For more than three and a half years, the US military has ordered about 29,000 MRAP vehicles for a total of approximately $ 50 billion. In the photo Cougar Cat 1 4x4 (left) and MaxxPro Dash (right)
Honored Savior of Lives in Asymmetric Afghanistan. But what has life in store for MRAP machines in future, possibly more symmetrical scenarios of military action?
The acronym MRAP originates from the name of the US Marine Corps' Mine Resistant Ambush Protected (MRAP) enhanced mine and improvised explosive device program, which began in 2006. Since its inception, the acronym MRAP has become a well-worn generic term for almost any wheeled vehicle, with varying degrees of similar capabilities.
In everyday language, MRAP is now perhaps also well known (and misused by default) as JCB for backhoe loader or Jeep for SUV.
In the context of this article, MRAP is defined as one of five models (Caiman, Cougar, MaxxPro, RG-31, RG-33) ordered under the MRAP program or one model ordered under a separate military M-ATV program (MRAP-All Terrain Vehicle) …
Under these two programs, over a period of more than three and a half years, the US military has ordered approximately 29,000 vehicles worth a total of $ 50 billion. Most (approximately 21,000) MRAPs were purchased by the Marine Corps, while the remaining 8,722 M-ATVs were received by the army. The M-ATV requirement was issued in 2009 due to chronic mobility problems for large MRAP vehicles on the difficult Afghan terrain.
In addition to these two programs, the American army ordered about 1,200 vehicles, the type of which was also identified as MRAP. In addition, it could have ordered more than 3,500 M1117 Armored Security Vehicle (ASV) armored personnel carriers from Textron Marine and Land Systems (TMLS), but the ASV proved to be a less successful competitor in the fight for MRAP requirements.
Surplus machines
During the curtailment of hostilities in Afghanistan, the US military quickly realized that the growing stocks of MRAP machines were potentially unnecessary (perhaps due to the fact that they could not afford to leave them in service) and all this equipment would not be able to meet future operational needs. A solution had to be found.
Ultimately, according to the results of the MRAP Study III, approved on March 14, 2013, the army will now disassemble 7456 MRAP machines and leave 8585 machines from the two original manufacturers, Navistar and Oshkosh. A previous MRAP Study II, which was not affordable, suggested keeping 16,000 MRAP machines. Most of them will eventually be stored in prepared warehouses around the world, with a further 1,073 for training purposes. The remainder will be distributed among the operating units.
The Army will also modify surplus MRAP vehicles, specifically the RG-33L 6x6 from BAE Systems and the RG-31 Mk5E 4x4 from General Dynamics Land Systems Canada (GDLS-C) / BAE Systems, into a Medium Mine Protected Vehicle (MMPV) configurations Type 1 (RG-33L) and Type 2 (RG-31). The RG-33, originally designed for MRAP requirements, was selected in December 2007 to meet the Army's MMPV requirements.
In April 2008, an order was placed for the delivery of an initial batch of 179 MMPVs worth $ 132 million. Under the MMPV program with a declared value of $ 2,288 billion, it is assumed that during 2015, up to 2,500 RG-33 vehicles (designation Panther) will be purchased for the engineering troops and explosives units of the American army.
In December 2012, BAE Systems received an initial contract worth $ 37.6 million to upgrade 250 RG-33L vehicles to the MMPV configuration. Current needs are 712 MMPV Type I vehicles (in three versions) and 894 MMPV Type 2 vehicles.
The Marine Corps currently plans to keep 2,510 MRAP vehicles, initially defining its needs at 1,231. The hull fleet will consist of machines from two manufacturers, General Dynamics Land Systems - Force Protection (GDLS-FP) and Oshkosh. The US Air Force will retain approximately 350 vehicles from three manufacturers, GDLS-FP, Navistar and Oshkosh. The number of vehicles for the fleet is unknown, but it is quite possible it will be a Cougar with a likely number of several hundred.
