Pseudonaja Protected Mobility Vehicle
K-Multi-purpose Tactical Truck 01A
The lineart above depicts the MPTT's role as a Mobile Command module. It can currently switch roles by simply changing containers which can range from medical units, command and control units, troop transport, heavy equipment transport etc.
The MPTT-01A's objective is to provide heavy transport capabilities for supply and re-supply of combat vehicles and weapons systems for the Eslovakian Ground Force. It is distinguished by extreme mobility compared to standard 5-ton trucks, thanks to its large number of wheels and turbo-charged engine, combined with all-wheel drive and very large, low-pressure tires. Though far less publicized than the Humvee, it has been extremely important in transporting logistics behind quick-moving forces based on the Stridsvagn 3 tank. Having proved itself as a key workhorse of the Eslovakian heavy tactical wheeled vehicle fleet, about 13,000 MPTT's vehicles are in service today.
Weight 38,800 lb (17,600 kg)
Length 33.4 ft (10.2 m)
Width 8 ft (2.4 m)
Height 9.3 ft (2.8 m)
Crew 2
Engine MTU General Resources Diesel 12.1 liter 445 hp (332 kW)
Transmission Allison 4500SP/5-speed automatic
Suspension Hydraulics w/equalizing beam
Ground clearance 24 in (610 mm)
Fuel capacity 155 USgal (587 l)
Operational range 400 mi (644 km)
Speed 62 mph (100 km/h)
The MPTT-01A's objective is to provide heavy transport capabilities for supply and re-supply of combat vehicles and weapons systems for the Eslovakian Ground Force. It is distinguished by extreme mobility compared to standard 5-ton trucks, thanks to its large number of wheels and turbo-charged engine, combined with all-wheel drive and very large, low-pressure tires. Though far less publicized than the Humvee, it has been extremely important in transporting logistics behind quick-moving forces based on the Stridsvagn 3 tank. Having proved itself as a key workhorse of the Eslovakian heavy tactical wheeled vehicle fleet, about 13,000 MPTT's vehicles are in service today.
Weight 38,800 lb (17,600 kg)
Length 33.4 ft (10.2 m)
Width 8 ft (2.4 m)
Height 9.3 ft (2.8 m)
Crew 2
Engine MTU General Resources Diesel 12.1 liter 445 hp (332 kW)
Transmission Allison 4500SP/5-speed automatic
Suspension Hydraulics w/equalizing beam
Ground clearance 24 in (610 mm)
Fuel capacity 155 USgal (587 l)
Operational range 400 mi (644 km)
Speed 62 mph (100 km/h)
VLT M5
In early 2003, the first deliveries of the VLT M5 took place at the Findelkasern in Luxembourg. They were destined for the first regiment of the Groussherzogliche Arméi, the regiment being otherwise known as the Gourssherzogliche Wuecht. The vehicle was at that point the pinnacle of Van Luxemburger experience in the development of military trucks, and perhaps one of the most advanced of its kind. Nevertheless, vehicle reliability remained a major issue for the Arméi that had ordered these vehicles, and thus two different versions had been designed, one primarily for logistical services with the auxiliary troops of the Arméi, and one version that would only have the most basic of necessities on board.
With the former being equipped with more luxuries and an improved suspension system that allowed for more comfort, but also was extremely capable in various types of terrain, the M5a was clearly the most popular version among the soldiers and drivers that had to operate these vehicles. On the other hand, mechanics and financial experts preferred the simpler M5b, as it was far easier to repair due to a lack of complicated parts, and had a lower replacement cost, while the less complicated parts were also cheaper and universally available. With these differences in preference regarding various versions of the M5, the Ministry of Defence evaluated the design together with VLT’s defence vehicles department in early 2009, in order to come to a better design that was beneficial for all parties.
During one of these evaluation sessions, VLT revealed that it was planning to make one standard specification for the M5, with a new version of the Hydropneumatic suspension offered on the auxiliary M5’s. As the revision proposal was received in a positive way by the personnel of the Ministry of Defence that attended the meetings, VLT went to work immediately to make the M5 better than it was.
