cyclone filter array, is substantial, it does not meet industry standards set by OST V 3-2627-75.

OST V V-2627-75 is a Soviet and post-Soviet industry standard that dictates that AFV air filtration systems with cyclones have to meet necessary protection requirements against foreign debris that can get logged inside the cyclone cones, like pine needles, hay, dirt/mud, petroleum-based products, spent gas molecules, snow and others. This implies that the cyclones have to be protected by a mesh and or filter and can not be directly exposed to the environment.

A blocked cyclone array can severely reduce the air supplied to the engine, resulting in an increased hydraulic resistance in the dust collector pan. A reduction of such operability lowers the rate at which dust is forcefully ejected out through an ejector duct into the exhaust. The worst-case scenario is that contaminated air is sucked back inwards, directly into the engine.

Proposed implementations were developed and deployed using the T-80Us single-stage cyclone filter array.

The following two goals were set:

Protection of the single-stage cyclone filter array, with the ability to perform diagnostics and retain the ability for the vehicle to ford bodies of water.
Creation of a two-stage cyclone filter array that fits inside the T-80U engine-transmission bay.

A more comprehensive comparison of the engine air filtration systems used at the time would be the two-stage cyclone filter system on the T-72. The main difference between the two is that the T-72B uses 3 filter cassettes after passing the air through the cyclones. In addition, the airflow of the T-72s air filtration system is the reverse of that on the T-80s. While the T-80 filtration system draws air from the environment down through the cyclones, the T-72s design ingests air through the bottom of the filtration unit using upwards pressure, passes the air through cyclones and up through the 3 screen meshes.

T-72B air filtration system diagram

T-80 air filtration system diagram

The aforementioned proposed design idea of implementing filter meshes within the cyclone array would require rebuilding the entire module, since the T-80s filter array is 1.9x smaller than the one used on T-72s. Such a redesigned implementation would make it difficult to retain the performance metrics without changing the engine-transmission bay layout.

One of the proposed designs utilised 30mm x 150mm cyclones that could achieve an air-purification ratio of 99,4-99,5% and a hydraulic pressure resistance of 4,5-5,0 kPa, using 3 metallic filter cassettes of varying density: 0,4; 0,8; 0,95-1,0 g/cm^3. This combination could achieve an air-purification rate of 99,8% with pressure resistance at about 11,5 kPa.

It is important to point out that the standard cyclones used on T-80s are 90mm in diameter.

Stationary tests showed that such an array filtering a contamination ratio of 2,0g/kg of air would require regular maintenance every 15 to 20 hours. The aforementioned is claimed to have been installed on 3 T-80U tanks and trialled in Central Asia with an average maintenance cycle of 3 to 4 hours.

It was determined that cyclones with a diameter of 30mm offered optimal purification ratios of 99,85% with hydraulic pressure resistance of 10 kPa. It is theorised that if the purification rate is lowered by 0.05%, the pressure resistance can be lowered to 7,5-8,0 kPa. Stationary tests provided for the assumed performance metrics of a median 7,7 kPa of resistance and a purification rating of 99,8%.

This partially concludes that a two-stage cyclone filter array with 30mm diameter cyclones and a 2-layer mesh filter cassette layout (0,8 and 0,95-1,0 g/cm^3 density) would provide near identical purification performance as the standard T-80 cyclone filter array, but with improved reliability that is found on two-stage filters.

Unfortunately, there are no drawings or schematics of this finalised filter designed, but based on the description provided by Vestnik, the rough layout would resemble a similar design as seen on the original cyclone array, but with a 2-layer mesh array after the cyclones and in front of the central air duct.

Additionally, this designed and tested filtration system partially defeats the purpose of an engine that is already expensive and complicated to maintain. An observational point of view would find it difficult to understand a system that already functions within anticipated parameters when it is subjected to more servicing hours and complexity. The inbuilt systems that prevent the 0.3% of entering contaminants from clogging vital engine components are there to prevent this from happening. This idea is reasonable if the goal is to extend engine operating hours beyond what they are nominal, but as indicated by Vestnik, it requires alterations to the engine-transmission bay and possibly reworking of the monobloc. Near 100% purification rate would essentially remove the need to frequently use the pneumatic cleaning system used within the turbine.

Lastly, the provided numbers of air purification rates vary quite a lot. Various sources that I have used previously state that the GTD cyclones offer 97%+ purification rate, while Vestnik, for example, offers nearly 100% purification ratios as seen in the discussed text. But these numbers should not be taken at face value, but do offer a small insight into the numeric perspective of such systems.

Taken from:

Вестник бронетанковой техники, № 3, 1989 - Новый малогабаритный 2-ступенчатый воздухоочиститель
Основной танк Т-80. Безмолвное возмездие / Иван Павлов, Михаил Павлов. — Москва : Эксмо: Яуза, 2017
Плакаты Т-72Б

Page Announcement - German IFV Family

noreply@blogger.com (CRIB) — Thu, 01 Jan 2026 08:00:00 +0000

I am pleased to announce the addition of a brand-new page to CRIB: “German IFV Family”, a comprehensive look at the evolution of German infantry fighting vehicles (IFVs), from early post-war designs to the most modern modular tracked platforms.

A massive thank you to Mande for writing this page and allowing me to host it on my blog!

LINK TO THE PAGE

Testing tank recoil effects on crew

noreply@blogger.com (CRIB) — Sat, 29 Nov 2025 14:44:00 +0000

Any armoured fighting vehicle experiences recoil and shock during movement on rough terrain, firing its main gun or hitting a mine. The most vulnerable of all is the crew which operates the tank. High impulse shock loads can cause a decrease in combat performance or partial crew incapacitation. Such instances carry the risk of head injury. Most dynamic impacts inside an armoured vehicle are transmitted to operators through the seats. While there are protective measures in place, like padded tank helmets and dampening seating (driver only), these may not be enough when MBTs are equipped with more powerful cannons, which exceed the expected recoil absorption provided by the chassis they are mounted on.