Despite the number of vehicles left in service or converted for other tasks in excess of 13,000, the huge number of MRAPs acquired by the American military ensures that there is even more such equipment in surplus, which will be stored in warehouse sites scattered around the world.
A number of MRAPs in Afghanistan were cut up and sold locally as scrap metal, but this practice was later deemed wrong and the United States now hopes that most of the surplus MRAP can be transferred to allies when the "buyer" only pays for transportation costs.
Thus, the results are very mixed and the requested / supplied quantity remains rather modest compared to the currently available number of machines. But requests from the United Arab Emirates for 4569 MRAP machines (1150 Caiman from BAE Systems, 3375 MaxxPro machines in various configurations) and 44 M-ATVs, the equipment stock will be greatly reduced. Importantly, any deal with the UAE, including upgrades, could cost the United States about $ 2.5 billion.
Countries that have received surplus MRAP, excluding leased and displaced vehicles
African Union: 20 M-ATV
Burundi: 10 Cougar
Croatia: 213 Cougar, M-ATV, MaxxPro
Djibouti: 15 Cougar
Georgia: 10 Cougar Cat II
Iraq: 250 Caiman
Jordan: Cougar
Pakistan: 22 MaxxPro (more than 160 requested)
Poland: 45 M-ATV
Uganda: 10 Cougar
Uzbekistan: 328 Cougar, M-ATV, MaxxPro
About 80% of the total 8,722 Oshkosh M-ATVs will remain. This is the largest percentage of all MRAP models.
In addition to the vehicles retained as MRAPs, the US Army will also rework surplus RG-33L 6x6 and RG-31Mk5E 4x4s in MMPV Type 1 (RG-33L) and Type 2 (RG-31) configurations.
Stored inventory
Preliminary calculations showed that by the end of 2016, the army will spend about 1.7 billion dollars on the restoration and modernization of the MRAP vehicles left in service to the corresponding general standard.
Early 2014 estimates suggest that the cost to return and refurbish each MRAP machine could range from $ 250,000 to $ 300,000. According to some sources, these figures have yet to be confirmed, the volume of recovery to date is insufficient to provide reliable estimates.
Of the 8585 MRAP vehicles that the army retains, 5651 vehicles (including 250 for command of special operations forces) are Oshkosh M-ATVs. If we also take into account the machines left by other branches of the military, then about 80% of the 8722 delivered M-ATVs will remain in operation. This is the largest percentage of all MRAP models.
M-ATVs were supplied in two main variants. The base model received the designation M1240, the Underbody Improvement Kit (UIK) and the manned turret OGPK (Objective Gunner Protection Kit) are installed on the M1240A1 variant, and the M153 CROWS remotely controlled weapon module is installed on the M1277 variant. A special version for special operations forces received the designation M1245, and also with the installed UIK kit - M1245A1. Work to upgrade 7,000 M-ATVs to a common standard is currently underway at the Oshkosh plant in Wisconsin and at the Red River Army plant.
Oshkosh was awarded an initial contract to rebuild 500 M-ATVs in August 2014. Three additional options for 100 cars each were issued in December 2014. The total contract value is estimated at $ 77 million; some sources claim that upgrading one machine is currently below the planned cost. Deliveries are in full swing and will continue until the end of September 2015.
Refurbishment works are aimed at returning the machines to the LRIP 22 (Low Rate Initial Production) standard. In fact, this is the standard for the latest production batch of M-ATV vehicles. LRIP 22 includes the installation of a UIK kit and an advanced automatic fire extinguishing system. As part of the modernization, several technical proposals have also been implemented, which include the reduction of sound signatures (silencer), a modular system for mounting ammunition and the re-arrangement of part of the equipment supplied by government orders.
By offering Bushmaster from Thales and Alpha from Protected Vehicles Inc, Oshkosh may have lost part of the original MRAP contract, but as the only supplier of M-ATVs to date, the company has won a contract worth over $ 6.6 billion.