The first step was to mount a newer version of the hydropneumatic suspension that made the VLT M5 unique. This system replaces the conventional leaf or coil spring suspension commonly used in trucks, by a system that works with hydraulic cylinders, mounted between the axles and the chassis. The cylinders have been connected with each other along the length of the vehicle, together with nitrogen-filled hydraulic accumulators. If a tyre hits a bump, the nitrogen is compressed, if the tyre then returns to the normal driving situation, the nitrogen will expand once again to return the suspension to normal circumstances. A constant hydropneumatic suspension with onboard damping is thus available. The system, however, is progressive, which means that the system can take into account the type of terrain the vehicle is currently on, as well as the differences in loaded or unloaded conditions. As the hydropneumatic cylinders are only connected length-wise, the suspension left and right has essentially been separated, which means that all wheels will have equal ground pressure in uneven terrain. Furthermore, as the system stabilizes per vehicle side, no stabilizer beams are necessary, meaning the unsprung weight of the vehicle will be lower, which improves roadholding, terrain capabilities and total vehicle weight.
The cylinders used in this system have very few moving parts, meaning they require little maintenance, and will not require replacement often. The system itself is light, reliable and relatively small, and ready for a long service life. Furthermore, should replacement be necessary, a mechanic can mount a new cylinder unit (which can be ordered complete or in parts, with complete units only requiring basic mechanical skill to mount onto the chassis and connect the hydraulic tubing). Also, the HPVS system is, in soldier terminology, idiot-proof by being able to withstand the extra stresses of exceeding the maximum weight of the vehicle.
Furthermore, the system has several additional features, such as the crosswise stabilization of the vehicle that takes place automatically under a speed of 3 km/h. If necessary, the driver can also engage it at speeds above this limit. The stabilization system makes sure that the chassis and cabin of the vehicle remain level while the vehicle itself is at a side slope. This is done by locking the cylinders of the suspension in a level position on one side of the vehicle. This prevents the vehicle from tipping over, making it easier to cross steep side slopes. Also, there is a system on board that stabilizes the vehicle in corners, to reduce vehicle roll. This is done by temporarily deactivating the hydropneumatic suspension in high-speed corners, reducing the rolling movement caused by the suspension system. If necessary, the system can also be turned off in case the suspension system of the truck is absolutely necessary.
Next to these features, HPVS also offers a vehicle weight indicator, making it easy to avoid overloading the vehicle. The system will even sound a short alarm in case the vehicle is overloaded and the driver attempts to drive off, but this function can be turned off or ignored, in order to allow emergency military operations. Also, a system has been installed that can keep the vehicle completely level when standing still. This can be necessary for example for the role as mobile launch platform for missile or gun systems. As the M5 is prepared for modular use, HPVS can assist when (off)loading modules or containers. This means that the rear axles will automatically lower, in order to ease the load on these axles.
However, not only the suspension system was perfected. The cab was improved from the last version, and now leans heavily on the architecture of the commercial C3 model, making it easier to replace parts and add protective measures for the crew. All electric circuits have been waterproofed and the air inlet and exhaust were placed in stacks behind the cabin itself, in order to increase fording efficiency. The cab of the truck has now been equipped with hydropneumatic cabin suspension, that allows for extra comfort, and uses the same parts as the chassis suspension. The fact that the cab is essentially separate from the chassis, improves mine protection, as a titanium armour plate between the top of the engine and the cab itself protects the passengers, while the cabin suspension allows for some extra movement between the chassis and the cab. This makes the M5 a remarkably mine-safe vehicle. Together with the hydropneumatic suspension, three cabin seats with air suspension have been supplied, which allows for more comfort in rough terrain or on bad roads.
Inside the cab, the M5 shows similarities with the commercial vehicle line of VLT. While the interior has been stripped of excess luxuries, and the seats have been covered in cheap and easy-to-clean imitation leather, a simple radio can still be mounted on vehicles if deemed desireable; as the dashboard has preparations for a 2DIN entertainment systems as delivered on the commercial vehicles, it is possible to install a fullscreen navigation system, for example for trucks operating far behind the front lines and in peacetime by auxiliary troops. A simple but effective heater is supplied, which can also produce chilled air by directing the airflow required for the chilled air along the truck’s engine air intake. An air conditioning system is available as an option on every M5 truck, to keep the basic mechanics as simple as possible.