Historically, test facilities were geared toward validating individual components for resistance to external factors like high-impact pulse loads. Ergonomic testing for crew protection was performed mainly in field tests, near the end of development.

While computer-aided systems existed in the late 1980s to help model crew ergonomic performance, they weren't sufficiently advanced to perform complex tasks. Instead, mechanical systems were developed to provide real-time simulations. One of these systems was the ID-6, a six-step motion simulation platform.

The ID-6 was used to determine various measurements, including vibro-shock acceleration at crew positions, linear head displacement of the crew relative to the vehicle interior, and relative velocities of operator motion, especially head movement and head impact velocities with interior components.

Driver's head motion during simulated shooting

The ID-6 simulator was one of several systems used by the Russian military industrial complex to simulate recoil shock impulses.

Taken from:

1. Жартовский, Г. С. Исследования действия собственного выстрела на экипаж бронеобъекта / Г. С. Жартовский, В. Н. Лукъянов, Е. В. Погудин // Вопросы оборонной техники. Серия 16: Технические средства противодействия терроризму. – 2011.

T-80B fuel efficiency improvements

noreply@blogger.com (CRIB) — Thu, 04 Sep 2025 10:33:00 +0000

Fuel efficiency improvement attempts among gas turbine T-80s have always been a relevant topic.

In the mid-late 1980s, a field trial was conducted to test special fuel efficiency improvement systems mounted on T-80B tanks. Improved control systems and upgraded gas turbine sub-modules were present on upgraded T-80B batches.

The first platoon consisted of 5 T-80B tanks, fitted with 920kW (1250hp) engines and equipped with additional upgrades. The following upgrades were present:

Automatic low-gas parking mode
Improved valves on the NR-1000B fuel regulator with new adjustable nozzle drives and provisioned power supply to function on low-gas parking mode (lowered fuel consumption to 45kg/h)

To clarify, low gas mode is a special automatic system preset on T-80 tanks. This system reduces engine output levels and overall performance when the vehicle is stationary. It is achieved by reducing the RPMs on the 2nd cascade turbocompressor and injecting fuel only using 1 set of fuel injectors in the combustion chambers.

Automatic load reduction system when braking and shifting gears
Presense of the GTA-18A auxiliary power unit used during stationary vehicle usage (fuel consumption of about 12kg/h)

The second platoon also consisted of 5 T-80Bs, but were fitted with 810kW (1100 hp) engines, along with the equipment present on the first platoon, except for the GTA-18A auxiliary power unit.

The last third platoon had 5 T-80Bs, with 810kW (1100 hp) engines, but did not have any of the equipment improvements.

Field trials were conducted on a 3000km stretch of various roads and terrain.
During stationary operation, the first platoon used only the GTA-18A, while the other two platoons were required to run their engines in low-gas parking and low-gas modes.

The overall hourly fuel consumption among the first tank platoon was significantly lower compared to the other two platoons. This not only improved combat readiness but also reduced the amount of time needed to refuel.

Platoon	Operating Hours		q, % (Fuel Consumption)
	Main Engine	GTA-18A
1st	23,53/24,6	73,56/29,1	50/60
2nd	94,84/54,8	-	75/88
3rd	96,24/56,4	-	100/100

Operating hours and fuel consumption ratings are split into 2 different operating modes during trials. Numerator numbers (first value) represent hours and fuel consumption during tactical preparation. Denominator numbers (second value) represent the hours and fuel consumption during live fire preparation.

It's essential to note that tactical preparations encompass platoon actions such as travelling to the designated meeting location, weapon preparation, travelling to the engagement location, conducting simulated combat operations, and returning to home turf.

Live fire preparation includes live fire exercises while stationary and on the move, as well as traversing pre-existing proving ground obstacles.

Continuous non-stop turbine operating hours on low-gas parking mode and low-gas until all vehicle fuel is exhausted. 1 - First Platoon, 2 - Second Platoon, 3 - Third Platoon
Y-axis: Operating hours, X-axis: Fuel capacity in L

As depicted in the graph above, the first platoon of T-80s relied primarily on the GTA-18A, allowing them to sustain longer operating hours. The second platoon using low-gas parking mode had an overall better fuel efficiency due to the engine throttling into a mode where the vehicle does not move. Third platoon, using only low-gas mode, had the lowest fuel efficiency using the basic low-gas mode.

Platoon 1 and Platoon 2 tank squad fuel efficiency based on trial performance.
I - Defensive trail, II - Live fire trial, III - Driving, IV - Long distance march

The overall fuel efficiency of both platoons indicates that the tested improvements were successful. The fuel efficiency of platoon 2 T-80s fitted with engine upgrades but without the GTA-18A APU increased by 14%. Fuel efficiency was increased by 24% on platoon 1 T-80s equipped with the upgrades as mentioned earlier and a GTA-18 APU. The fuel efficiency increased by 24%, resulting in a 30% decrease in turbine operating time, and a 2x increase in battery charge life.

Taken from:

Вестник бронетанковой техники, № 10, 1989 - Повышение топливной экономичности танков Т-80Б

New Russian "Shturm" remote-controlled assault tank

noreply@blogger.com (CRIB) — Sun, 27 Jul 2025 09:27:00 +0000

I initially doubted that UVZ would make a remote-controlled assault tank based on the T-72/90 chassis.

Conceptually, it is an interesting design with roots in Soviet and Russian "Teletank" programs.