With its MaxxPro, Navistar secured the bulk of MRAP contracts from the Marine Corps (in fact, almost 50%), totaling approximately $ 13 billion. From 2007 to 2011, Navistar delivered 8,780 MaxxPro machines in several configurations. This number includes 390 technical assistance vehicles, but excludes 15 Dash vehicles shipped to Singapore and 10 Dash DXM vehicles shipped to South Korea and coalition forces in Afghanistan (80 Dash DXM). Add in 1,872 DXM independent suspensions, 2,717 open chassis plus numerous other upgrades (besides any post-Afghan upgrades), and so far Navistar has earned approximately $ 14 billion from the MaxxPro business.
More than 35% of the MaxxPro delivered earlier will be retained, making it the second largest contributor to post-Afghan inventories and the only original MRAP that the army has kept as is.
Some sources believe the Army's decision to keep the MaxxPro over other models was influenced by user feedback and testing of the MaxxPro with the MaxxPro Survivability Upgrade (MSU) installed, confirming its superior survivability over other options. In addition, the 2011 Pentagon's annual performance test and live action report states that the MaxxPro Dash DXM is operationally efficient and reliable, with an average mileage to failure of 1,259 miles, more than double operating requirements at 600 miles.
The remaining 2,934 MaxxPro vehicles will be in two main configurations, the MaxxPro Dash DXM (2,633 vehicles) and the MaxxPro LWB (long wheelbase) DXM Ambulance (301 vehicles). Restoration work is currently underway at Navistar's West Point and Fort Bliss facilities and at Red River.
The plan is that the Red River plant is currently converting approximately 1,000 M1235 Dash DXMs in a wide variety of configurations to the two standards M1235A4 and M1235A5. The M1235A4 variant in the "fire support armored vehicle" configuration will be equipped with an OGPK manned turret, while the M153 CROWS weapon station is installed on the M1235A5.
Another area of modernization work is the restoration of machines to the LRIP 21 standard, which, in fact, is the standard for the final production batch of Dash DXM. Additional work includes the installation of the MSU Survivability Kit plus a number of other upgrades that include reconfiguring storage locations, improving capabilities associated with the on-board information management system, and installing electronic stability control. For modernization at the Red River plant, vehicles will be returned from overseas deployments and, after modernization, armies in Condition Code A state (as new) will be delivered.
Navistar is currently executing a contract to retrofit 477 Dash DXMs at its West Point plant; work on them is identical to work carried out at the Red River plant. Navistar will also convert 301 (plus seven prototypes) the M1266 MaxxPro LWB DXM to the M1266A1 MaxxPro LWB DXM sanitary configuration. Refurbishment work includes the installation of an MSU kit, a sanitary upgrade, the installation of an electronic stability control plus a few other specific modifications. The donor vehicles were originally purchased in the LWB MaxxPro / MaxxPro Plus configuration (with continuous axles), 580 of which were upgraded with new rolling chassis equipped with DXM independent suspension.
More than 35% of previously delivered MaxxPro machines will be retained, making it the second largest contributor to post-Afghan inventories and the only original MRAP that the army has kept as is.
The Marine Corps will keep 2,510 MRAPs in two variants, including the Cougar from GDLS-FP. This Cougar CAT II 6x6 is equipped with an Oshkosh TAK-4 independent suspension.
Under a separate contract, Navistar will upgrade 489 Dash DXMs at Fort Bliss to a Fully Mission Capable (FMC) configuration. This number does not include training vehicles that have not been deployed in foreign contingents; there are deviations in them that do not allow financing the restoration of these vehicles. With the exception of some cosmetic tweaks, there will be no difference in configuration or performance between FMC Dash DXM configuration vehicles returned to users from Fort Bliss and upgraded vehicles returned from Red River or West Point. The vehicles currently contracted with Navistar are scheduled to be completed on schedule by October 2016. A total of approximately 2,274 MaxxPro machines are to go through a standardization or refurbishment process, including approximately 1,000 machines to be refurbished at the Red River. The remaining approximately 660 vehicles will be included in the contract upon return from overseas.
