The Pinzgauer is one of the most capable all-terrain vehicles ever made.
While not as fast as the HMMWV, it can carry a greater number of troops. Even the smaller 710M can carry 10 people, or two full NATO pallets. Both the 4×4 and 6×6 models can tow 5,000 kg on road, and 1,500 or 1,800 kg off-road, respectively. It has a range of over 400 km on one tank of fuel, or nearly 700 km with the optional 125-litre tank.
The first generation Pinzgauer is available in both four-wheel drive (Model 710) and six-wheel drive (Model 712) versions.
The Pinzgauer was also designed to be reliable and easy to fix, so it was shipped with an air-cooled dual-carbureted engine. Air-cooled carbureted engines are still in use in many small aircraft due to their reliability. This is partly due to the fact that air-cooled engines have been around longer, and partly because they are simpler and have fewer parts. The engine in the Pinzgauer was designed for it; it has more than one oil pump so that the engine will not be starved of oil, no matter how it is oriented. An American automotive magazine once described the sound of the engine as “a vacuum cleaner blowing steel balls one by one into a tin can.”
It also has a very advanced chassis contributing to its high mobility. It has a central tube chassis with a transaxle which distributes the weight more evenly and keeps the center of gravity as low as possible. The differentials are all well sealed units and require minimal additional lubrication. The pinzgauer also has portal axles (like the Unimog and unlike the HMMWV or Hummer H1) to provide extra clearance over obstacles.
The 710 4×4 was the more popular variant, but the Pinzgauer was designed to have a very capable 6×6 configuration from the start. The rear suspension on the back of the 6×6 712 is designed to provide maximum traction in the most demanding circumstances along with increasing its towing, load carrying and offroad abilities.
During production from 1971 until 1985, 18,349 first-generation 710s and 712s were produced and sold to both civilian and government buyers
Both examples belonging to the Society were operated by the Austrian Army from 1976 until the early 2000s., and were imported into Canada directly to us in 2016
Source: Army Guide
The M-35 traces its history to the GMC trucks of the Second World War, and this 2 ½ ton truck class has been used by many armies, literally all over the world since. This 1970 example is made by AM General, and has a very interesting multifuel engine that is capable of running on almost any type of petroleum, from home heating oil to gasoline and jet fuel!
This particular truck is a former US Army example, and sports a ring above the cab to mount either a .30 cal light machine gun, or a heavy .50 cal machine gun for convoy protection and anti-aircraft use.
Used for carrying up to 20 troops or cargo, it can also be loaded with specially made radio or medical containers in the rear cargo area for particular tasks.
One of the most unusual modifications to these trucks was during the Vietnam War, where many were converted to “Gun Trucks,” heavily armed with many machine guns, even in some cases high-speed Gatling guns, to ward off jungle ambushes. Most had homemade armor plates added to them to protect the drivers and gun crews.
The Ferret is a lightly armed and armored scout car made in Britain in the 1950s and 1960s. Used by most Commonwealth countries, including 124 by Canada, these formed the backbone of the reconnaissance troops during the cold war period. Light, very fast, and easy to drive, the Ferrets were the sports cars of the armoured world, and were universally loved by their crews. When the Society’s Ferret Is out in public, there is always lots of interest wherever it goes!
The Society’s example was made in 1963, and the last of the Ferrets saw their final operational service in the First Gulf War of 1991.
The CVR(T) Scorpion is one of a family of light armor developed from a single platform. Known for its speed and powerful jaguar 4.2 engine, these tracked reconnaissance vehicles are capable of sustained speeds above 100kmh.
Notably, this example is equipped with a “swim screen”, a 4-sided collapsible “tub-like canvas” structure that, when raised, allows the Scorpion to swim across rivers using its tracks to move itself in the water.
With a 76mm main gun, a secondary .30 cal machine gun, and full night vision equipment, it could handle most threats in its class. Its main job while in service was to scout ahead of a main force on point to locate any opposition, a demanding and dangerous task.