Looking at existing information, some things don't make sense, and it's too early to have a full grasp on the vehicle, what it is intended for and how it will be integrated into the RF army.

Considering this is a new turret design, it lacks any armour, yet can carry crew members. How will this design operate at long ranges when you have communication delays for input controls and vice-versa, especially in city environments where buildings act as obstacles for radio communication? If this vehicle were to be used as a fully remote-controlled unit, the cost for a special command vehicle should also be considered.

Advancements in electronic miniaturisation and control systems have made it possible for the vehicle to support the presence of crew members, but this is a partial double-cost issue. Do you purely rely on the remote-controlled integration and use a specialised control vehicle, or do you let the crew operate it? Obviously, there is a choice, but at what cost?

Situational awareness is also an important thing to consider. Naturally, the vehicle has sensors and cameras that allow the operator to have a sense of awareness, but how does it fare against a trained crew? Of course, there are factors like combat stress that need to be considered.

Additionally, the cannon is shortened, intended to be used in city environments. What kind of ammunition is to be expected on this shortened 125mm cannon?

Where would this vehicle slot in? It could be for specialised units, or it will face the same fate as the BMPT and have issues with allocation and actual demand by the RF MoD.

All that is left is to wait and see. If Army-2025 does not get cancelled, we could see this vehicle being showcased.

GTD-1000T - Koblenz, Germany

noreply@blogger.com (CRIB) — Fri, 04 Jul 2025 17:28:00 +0000

A big thank you to Mande for providing these images of the GTD-1000T that rests in Koblenz.

Having looked at the images, the engine has seen use; this can be noticed by the amount of soot in the exhaust duct. Additionally, there are several critical cracks that formed on the top right of the turbine housing. The lower ventilator that is used to provide fresh air to sub-components of the turbine and cool the engine bay is missing the housing, which seems to have broken off.

Overall, a decent exposition and well-made section cuts to show the inner assembly of the turbine and gearbox drives.

Object 219 engine monobloc compatibility

noreply@blogger.com (CRIB) — Thu, 03 Jul 2025 12:38:00 +0000

It is important to note that the GTD series of monoblocs, starting with the GTD-1000TF and ending with the GTD-1250, are boosted units of their previous model. This explains why certain monobloc types have 2 different power ratings based on their original power rating output before and after being boosted.

Monobloc types:

Type "R" with an engine power output of 1100 hp - "R-1.1"
Type "R" with an engine power output of 1250 hp - "R-1.25"

Type "RV" with an engine power output of 1100 hp - "RV-1.1"
Type "RV" with an engine power output of 1250 hp - "R-1.25"

Type "AS" with an engine power output of 1100 hp - "AS-1.1"
Type "AS" with an engine power output of 1250 hp - "AS-1.25"

Type "R" - Monoblocs with a transmission oil pump 219-14-sb740, are identified based on the power output:

"R-1.1" - 1100 hp
"R-1.25" - 1250 hp

Type "RV" - Monoblocs with a transmission oil pump 219-43-sb1 (increased power output). Monoblocs identified as:

"RV-1.25"- 1250 hp
"RB-1.1" - 1100 hp

Type "AS" - Monocbloc with transmission oil pump 219-43-sb-1 and elements of GTA-18A subunits (fuel and lubrication lines). Monoblocs identified as:

"AS-1.25" - 1250 hp
"AS-1.1" - 1100 hp

Monobloc identification:

Type "R"

Monoblocs 219-02-sb13 (219-02-sb13-1.1) are assembled based on the Izedelie 29/29 series 01-1.1 (GTD-1250) or the 38th series 02 (GTD-1100TF), incorporating a transmission oil pump model 219-14-sb740. These monoblocs deliver a power output of either 1100 or 1250 horsepower. They are identical to the Object 219 RV III group, Type B monoblocs.

Type "RV"

The Monobloc 219-02-sb13 is assembled using the Izedelie 29 (GTD-1250) with a transmission oil pump 219-43-sb1. The "RV" type can be assembled using either the Izedelie 29 series 01-1.1 or the 38th series 02 (monobloc after major repair works). It has a power output of 1100 or 1250 hp. These monoblocs are identical to the Object 219 RB III group, type B.2 monoblocs.

Type "AS"

Monobloc 219-02-sb19, assembled utilizing components from Izdelie 29 (GTD-1250) with the inclusion of a transmission oil pump model 219-43-sb1 and elements from the GTA-18A subunits (including fuel and lubrication lines). Engine monoblocs that have undergone major repair work can be assembled on the Izdelie 29 series 01-1.1 or the 38th series 02. The standard engine power output is specified at 1250 hp. In certain instances, even repaired GTD-1100TF engines may be utilized. These monoblocs are equivalent to those used in the Object 219 AS IV group, variant 7 monoblocs.

Taken from: Инструкция по обеспечению взаимосовместимости силовой установки объектов 219 (Р; РВ; АС)

Component failure rates for T-72 and T-80 AFVs

noreply@blogger.com (CRIB) — Sun, 04 May 2025 14:57:00 +0000

Component failure in Soviet armoured fighting vehicles (AFVs) and infantry fighting vehicles (IFVs) is a common occurrence. The failure rate of components depends on factors such as quality, durability, service longevity, and serviceability. This variable can also be affected by poor repairability potential and a lack of automated diagnostic systems to monitor vehicle status.

The failure rate of components is determined by the number of failures that occur within a specified operating range. For Soviet vehicles, this operating range is measured in thousands of kilometres. Therefore, the failure rate can be expressed as the number of operational failures per 1000 kilometres [<i> Failure rate] = Operating Failure/1000km).

Another important aspect is commonly occurring failure (COF). COF refers to parts within a module or an entire module that are prone to common failures. These failures require significant attention and resources for maintenance and repair.