There is ample space in the cabin itself to store various types of communication equipment, such as military-grade radios. Furthermore, the seats have been equipped with a mounting point for a rifle, such that the service weapon can be kept within reach. If necessary, the rear panel of the cabin can be used as stowage space to keep heavier weaponry, such as missile launchers, but can also be used for two bunk beds when the longer cabin is opted for. When the bunk beds are not used as such, they can serve as a four-person bench, for example for other vehicle crews.
A roof hatch has been built into the truck roof, and can be accessed via the center seat, which can be folded down in order to provide a solid platform to stand on. The hatch ring mount can be used to mount light support weapons, such as small-calibre machine guns, for example the FN MAG used by the Van Luxemburger Arméi. In conflict areas, the cabin can be armoured by appliqué armour, protecting against small arms fire, for example the ubiquitous 7.62x39mm AK round. This armour set can be easily applied by two persons with at least basic mechanic skills.
However, should the protection against just small arms not be enough, VLT also offers an enhanced, built-in armour kit, developed together with Müller Panzerwerke, a company leading on the Van Luxemburger armour market. As the armour on the roof is increased and essentially strengthens the roof, it is also possible to mount heavy, guided weaponry or a remote weapons station in the hatch mount. The integrated package will not only protect against small arms fire, but will also offer enhanced protection against shrapnel and mine or IED explosions. This is further enhanced by the V-shaped armour plate that is standard on every M5, regardless of if it has been equipped with the integrated armour package or not.
Behind the cab, the M5 has one or two spare tyres, depending on the amount of tyres and the task of the vehicle. A small auxiliary power unit can also be mounted in some cases, in order to provide electricity while the main engine is not running. Another option is a winch, that can be used to recover light vehicles if necessary. A lighter winch can also be mounted in front of the cab.
In terms of lighting, the M5 makes use of LED lights, that require minimal servicing and have a high efficiency level. In normal (civilian) situations, the front lights will provide regular lighting, but in military operations, the amount of LED’s active can be brought back to military-grade lighting standards by just the push of a button.
Behind the cabin, the chassis of the M5 is very modular. A simple roll-on/roll-off system allows the truck to be reconfigured for various tasks, all by using a uniform mounting design. The operator has the choice of winching relatively light modules onto the back of the vehicle, by using the optional winch. Another option is to use a hook loader that the M5 can be equipped with, which can pull specially prepared container units onto the vehicle chassis and automatically secure them in place. The third option is to load the modules onto the truck by a crane. All these options and the modular construction of the M5 mean that it is a very versatile vehicle, able to be configured to any task.
Two specific versions of the M5 differ from this modular setup: a tractor version that can be used to pull various semitrailers for military tasks, such as MBT or IFV transport, or any form of behind-the-front-line replenishment. Another vehicle is the recovery vehicle that the M5 can be turned into. Due to the strength of the chassis being necessary for pulling heavy loads, it was not desirable to make a recovery module that would simply be mounted onto the truck. Therefore, a separate version was designed, that could recover and tow vehicles weighing up to 100 tons.
The M5 is equipped with a 6.1-litre VLT commercial vehicle engine, which has 6 cilinders in line and 4 valves per cylinder. The engine is made out of cast aluminium and has double overhead camshafts. Commonrail injection makes the engine more efficient and powerful, yielding a total power output of 280 PS (276 hp, 205 kW) at 2.050 rpm. A torque of 1200 Nm (885 lb-ft) ensures enough pulling power in every gear. With this engine, codenamed DC6-C83 in VLT terms, the M5 can achieve a top speed of 120 km/h and will have a fuel consumption of around 23 L/100 km for a 5,900 KG tractor with no armouring.
This engine is subsequently connected to a 6-speed manual gearbox with low and high range gears provided through a transfer case mounted behind the gearbox. The gearbox itself is entirely synchronized and hydraulically assisted, and has two sticks to shift gear and switch between high and low range, respectively. As an option, customers can also order the 12-speed VLTC tiptronic gearbox as delivered in commercial trucks. This tiptronic gearbox facilitates fully automatic gear changes, as well as sequential gearchanges by the driver itself. A torque converter transfers the power from the engine to the transmission.