The US Air Force also retains the MaxxPro as the Army donated 163 MaxxPro LWB DXM fire support vehicles to them. They were also taken from the 580 cars that were upgraded with the new DXM independent suspension chassis.
All at sea
In June 2014, the Marine Corps more than doubled its original MRAP requirements, from 1231 (490 M-ATV, 713 Cougar, 28 Buffalo Mine Protected Clearance Vehicle [MPCV]) to 2510. Given the hull's well-known aversion to anything that hinders its traditional expeditionary role, this increase is very interesting. Here, some sources suggest that the decision was determined by external pressure rather than a real desire.
The hull will retain two MRAP variants, the M-ATV from Oshkosh and the Cougar from the GDLS-FP, plus fewer Buffalo vehicles.
The modernization is carried out in the workshops of the Marine Corps in California and Georgia, some of the machines are being modernized in the Red River. The Corps was granted the lead controller of the entire Cougar fleet, a minority of which will remain with the US Air Force and Navy.
The Marine Corps' goal is to modernize its fleet with additional funding for expeditionary operations before it ends in 2017. The refurbishment hull standard belongs to the IROAN category - "Inspect and repair only if necessary": the machine is disassembled, parts and assemblies are repaired and replaced only when necessary, then the machine is assembled. Any missing modifications are also identified during the upgrade. The upgraded machine will be certified Condition Code A (new).
As part of its modernization work, the Marine Corps awarded two contracts to the GDLS-FP consortium. The $ 26 million contract issued in February 2014 calls for the development and production of 468 Seat Survivability Upgrade (SSU) seating kits for the Cat II 6x6 Cougar, while the $ 74.6 million contract from March 2014 calls for the development and production of 916 upgrade kits for Cat I and II Cougar.
In order to improve the driving skills of British soldiers in vehicles of the MRAP category, special courses were organized on the basis of the driver training school in Leconfield; pictured Mastiff 1 during the training course
British bulldogs
Throughout the Afghan campaign, several thousand protected vehicles, including MRAPs and M-ATVs, were loaned and / or donated by US military coalition forces. Others (like Germany with Dingo) chose to develop their own MRAP-class designs, while some (like Spain with the RG-31) opted to purchase models tested by the US military. In all cases, the number of vehicles never exceeded a thousand and was closely related to the intensity of participation in the Afghan company.
With this in mind, it is not surprising that the second largest British army after the US Army currently has the largest fleet of MRAP-class vehicles. In 2006-2011, the British Department of Defense ordered just over 750 units, a figure close to 800 when you include another 30 Marine Corps training vehicles and 14 Buffalo MPCVs. In the MRAP class, the UK chose the Cougar in three specialized trims: the Ridgback 4x4, Mastiff 6x6 and Wolfhound 6x6. In order to meet British requirements (including improvements in protection), a large amount of work was carried out on these machines before being sent to Afghanistan at the plant of the then NP Aerospace. Most of the fleet is Mastiff machines, of which 451 were delivered in three successively improved versions: Mastiff 1 (108), Mastiff 2 (198) and Mastiff 3 (145). The Wolfhound is essentially based on the Mastiff 3 configuration, which has a Mastiff cab with two rows of seats; The main task of Wolfhound is to provide escort for Mastiff and Ridgback vehicles and towing a 105-mm light cannon. For two orders, three options were delivered, a universal (81), with an explosive ordnance disposal kit (39) and a tractor unit (MWD) (5).
In mid-2013, the British Department of Defense confirmed that 169 Ridgbacks, 430 Mastiffs and 125 vehicles would be left behind, along with a fleet of approximately 570 selected secure vehicles purchased for operations in Iraq and Afghanistan, under a 10-year contract worth $ 2.2 billion. Wolfhounds.