The following set of data represents vehicles from the 1980s and 1990s; it does not include modernized AFVs like T-80BVM, T-90, T-72B3, T-90M and other modernizations.
The generalized vehicles that fall under the category of analyzed vehicles are T-72A/B and T-80B/BV/U respectively.

Generalized failure rate among components between T-72 and T-80 tanks

Functional component group	T-72		T-80
Functional component group	Amount of COF	Percentage out of total COF	Amount of COF	Percentage out of total COF
Engine	76	0,067	185	0,124
Transmission	69	0,060	149	0,100
Engine support systems	83	0,077	55	0,037
Running gear	375	0,328	448	0,301
Weapons	61	0,053	128	0,086
Stabilizer	47	0,041	82	0,055
Autoloader (AZ or MZ)	72	0,063	139	0,093
Optics	74	0,065	107	0,072
General electrical equipment	22	0,019	149	0,100
Life support systems	15	0,013	32	0,022
Special equipment	-	-	14	0,009

According to the chart, the running gear module has a high failure rate, including rubberized roadwheels, support rollers, and track links. Engines and transmissions also have elevated failure rates, such as hermetic leaks, fuel line corrosion, fuel injector blocks, and cylinder gasket failures. The electrical systems, stabilizers, and optics primarily face issues like corrosion, seal failure, solenoid failure, among others.

Lastly, another important metric for COF is baseline guaranteed failure. This metric is developed by specialized institutions that test vehicles in a controlled environment using qualified personnel. These tests are conducted with facilitated servicing and repair, and appropriate use of oil, fuel, and coolant. Baseline guarantees are generated under near-perfect conditions, which lowers the COF significantly. During trials, various components may be overstressed or under-stressed, creating outliers. Additionally, a critical factor is how and when vehicles are operated in different climates and terrain conditions.

Baseline guarantee failures compared to service usage failures among various T-80 modifications between 1980-1992.

Functional component group	Amount of COF		Failure rate per/1000km
Functional component group	Baseline guarantee failure	Service usage failure	Baseline guarantee failure	Service usage failure
Engine	6	156	0,035	0,254
Transmission	2	66	0,012	0,107
Engine support systems	5	159	0,029	0,259
Running gear	42	419	0,244	0,682
Weapons	0	154	0,000	0,251
Autoloader (MZ)	1	125	0,006	0,204
Optics	4	234	0,023	0,382
General electrical equipment	13	247	0,076	0,402
Life support systems	1	40	0,006	0,065
Special equipment	0	14	0,000	0,023
General failure among tanks	74	1614	0,431	2,629

In summary, the data sets reveal two key points:

· Factory-provided baseline guarantee failure rates are much lower than actual service usage rates for vehicles in uncontrolled environments.

· The complexity of the T-80 significantly impacts failure rates, especially in engine transmission and running gear, possibly due to poor maintenance or unqualified personnel.

References:

Защита оборудования и экипажа военных гусеничных машин от механоакустических и климатических воздействий: Монография. — СПб. : Издательство «Лань», 2016

M60 Trainer

noreply@blogger.com (CRIB) — Mon, 14 Apr 2025 14:23:00 +0000

SK-105 Kürassier Trainer

noreply@blogger.com (CRIB) — Sun, 13 Apr 2025 12:04:00 +0000

T-72/T-90 and T-80 engine cooling

noreply@blogger.com (CRIB) — Mon, 24 Feb 2025 12:27:00 +0000

This article is a simplified approach to explaining how Soviet/Russian engines are cooled.

The T-72 and T-90 series of vehicles are equipped with standard V-84 and V-92 engines. Both engine types feature an enclosed liquid cooling loop with active air-cooling circulation facilitated by a fan.

The T-80 and its GTD series of engines, including the GTD-1000 and the GTD-1250, utilize active air and oil cooling for the turbine.

DETAILED LOOK AT THE T-72/T-90 ENGINE COOLING LOOP

T-72 engine cooling loop and layout

The T-72 uses a closed liquid loop system to cool the engine and two oil lubrication tanks. Coolant heated by the engine is divided into three streams within the engine bay:

The main coolant stream is pumped into the radiators and cooled with atmospheric air, which is pulled into the engine bay using a ventilator. After passing through the radiators, the coolant enters the engine water pump.

The second stream flows towards various components, such as the coils inside the engine's main oil lubrication tank and the hydraulic control and lubrication system tank, which lubricates the transmission. The flow also reaches the heating unit, which is mainly used during winter.

The third stream circulates through the drainage and compensation circuit, which is directly connected to the heads of the engine block. It also circulates through the left water radiator before entering the water pump.

T-72 cooling fan drive and layout

As for the cooling fan in the T-72 and T-90 series of tanks, the fan is powered by diverting a fraction of power from the engine. This is done with a transfer case, which transfers power from the engine to the left and right BKPs. The fan is mechanically coupled to a fan drive bevel gear connected to the transfer case. The fan has high and low operating modes. Per Vestnik data, a T-72 with a new cooling fan and inlet vanes (1984-1985), the cooling losses at high mode were 7.7% and 4.9 in low mode. Note that the % loss is from the total hp the engine outputs.

DETAILED LOOK AT THE T-80 ENGINE COOLING SYSTEMS

GTD-1000T/TF and GTD-1250 air flow diagram. Red-black arrows indicate polluted air, red arrows indicate clean air circulating inside and around the engine block, and black arrows indicate sand and dust particles. More about GTD air filtration can be found here.

Unlike the V-84 and V-92 series of engines, the GTDs do not use a closed liquid cooling loop. Instead, the engine draws in atmospheric air, purifies it, and uses it to cool and supply vital engine modules.