It is also possible to order more powerful engines from the VLT factories; in general, the M5 can mount all commercial truck engines delivered in the VLTC line. Two engines will be outlined; the DC6-C78 11-litre 6-cylinder line engine and the VLT DC8-C11 17-litre V8 engine.
The first of these two engines shares its architecture with the basic engine of the M5: a 6-cylinder line engine with 4 valves per cylinder and common rail diesel injection, as well as a cast aluminium engine design with a double overhead camshaft. However, the engine is significantly larger at 11 litres, and has a power output of 470 PS (463 hp, 345 kW) and 2500 Nm (1844 lb-ft) of torque. The engine is especially suitable for carrying heavier loads than normal, but trades in fuel consumption for power; it will consume 27 L/100 km for a 5,988 KG tractor with no armouring.
The second engine is completely different from all commercial diesels offered by VLT: It is a V8 engine with commonrail injection, also with 4 valves per cylinder, an aluminium engine design and double overhead camshafts. The displacement of this monstrous engine is 17 litres, which leads to a power output of 710 PS (700 hp, 522 kW) and a torque of 2400 Nm (2507 lb-ft). The V8 engine is especially suited for pulling heavy loads, such as an MBT transporter or a large missile launching platform. It is however the most uneconomical engine in the range, at a fuel consumption of 33 L/100 km for a 6,050 KG tractor with no armouring.
For all versions, a PTO or power take-off has been provided at the back of the vehicle, allowing it to power other equipment via an additional driveshaft. Equipment such as pumps and heavy winches are ideally suited for mounting to this PTO system.
In conclusion, the VLT M5 is a vehicle suited to any modern military force, that requires quick, efficient and reliable wheeled transport for its logistical and frontline units.
With the former being equipped with more luxuries and an improved suspension system that allowed for more comfort, but also was extremely capable in various types of terrain, the M5a was clearly the most popular version among the soldiers and drivers that had to operate these vehicles. On the other hand, mechanics and financial experts preferred the simpler M5b, as it was far easier to repair due to a lack of complicated parts, and had a lower replacement cost, while the less complicated parts were also cheaper and universally available. With these differences in preference regarding various versions of the M5, the Ministry of Defence evaluated the design together with VLT’s defence vehicles department in early 2009, in order to come to a better design that was beneficial for all parties.
During one of these evaluation sessions, VLT revealed that it was planning to make one standard specification for the M5, with a new version of the Hydropneumatic suspension offered on the auxiliary M5’s. As the revision proposal was received in a positive way by the personnel of the Ministry of Defence that attended the meetings, VLT went to work immediately to make the M5 better than it was.
The first step was to mount a newer version of the hydropneumatic suspension that made the VLT M5 unique. This system replaces the conventional leaf or coil spring suspension commonly used in trucks, by a system that works with hydraulic cylinders, mounted between the axles and the chassis. The cylinders have been connected with each other along the length of the vehicle, together with nitrogen-filled hydraulic accumulators. If a tyre hits a bump, the nitrogen is compressed, if the tyre then returns to the normal driving situation, the nitrogen will expand once again to return the suspension to normal circumstances. A constant hydropneumatic suspension with onboard damping is thus available. The system, however, is progressive, which means that the system can take into account the type of terrain the vehicle is currently on, as well as the differences in loaded or unloaded conditions. As the hydropneumatic cylinders are only connected length-wise, the suspension left and right has essentially been separated, which means that all wheels will have equal ground pressure in uneven terrain. Furthermore, as the system stabilizes per vehicle side, no stabilizer beams are necessary, meaning the unsprung weight of the vehicle will be lower, which improves roadholding, terrain capabilities and total vehicle weight.
The cylinders used in this system have very few moving parts, meaning they require little maintenance, and will not require replacement often. The system itself is light, reliable and relatively small, and ready for a long service life. Furthermore, should replacement be necessary, a mechanic can mount a new cylinder unit (which can be ordered complete or in parts, with complete units only requiring basic mechanical skill to mount onto the chassis and connect the hydraulic tubing). Also, the HPVS system is, in soldier terminology, idiot-proof by being able to withstand the extra stresses of exceeding the maximum weight of the vehicle.