Following a tender in April 2014, it was announced that a consortium led by Morgan Advanced Materials-Composites and Defense Systems (formerly NP Aerospace) had been awarded a contract by the Defense Support Agency to provide service for more than 20 variants that make up the British fleet of vehicles. base Cougar. The deal is designed for two years, but cannot be extended for another seven years. The initial contract value is £ 20 million.
Following delays due to protests from a losing competitor, a contract to modernize the British Cougar fleet in September 2014 was confirmed for General Dynamics Land Systems - Force Protection Europe (GDLS-FPE).
There are few details about this contract, it is only known that the number of serviced vehicles is 240 pieces. Limited funding for the work today allows only partial modernization of the fleet, such as the installation of modern communications in some vehicles, partial revision for other tasks and the modernization of the early models Mastiff 1 and Mastiff 2. According to one of the high-ranking military personnel, some departments of the Ministry of Defense insist on implementing a capability enhancement strategy that goes beyond the current rework contract. Such a solution would fully optimize the British fleet of protected vehicles, which have proven themselves well in Afghanistan, for the most likely future operational scenarios. It is clear that the most vulnerable point (and well known) of the entire fleet of cars is its overall mobility. For example, all five MRAP models purchased by the US Marine Corps (Caiman, Cougar, RG-31, RG-33 and MaxxPro) were supplied with solid axles and leaf springs. The advantage of such a basic configuration is the good maintainability of a vehicle damaged after an explosion. However, on the other hand, this configuration seriously impairs the mobility of protected machines.
The US military quickly realized the shortcomings of its fleet's mobility when the operational focus was shifted from Iraq to the more difficult and rugged terrain of Afghanistan. All forces were thrown into the fulfillment of this task and it was implemented in the shortest possible time.
From the outset, the M-ATV project focused on developing a vehicle with protection comparable to that of the original MRAP vehicles, but with significantly improved off-road capability. The M-ATV is equipped with an Oshkosh TAK-4 independent suspension. In parallel with the development and purchase of the M-ATV, a program was launched to modernize the entire fleet of MRAP vehicles by installing an independent suspension. For example, the TAK-4 independent suspension was installed on nearly 3,000 Cougar cars.
Compared to a continuous axle and leaf spring suspension, independent suspension on the same machines, in addition to the general benefits of driving, steering and even braking, also doubles the speed on rough terrain by two to three times. Another advantage of the TAK-4 system is that it is tested with a centralized tire pressure regulation system. With a clear understanding of the limitation of mobility imposed by the outdated Cougar suspension, in 2010 the Department of Defense assessed two possible ways to modernize the suspension of British vehicles. Some of the Ridgbacks were equipped with Oshkosh's TAK-4 suspension, while others were fitted with modified parabolic leaf springs from Ricardo. For unknown reasons, none of the systems was accepted, but this could be due to the already purchased large stock of spare parts for the original suspension.
Assuming that future operating conditions (in terms of mobility) will undoubtedly be more challenging than those of Afghanistan, and due to the well-known current fleet restrictions, the Department of Defense has recently launched a new series of tests on the Ridgback equipped with the TAK-4 suspension.
No further details have been provided, but it is known that suspension upgrades are currently not funded, although some sources point out that mobility issues are causing heated debate among planners.
Other upgrades (currently not funded) would also improve the deployability and overall combat effectiveness of the British Cougar fleet. These include the installation of a system of overpressure from chemical, biological, radiation factors of destruction and the installation of a hydraulic drive for the front doors, which is already available on the Mastiff 3 / Wolfhound, Ridgback and Mastiff 2 machines; The Mastiff 1 case does not have such a doorway.
Aware of the limitations in mobility, the Department of Defense in 2010 assessed two possible ways to modernize the suspension of British MRAP and Ridgback vehicles. They were equipped with Oshkosh TAK-4 suspension and Ricardo-developed parabolic leaf springs.