The engine has 2 separate air streams. The first stream directly supplies the engine and various sub-systems with air. This includes the main turbine, GS-18MO generator, AKS-150S and the GS-12T starter (modules used by GTD-1000T). The sub-systems do differ on the GTD-1250, but the supply of air is the same. A ventilator below the cyclones diverts part of the purified air to cool the aforementioned auxiliary units.

A similar feature between GTDs and V-84/92 is that both engine bays have air circulating around the engine, which helps cool down external parts.

The second stream is for cooling the engine lubrication loop. For this, the engine has 2 oil radiators located behind the cyclone filters. The left radiator is for cooling engine oil and the right radiator cools oil used for the BKPs.

Diagram for the left oil radiator. The airflow principle also applies to the right radiator.

To achieve steady airflow to cool the radiators, the monobloc comes with 2 blower fans, which actively suck in air through the radiators, cooling them, and dumping the warm air out of the engine via ducts.

The ventilator and 2 blower fans are powered by diverting a fraction of the power directly from the turbine and not from a transfer case like on T-72.

Mechanical diagram of GTD-1000T

Following the diagram, power is diverted from the central turbine shaft to the central drive shaft of the lower-pressure compressor. From there, it is transferred to a gearbox, which transfers it to the frontal transfer case. This transfer case powers both the blower fans and the ventilator. According to publicly available information, the GTD-1250s cooling system draws 40 hp. This value could be similar for GTD-1000T/TF with a possible margin of deviation.

Engine comparison chart. GTD-1250 cooling system power draw rated at 40 hp.
From a short Soviet film about the GTD-1250.

Lastly, turbine cooling. GTD turbines run at much higher temperatures than the V-84/V-92 series of engines. The GTD-1000T/TF and GTD-1250 are both air-cooled. Cooling air is generated by the low-pressure compressor and constantly pumped into the engine's chambers and cavities. High-pressure compressors provide large amounts of air, which fills air chambers and cavities, primarily around the combustion chamber. Air supplied by the high-pressure compressor enters the combustion chamber through the inlet slats to regulate combustion temperatures.

Diagram depicting streams of air used to cool vital turbine components: low- and high-pressure turbine blades and external surfaces surrounded by cavities and chambers.

The blades of low- and high-pressure turbines are major cooling points. One interesting feature is that the blades on the high-pressure turbine have air actively pumped through their inner cavity. This helps keep the blades cool enough to prevent structural degradation and wear. It's worth pointing out that the combustion chamber at its ignition point reaches temperatures of about 2500°C, which is achieved by forcing a large amount of air through the fuel injector.

The hot high-pressure gases cool past the combustion chamber to about 950°C (GTD-1000TF) before reaching the aforementioned high-pressure turbine blades. These temperatures then gradually fall off as the gases go through the turbine. Low-pressure turbine blades at the very end of the turbine get cooled using a passive stream of air and do not have internal cavities.

To conclude, Soviet/Russian diesel and gas turbine engines are not only vastly different in their designs and how they function but also in the way they are cooled. Diesel engines require less complex cooling systems, which are close to average non-military engines. With the complexity of gas turbine engines and generally much higher operating complexity, these machines require a lot more complex system to keep them running smoothly and preferably for a long time.

It is worth mentioning that with the latest developments in domestic Russian GTD production, the possibility of making a more powerful GTD-1400 has been plausible, especially with the topic of increasing power output while retaining the same monobloc. More complex cooling and thermal regulation measures have to be implemented.

Sources:

Вестник бронетанковой техники 1985, Сборник Но.2
Газотурбинный двигатель ГТД-1250. Филмь - Film
Двигатель ГТД-1000Т. Техническое описание. МО СССР. Москва 1980
Двигатель ГТД-1000Т. Серия плакатов
Система охлаждения Т-72
Танк Т-72Б Техническое описание. Москва Военное Издательство 2002
T-72 The Definitive Guide to the Soviet Workhorse". Ryan A. Then

Expanding the horizon

noreply@blogger.com (CRIB) — Sun, 26 Jan 2025 18:50:00 +0000

For the past four years, I have exclusively posted about AFV-related topics, including museum visits, discussion, and analysis. I have been expanding my hobbies for the past one and a half years. One of these is collecting post-Soviet (Russian) camouflage. Finding camouflage sets wasn't difficult when browsing various marketplaces and contacting sellers that have stockpiles. What was challenging was finding sets that actually fit me. Having found sources to procure outfits, I have started to amass a small collection of clothing, primarily Russian VSR-93 and VSR-98 sets in sizes 50/52-6.

One of my latest purchases was a set of pouches for the Kirasa-TZh vest in the VSR-93 camouflage pattern produced in 1998. It was more of an impulse purchase due to its rarity and camouflage pattern. I was not able to find a whole Kirasa-TZh vest.

On a side note, I have also purchased an SSO Smersh rig, which is an odd intermediate version produced by SSO in the early 2000s.

While Kirasa-TZh pouches may not be 100% compatible with SSO vests, I will attempt to mount the large Kirasa pouch to the Smersh and give it somewhat more carry capacity.

Gasmask pouch

Magazine pouch with a rear hardshell panel for 2 magazines

The main pouch, which acts as a dry carry pouch

What is rather interesting is the size of the main pouch. It's almost twice the size of the SSO Smersh dry pouch and can be somewhat used as a backpack (probably not its intended use).

My plan is to post more about camouflage clothing sets but also continue working on the same content as I have been doing for the past 4 years.

HGM Panzergarten

noreply@blogger.com (CRIB) — Sat, 11 Jan 2025 19:15:00 +0000

During the summer of 2023, I returned to the HGM and the tank museum for the 7th time. Usually, I try to photograph vehicles that are maintained and preserved in a building. This time around, my colleague and I went to see the vehicles stored behind the main building of the HGM, which is known as the Panzergarten.