Furthermore, the system has several additional features, such as the crosswise stabilization of the vehicle that takes place automatically under a speed of 3 km/h. If necessary, the driver can also engage it at speeds above this limit. The stabilization system makes sure that the chassis and cabin of the vehicle remain level while the vehicle itself is at a side slope. This is done by locking the cylinders of the suspension in a level position on one side of the vehicle. This prevents the vehicle from tipping over, making it easier to cross steep side slopes. Also, there is a system on board that stabilizes the vehicle in corners, to reduce vehicle roll. This is done by temporarily deactivating the hydropneumatic suspension in high-speed corners, reducing the rolling movement caused by the suspension system. If necessary, the system can also be turned off in case the suspension system of the truck is absolutely necessary.
Next to these features, HPVS also offers a vehicle weight indicator, making it easy to avoid overloading the vehicle. The system will even sound a short alarm in case the vehicle is overloaded and the driver attempts to drive off, but this function can be turned off or ignored, in order to allow emergency military operations. Also, a system has been installed that can keep the vehicle completely level when standing still. This can be necessary for example for the role as mobile launch platform for missile or gun systems. As the M5 is prepared for modular use, HPVS can assist when (off)loading modules or containers. This means that the rear axles will automatically lower, in order to ease the load on these axles.
However, not only the suspension system was perfected. The cab was improved from the last version, and now leans heavily on the architecture of the commercial C3 model, making it easier to replace parts and add protective measures for the crew. All electric circuits have been waterproofed and the air inlet and exhaust were placed in stacks behind the cabin itself, in order to increase fording efficiency. The cab of the truck has now been equipped with hydropneumatic cabin suspension, that allows for extra comfort, and uses the same parts as the chassis suspension. The fact that the cab is essentially separate from the chassis, improves mine protection, as a titanium armour plate between the top of the engine and the cab itself protects the passengers, while the cabin suspension allows for some extra movement between the chassis and the cab. This makes the M5 a remarkably mine-safe vehicle. Together with the hydropneumatic suspension, three cabin seats with air suspension have been supplied, which allows for more comfort in rough terrain or on bad roads.
Inside the cab, the M5 shows similarities with the commercial vehicle line of VLT. While the interior has been stripped of excess luxuries, and the seats have been covered in cheap and easy-to-clean imitation leather, a simple radio can still be mounted on vehicles if deemed desireable; as the dashboard has preparations for a 2DIN entertainment systems as delivered on the commercial vehicles, it is possible to install a fullscreen navigation system, for example for trucks operating far behind the front lines and in peacetime by auxiliary troops. A simple but effective heater is supplied, which can also produce chilled air by directing the airflow required for the chilled air along the truck’s engine air intake. An air conditioning system is available as an option on every M5 truck, to keep the basic mechanics as simple as possible.
There is ample space in the cabin itself to store various types of communication equipment, such as military-grade radios. Furthermore, the seats have been equipped with a mounting point for a rifle, such that the service weapon can be kept within reach. If necessary, the rear panel of the cabin can be used as stowage space to keep heavier weaponry, such as missile launchers, but can also be used for two bunk beds when the longer cabin is opted for. When the bunk beds are not used as such, they can serve as a four-person bench, for example for other vehicle crews.
A roof hatch has been built into the truck roof, and can be accessed via the center seat, which can be folded down in order to provide a solid platform to stand on. The hatch ring mount can be used to mount light support weapons, such as small-calibre machine guns, for example the FN MAG used by the Van Luxemburger Arméi. In conflict areas, the cabin can be armoured by appliqué armour, protecting against small arms fire, for example the ubiquitous 7.62x39mm AK round. This armour set can be easily applied by two persons with at least basic mechanic skills.
However, should the protection against just small arms not be enough, VLT also offers an enhanced, built-in armour kit, developed together with Müller Panzerwerke, a company leading on the Van Luxemburger armour market. As the armour on the roof is increased and essentially strengthens the roof, it is also possible to mount heavy, guided weaponry or a remote weapons station in the hatch mount. The integrated package will not only protect against small arms fire, but will also offer enhanced protection against shrapnel and mine or IED explosions. This is further enhanced by the V-shaped armour plate that is standard on every M5, regardless of if it has been equipped with the integrated armour package or not.
Behind the cab, the M5 has one or two spare tyres, depending on the amount of tyres and the task of the vehicle. A small auxiliary power unit can also be mounted in some cases, in order to provide electricity while the main engine is not running. Another option is a winch, that can be used to recover light vehicles if necessary. A lighter winch can also be mounted in front of the cab.