Protecting defenders
The mothballing work of several thousand remanufactured MRAP machines requires a well thought-out approach; it shouldn't be about just parking them in large hangars. Anyone who has left their car for an extended period knows that often it is not just about closing the door and leaving. At the very least, some other procedures are necessary if you want the car to start with the first turn of the key when you return. Everything is quite simple, despite the obviously difficult operating conditions, military vehicles are no different and without very careful preparation and organization of the storage process, they will begin to lose their performance from the moment they fall into place.
To address this storage problem, the Marine Corps awarded Transhield a $ 4.5 million contract in October 2012 for 3,700 covers to protect its MRAP vehicles.
In November 2013, it was announced that Transhield had received a $ 8.3 million contract to supply covers for more than 4,500 US Army MRAP vehicles. In October 2014, Transhield once again announced that it had completed the shipment of 350 MRAP protective covers for the US Air Force, an order that included covers for 163 MaxxPro vehicles, 91 Oshkosh M-ATVs and 96 CAT II Cougar 6x6 vehicles.
Without careful preparation and organization, cars will start to age from the moment they are parked and left.
Transhield protective sleeves are completely self-contained as they do not need an external power source or dehumidifier and can be used outdoors if required. The covers are manufactured using a patented Vapor Corrosion Inhibitor (VCI) technology that works inside the cover itself. The fabric of the cover releases VCI molecules as a vapor; this chemically bonds the metal surface and prevents the electrochemical reaction, which is corrosive. Moisture is discharged to the outside, lowering the relative humidity. Corrosion can be reduced by 90%.
Afterword
Looking at the many thousands of one-owner / low-mileage MRAPs available from surplus US military forces, and costing nearly equal to shipping costs to purchase, many would think that the market for new MRAPs is nearly depleted. In this regard, it can be noted that this is not the case, and while surplus undoubtedly has a significant impact on the market, the relatively high level of development and sales of machines in the MRAP category remains.
Pakistan and Hungary are examples of countries that have stopped developing local machines and opted for surplus machines from the American army. The opposite point of view is held by the Czech Republic, which has now launched a competition for 62 new MRAP machines. Competitors here were TITUS from Nexter based on TATRA chassis and VEGA from SVOS also based on TATRA chassis. South Korea has also recently developed the MRAP based on the TATRA backbone chassis.
Also, the companies from Namibia Windhoeker Maschmen-fabrik (WMF) and BAE Systems from South Africa showed at the African Aerospace & Defense (AAD) exhibition in 2014 new low-cost solutions in the MRAP class based on IVECO. The German company RMMV (in cooperation with the Austrian Achleitner) is actively promoting a car based on the MAN TGM truck.
Turkish BMC has recently re-launched Kirpi MRAP production, Singapore has ordered (already in service with Navistar's MaxxPro) a batch of Renault Higuard MRAPs, while Saudi Armored Vehicles & Heavy Equipment Factory offers the Tuwaiq MRAP, one of several MRAP projects based on on the chassis FGA 14, 5 from Mercedes-Benz.
When mentioning machines of the MRAP category, Streit cannot be ignored. The company presents a new product at virtually every defense exhibition. In addition, in addition to the acclaimed Shrek and Typhoon (the latter quickly became the preferred MRAP for Africa), Streit has recently introduced the MRAP Fiona 6x6 and Hurricane 8x8 KRAZ vehicles.
Except for those machines that the United States will not approve for delivery, the reasons behind this continued broad and diversified development of MRAP are wide and varied in themselves. In some cases, they will be based on a desire to have a product to support a local manufacturing base. In addition, the uniformity of the park, training and the already established qualifications of local personnel also play a role here.
There is another reason for the not-so-long queue for free cheese. Without training and without the guarantee of any kind of lifelong support, especially for those MRAP vehicles that are not left in service by the Americans, gifts can in fact become a hindrance very quickly.