Due to the vehicles not being the main attraction, the exterior is in a relatively poor state. Back in 2023, the vehicles stored there were; M24 Chaffee, Centurion MK.3, Centurion ARV, Centurion bridge laying vehicle and a Charioteer.

As of early 2024, the Charioteer and 2 M24 Chaffees were moved to the front of the Tankhall.

Below are some of the images from the Panzergarten.

To see images in the highest quality you can open them in a new tab or click on them.

Kurganmash BMP-2 bought by Austria for IFV evaluation

noreply@blogger.com (CRIB) — Fri, 08 Nov 2024 10:59:00 +0000

SK-105A2 Kürassier KFOR

noreply@blogger.com (CRIB) — Thu, 07 Nov 2024 11:19:00 +0000

I am not very good at taking pictures.

Book review - "T-72 The Definitive Guide to the Soviet Workhorse" By Ryan A. Then

noreply@blogger.com (CRIB) — Sun, 29 Sep 2024 14:35:00 +0000

"T-72 The Definitive Guide to the Soviet Workhorse", written by Ryan A. Then and published by the Military History Group, is one of the latest English language works, covering the inner workings and history of Soviet AFVs. Totalling 490 pages, this book covers every aspect of the T-72 MBT in great detail, from crew positions to ammunition and every other small detail worth mentioning and explaining.

The book is well-structured, which can be observed in the glossary. Each chapter is laid out in order with several sub-topics arranged in a progressive format, from very broad to more specific topics. A good example would be the Commander's Station chapter: Overview > Visibility > TKN-3 > Radio and Intercom System > R123M etc... This pattern can be found in many other chapters of the book.

The amount of detail that went into the book is excellent. The most minute detail is present in places the reader wouldn't expect it to be. Like the TPD-2-49 and the inbuilt defogging system, a piece of information you wouldn't expect to see, or mentioning the use of rubber skirts on the T-72 used to dampen dust clouds in dry environments and that then being tied into the T-80's gas turbine and its high dust ingestion. While very brief it shows that the author was acknowledging very minor details.

Language is a crucial part of every written piece and Ryan A. Then composed rather complex topics using an easy-to-understand language. Russian primary sources, covering complex technical information, are difficult to translate into foreign languages and the author manages to simplify the language making it very accessible for any reader.

Having mentioned sources, they play a major role in any book working with primary and secondary information. The book's bibliography is 37 pages long, listing English, Russian, German and other language sources. Of course, the references are dominated by Russian and German references because the T-72 saw abundant usage in both the Soviet Union and the Warsaw Pact (Eastern Germany). Almost every page throughout the book has at least one reference, which is a major benefit for those who are actively looking for sources when reading.

The author put a lot of effort into adapting old drawings/schematics to fit the theme. Many older depictions were either retraced or converted using vector tracing, aiming to increase image quality. Various illustrations have been created by the author.

When comparing this book with Russian-origin books, like the ones I covered in this blog earlier, "T-72 The Definitive Guide to the Soviet Workhorse" has one crucial advantage and that is accessibility and sprint quantity. The publisher works using a print-on-demand policy, meaning that there is technically no limit on the available number of copies. Comparing this to a book like "Уральский Букет - Уралтрансмаш" where only 450 copies were made and obtaining them outside of Russia has become very difficult.

Lastly, the price tag, depending on the regional currency, the book is around 40 USD.

While I have not finished the book (Page 354), I have enjoyed reading it. Depending on whether you are a Soviet AFV hobbyist who just started researching this vast area of information, an enthusiast or a bolt counter, this book is for you. Considering this is the author's 1st official release, it is evident that a lot of effort went into creating the book and the author did not disappoint. Due to how accessible this book is, I think it's worth picking up and reading. I give this book a solid 8/10.

Thank you Ryan A. Then for this work.

I was a bit disappointed when there was no topic about T-72 aerodynamics.

Contract for T-90M with T09-A6-1 "Arena-M"

noreply@blogger.com (CRIB) — Tue, 13 Aug 2024 13:00:00 +0000

At this year's "Army-2024" military expo, several state contracts were signed. One of these contracts involves retrofitting T-90M MBTs with T09-A6-1 "Arena-M" active protection systems.

For over 20 years, the "Arena" APS series has been in limbo. As it was installed on vehicles such as T-72s, T-80s, and BMP-3s, no signs of small-scale procurement or customer acquisition were seen.

Since the contract has only been confirmed, it is difficult to determine how many T-90Ms will receive this APS.

Besides this recent news, a production patent was filed more than 2 years ago for a T-90M equipped with "Arena-M"

Patent drawings of T-90M with "Arena-M"

The last thing to do is wait and see if it comes to fruition.

Taken from:

Experimental muzzle protection devices for T-54 and T-62 tanks

noreply@blogger.com (CRIB) — Thu, 01 Aug 2024 15:39:00 +0000

The introduction of larger calibre cannons in the Soviet Union during the 1950s created a major problem, being that long barrels would tend to strike the ground in front and get either damaged or fully blocked by debris, this obstruction could cause barrel bloating or even catastrophic failure. This problem was primarily associated with the lack of vertical stabilization for cannons at the time. This became apparent with early production T-54s fielding the D-10T, which at the time was not stabilized and when traversing terrain with various dips, would often strike the ground.

From 1952 up until 1957, various muzzle protectors were designed and tested for the T-54. One of the designs was a device that was mounted on the end of the D-10T and had open slits, which prevented the barrel from being directly blocked by stuck debris.

T-54 barrel strikes the ground during the obstacle course. The barrel was shortened to 855mm. 1957.