In terms of lighting, the M5 makes use of LED lights, that require minimal servicing and have a high efficiency level. In normal (civilian) situations, the front lights will provide regular lighting, but in military operations, the amount of LED’s active can be brought back to military-grade lighting standards by just the push of a button.
Behind the cabin, the chassis of the M5 is very modular. A simple roll-on/roll-off system allows the truck to be reconfigured for various tasks, all by using a uniform mounting design. The operator has the choice of winching relatively light modules onto the back of the vehicle, by using the optional winch. Another option is to use a hook loader that the M5 can be equipped with, which can pull specially prepared container units onto the vehicle chassis and automatically secure them in place. The third option is to load the modules onto the truck by a crane. All these options and the modular construction of the M5 mean that it is a very versatile vehicle, able to be configured to any task.
Two specific versions of the M5 differ from this modular setup: a tractor version that can be used to pull various semitrailers for military tasks, such as MBT or IFV transport, or any form of behind-the-front-line replenishment. Another vehicle is the recovery vehicle that the M5 can be turned into. Due to the strength of the chassis being necessary for pulling heavy loads, it was not desirable to make a recovery module that would simply be mounted onto the truck. Therefore, a separate version was designed, that could recover and tow vehicles weighing up to 100 tons.
The M5 is equipped with a 6.1-litre VLT commercial vehicle engine, which has 6 cilinders in line and 4 valves per cylinder. The engine is made out of cast aluminium and has double overhead camshafts. Commonrail injection makes the engine more efficient and powerful, yielding a total power output of 280 PS (276 hp, 205 kW) at 2.050 rpm. A torque of 1200 Nm (885 lb-ft) ensures enough pulling power in every gear. With this engine, codenamed DC6-C83 in VLT terms, the M5 can achieve a top speed of 120 km/h and will have a fuel consumption of around 23 L/100 km for a 5,900 KG tractor with no armouring.
This engine is subsequently connected to a 6-speed manual gearbox with low and high range gears provided through a transfer case mounted behind the gearbox. The gearbox itself is entirely synchronized and hydraulically assisted, and has two sticks to shift gear and switch between high and low range, respectively. As an option, customers can also order the 12-speed VLTC tiptronic gearbox as delivered in commercial trucks. This tiptronic gearbox facilitates fully automatic gear changes, as well as sequential gearchanges by the driver itself. A torque converter transfers the power from the engine to the transmission.
It is also possible to order more powerful engines from the VLT factories; in general, the M5 can mount all commercial truck engines delivered in the VLTC line. Two engines will be outlined; the DC6-C78 11-litre 6-cylinder line engine and the VLT DC8-C11 17-litre V8 engine.
The first of these two engines shares its architecture with the basic engine of the M5: a 6-cylinder line engine with 4 valves per cylinder and common rail diesel injection, as well as a cast aluminium engine design with a double overhead camshaft. However, the engine is significantly larger at 11 litres, and has a power output of 470 PS (463 hp, 345 kW) and 2500 Nm (1844 lb-ft) of torque. The engine is especially suitable for carrying heavier loads than normal, but trades in fuel consumption for power; it will consume 27 L/100 km for a 5,988 KG tractor with no armouring.
The second engine is completely different from all commercial diesels offered by VLT: It is a V8 engine with commonrail injection, also with 4 valves per cylinder, an aluminium engine design and double overhead camshafts. The displacement of this monstrous engine is 17 litres, which leads to a power output of 710 PS (700 hp, 522 kW) and a torque of 2400 Nm (2507 lb-ft). The V8 engine is especially suited for pulling heavy loads, such as an MBT transporter or a large missile launching platform. It is however the most uneconomical engine in the range, at a fuel consumption of 33 L/100 km for a 6,050 KG tractor with no armouring.
For all versions, a PTO or power take-off has been provided at the back of the vehicle, allowing it to power other equipment via an additional driveshaft. Equipment such as pumps and heavy winches are ideally suited for mounting to this PTO system.
In conclusion, the VLT M5 is a vehicle suited to any modern military force, that requires quick, efficient and reliable wheeled transport for its logistical and frontline units.