T-54 with experimental muzzle protector.

Results of blocked muzzle protector

In 1956, a rather interesting solution was proposed to clean out barrels if they struck the ground and were blocked. It was evaluated the average length of blockage was about 250 to 500mm. The solution was to use a signal relay to notify the crew of barrel blockage. A cleaning charge (in essence a blank shell) was to be used to clean out the barrel. This solution was only a stop-gap for peacetime situations.

In the later stages of development, the need for these devices was abandoned due to the introduction of gun stabilizers, which reduced the risk of barrel strikes. This problem resurfaced later with the introduction of longer cannons like the 115mm U-5TS on the T-62. This reoccurring issue sparked the 2nd development wave of muzzle protectors.

The 2nd development wave of muzzle protectors started on the 7th of December 1965, with an official design contest on the best muzzle protector for the 115mm U-5TS. In 1966-1967 a variety of different designs were submitted, ranging from open or closed devices along with stabilizer improvements.

K. K. Shevchenko's proposed design (Ministry of Defence) was offered in 2 variants. The 1st variant was a contact-based barrel protector. The mechanism would only actuate when the barrel made contact with the ground and a protective shroud closed the barrel preventing it from firing. The 2nd variant used a direct link with the gunner's electric firing circuit. The protector was also different and used petals, which would open when the gunner activated the electric firing circuit. After firing the petals would return to their original position using springs.

V. N. Aviev's design (TsNIITochMash) was also showcased in 2 variants. Variant 1 used 2 covers mounted perpendicular to the barrel. When the barrel strikes the ground, the lower cover (shaped like a scoop) traverses on a vertical axis and drags the upper cover along with it. The motion of both covers closes the barrel from the front. The 2nd variant only differed in the design of the axial mechanism.

V. N. Aviev's barrel protector design on T-62

Close-up of the barrel protector when opened

Close-up of the barrel protector when closed

The following design solution was proposed by a group of engineers; I. M. Troshkov, V. V. Komarov, E.V. Razumov and L. N. Obozhin. The barrel protector used 2 lids mounted parallel to the barrel, a lever sensor was mounted underneath the muzzle and would only be actuated when coming in contact with the ground, closing the lids in front of the barrel. Springs were used to open the lids after the pressure from the lever sensor was lifted.

I. M. Troshkov, V. V. Komarov, E.V. Razumov and L. N. Obozhin muzzle protector design

N. Ya. Trofimov was one of several engineers who proposed to use a sealed muzzle protector. His proposed design operated using gasses after firing the gun. Gases were diverted from the barrel into a chamber, which used the pressure to traverse the lids.

V. T. Zubtsov created a more complex sealed system. It was a cylindrical adaptor with 2 lids, which would open when firing the main cannon using the ogive of the shell, through a series of levers.

A. D. Rechnov had a more successful design. The protector was fitted with 12-section covers mounted inside of a housing relative to the barrel. When firing, the covers would open towards the projectile using the internal forces during cannon roll-back. The lids would close again using springs.

A. D. Rechnov's barrel protector design

Close-up of the design

S. V. Sidorov's project was presented in two versions. The 1st variant was a removable muzzle adaptor with spring-loaded lid sections enclosed within the housing. The opening of the lids was done using gasses in front of the projectile or could also be operated using the shells ogive shape. The other proposed design used a muzzle sensor, which was directly linked to the vertical cannon drives. When the barrel came in contact with the ground a signal would be converted to move the barrel higher.

S. V. Sidorov's project sketch

The last design proposal was by V. P. Kondratiev. The design used 2 closing lids, mounted vertically inside a housing. The lids would open using inertial force during cannon roll-back. To soften the impact of the lids, the remaining were diverted through adjustable holes. The lids were also spring-loaded to return to a closed position.

V. P. Kondratiev's design sketch

At the end of the design contest, none of the chosen designs that had been tested were able to meet the requirements. In the end, the problem of ground strikes was solved with more improved electric stabilizer drives.

References:

Павлов М. В., Павлов И. В. Отечественные бронированные машины 1945-1965 гг. Часть I. Легкие, средние и тяжелые танки.
Журнал Техника и Вооружение. Но.08 2024

"Dilemma 2S3" - The last hope of modernization

noreply@blogger.com (CRIB) — Wed, 17 Jul 2024 10:45:00 +0000

R&D "Dilemma" was the last "Akatsiya" modernization program carried out by "Transmash". Due to domestic artillery modernizations lagging behind western SPG systems in various aspects like unified munition types, improved targeting systems and mainly SPGs functioning in fire-support groups for armed forces. "Burevestnik" design bureau was chosen to lead the program and was responsible for bringing together various other bureaus for joint program development.

"Transmash" took the position of the co-lead bureau and worked on technical solutions for "Burevestnik" based on a deal made on 13.07.2004. The main goal of the "Dilemma" R&D program was improving the firing range. OKB-9 was tasked with modernizing the 2A33 using various methods; increasing barrel length to 6000mm or improving the existing barrel with the standard 4240mm with improved recoil absorbers, modern efficient muzzle device, and enhanced or new semi-automatic loading mechanism using the old 12,5 L breach block or a new 16,9 L breach block from the 2A65. The final solution used a 2A33M with the standard 4240mm and 6000mm barrel lengths and 12, L breach block. The barrel rifling was also increased to 22 calibres.

The unofficial indices were 2S3M3 (152mm/28 cal) and 2S3M-1 (152mm/39 cal).

"Dilemma 2S3M" cross-section view. 2006

Along with ballistic improvements came changes to the mechanised ammo stowage in the turret and hull of the SPG. Each mechanised conveyor had 19 stowage slots. The hull conveyor could lift and orient ammunition at any azimuth of the turret.

Other various components were also improved; filter-ventilation unit, AP-15D power unit, 902V and automatic guidance and fire control system (АСУНО). While all these systems were new to the 2S3M, they were partially based on existing systems present on the 2S19 and 2S19M-1 "Msta-S". To accommodate the increased weight and avoid hull cracks and strike-throughs while firing and traversing harsh terrain, new torsion bars with increased weight capacity, higher weight capacity roadwheels and external hydraulic shock absorbers were to be installed.

Based on preliminary drafts in 2004-2006, various improvements within the 2S3M3 modernization were established;

Increased firing range of HE munitions from 17,3km to 18,46km
Increased firing range of HE with a gas generator to 20,1km
Increased propellant charge for 3OF45
Automated targetting profiles with integrated topographic system, GPS (GLONASS) and onboard computers
Automated preparation for firing (Reduced preparation time to 50 seconds instead of 9 minutes and to 2 minutes after full vehicle preparation)
Onboard smoke system (902V)
Ammunition stowage conveyor and automated shell selection with improved ergonomic

The 2S3M3-1 with the 6000mm barrel allowed firing ranges of 20,4km for standard HE munitions and 22,6km for munitions with a gas generator but needed a lot of ballistic recalculations for all available munition nomenclatures.

The last part of the "Dilemma" R&D was a dedicated ammunition transport-loading vehicle for the 2S3M (2S3M2) and 2S19 (2S19M1), based on a 7-roadwheel chassis using "Akatsiya" components. The engine-transmission bay remained the same but the hull was elongated with a new hull structure. Due to the increased weight (90 shell capacity and 3 crew operators), external hydraulic shock absorbers were proposed. 2 vertically oriented mechanised conveyors would hold 42 rounds each. 2 horizontal conveyors would store the remaining rounds and could be used to store standard HE munitions or guided munitions like the "Kransopol". The charges would be placed in honeycomb-style racks.

"Dilemma 2S3M" transport-loading vehicle cross-section. 2006

Two different versions were proposed, one with a fully automated conveyor system with a special loading arm that could directly feed into the SPG. Due to the potential cost and overly complex mechanisms involved a more basic version without a special loading mechanism was drafted. It was argued that the more conventional design could allow the transport-loading vehicle to re-arm several SPGs simultaneously.

With overly complex systems and increasing cost per modernisation, the R&D "Dilemma" was most likely cancelled. "Uraltransmash" opted into more basic upgrades like 2S3M2 focusing on integrating automated guidance and fire control systems.

Taken from:

Боевые машины Уралтрансмаша. Книга третья. Уральский букет. 1966-1989 гг.

Unrealised upgrade proposal for 2S3 "Akatsiya" - Vydelka

noreply@blogger.com (CRIB) — Fri, 12 Jul 2024 10:29:00 +0000

R&D "Vydelka" was a modernization proposal drafted by "Transmash" (formerly known as OKB-3) for the Russian Ministry of Defence. The modernization focused on improving the firing range along with internal vehicle changes. The modernisation would be done by "Uraltransmash" during major vehicle repairs since the 2S3M and M1 variants were no longer produced. The initial plan to increase the firing range was to integrate newer 2S19 munitions like 3OF45 and 3OF64, but that was impossible due to the rifling count and length of the 2A33, which caused instability. As a solution, the barrel length was increased by 1760mm, which was enough for the aforementioned munitions. The estimated ranges with these changes are as follows: 19,7km for 3OF45, 21,5km for 3OF64 and 25,1km for 3OF61.

The ammunition stowage inside the vehicle did not undergo significant changes and was based on the 1985 layout. For fire-control solutions, it was proposed to install the 1V519, responsible for receiving command data. Unfortunately, 1V519 and 1P5 (panoramic sight) were no longer produced, while the command vehicles for SPG batteries, like "Mashina", were in dire need of modernization.

The estimated cost for this program in 1994, with the following bureaus involved: "Transmash", "VNII Signal", "Spetstehnika", "NIMI", "GosNIIHP - State Scientific Research Institute of Chemical Products" and "Burevestnik", was 1800 million rubles and was to be carried out from 1994 to 1996.

As with the many programs proposed during the 1990s in Russia, this program failed to reach any production.

Taken from:

Боевые машины Уралтрансмаша. Книга третья. Уральский букет. 1966-1989 гг.

New UralVagonZavod vehicle type on T-72 chassis

noreply@blogger.com (CRIB) — Wed, 03 Jul 2024 17:04:00 +0000

A new vehicle variant was recently spotted at the UralVagonZavod tank factory in Nizhny Tagil. The vehicle at first observation is based on a T-72 chassis with a frontal engine compartment.

The vehicle resembles older programs, namely the BTR-T (Omsk) and BMO-T, of which, both programs did not see large production runs. The chassis is heavily reworked by having a frontal mid-plate, which raises the UFP. As said this was done to accommodate a frontally located engine-transmission compartment. The engine is most likely an A-85 X-shaped engine, which could mean the vehicle uses a monoblock engine, which can be lifted together with the transmission (like on the T-14 Armata).

Front-side view of new heavy BMP vehicle

The vehicle crew sits behind the engine compartment. The images show 2 crew hatches and sets of periscopes located closer to the mid-section of the raised hull structure.

Side view of new vehicle

It would be sensible to say that this could be a heavy IFV or APC but with no defensive armament observed anywhere and armoured hatches located on the new hull structure sides, this vehicle might be some new specialist or command vehicle, intended for a specific role.

Yellow - Frontal mid-plate and raised UFP. Red - A-85 style exhaust.

The intended role and various details are difficult to assess, considering there is only a short video of it being sighted. This vehicle will most likely be shown during the Army-2024 military expo.

Source: YouTube