The Society’s example was made in Belgium for the Belgian Army and was attached to the 2nd Commando Regiment (Recce). This vehicle saw service in a peacekeeping role, most notably in Kismayo in southern Somalia in the early 1990s. Most of the time it was detailed to protect aid convoys, being able to keep up with the supply trucks.
The “Sugga,” which is Swedish for “sow,” was a radio and liaison car produced from 1953 to 1958. The Sugga was never exported and was only used by the Swedish Armed Forces, and was assembled by using many components from other cars and trucks being made in Sweden at that time. The body, for example, is from the popular 800 series taxi cab of the era, while the frame and running rear are from the Volvo heavy truck manufacturing line
Powered by a robust Flathead 6-cylinder engine, and weighing in at 6,000 lbs., the Sugga was capable of speeds up to 90 km/h and had space for two bicycles on the rear carrier so as to dispatch written messages to other Army units
Sweden remained neutral during the Cold War period, but has, since the 1940s, built and maintained a robust domestic defense industry that is suited to their unique needs. Only 702 Suggas were produced and very few have been exported outside of Scandinavia since being released from service. This example is in very original condition for the 1970s era.
The Hagglunds Bv 206 was designed and built in Sweden as an all-terrain amphibious transport. Used by most armies in the west, it has served Canada in many capacities, including search and rescue operations. Recently, the Bv 206 saw use in Afghanistan; in need of mountain transport, the Canadian Army removed the roofs from these vehicles so that they could fit in CH-47 Chinook helicopters for delivery to infantry units operating at high altitudes.
The Stalwart, or “Stolly,” is a full amphibious high-capacity load carrier designed in the UK in the mid-1950s and was able to carry upwards of 5 tons of supplies across rough terrain and rivers. It was also able to leave amphibious landing ships offshore to land on beaches.
Built by the Alvis Co., the Stalwart weighs about 9 tons, and is powered by a straight 8-cylinder Rolls Royce gas engine that drives both the wheels and the water jet propulsion system while swimming. The vehicle can travel at 60km/h on land and up to 12km/h in the water.
This example is one of the last 30 produced and is a Mk. 2 variant that features an Atlas crane for two main tasks, that of carrying palletized ammunition for artillery batteries, and as a support vehicle for regiments of armoured vehicles to carry spare engines and equipment for field repairs.
The Stalwart is being shown today with some examples of engines and equipment that it would have carried during its service in the 1970s in Germany. One side has been lowered to demonstrate the cargo bay. Both sides were closed and locked for travel, as these provided the water buoyancy.
These were used in many theaters with both the British and German Armies, and were withdrawn from use in the early 1990’s
The Alvis-built Saracen is one of the first post-World War 2 armored personnel carriers manufactured, and could carry 8 fully equipped troops plus a gunner for the .30 caliber machine gun turret and the driver.
This particular example served its entire operational life working with the British Army on Operation Banner, the British Security operation in Northern Ireland in the 1970s and 1980s.
Oddly, it was originally built as part of a shipment of Army vehicles to the Kingdom of Libya. After a coup d’état by a young Lt. Gaddafi, the British Foreign Office canceled the sale, and the shipment was placed into storage while a new buyer was sought.
With the Troubles in Northern Ireland heating up, there was an immediate need for moving soldiers in more secure transport, as light-skinned, un-armoured trucks were being routinely targeted by the Irish Republican Army (IRA). This foreshadowed exactly what happened in this century in Afghanistan and Iraq, as light vehicles proved unable to protect their occupants.
Rushed into action, this vehicle spent its first few weeks in Belfast still in it its desert paint that it wore when destined for the sands of Libya.
In the markings of the 321st EOD Bomb Disposal Unit of the British Army, this Saracen still carries the scars of bullet impacts fired by members of the IRA.
The “Goat“ was a private venture design that came out of the feedback the French Army had in the 1950s in Indochina, using conventional types of army trucks that were found to be unsuitable for jungle terrain.
10 years after the start of the project, the semi-amphibious six-wheel drive and 4-wheel steering truck was being used by the American Army in Vietnam, in exactly the same location the French Army had struggled before!
Although better in the swampy terrain of Vietnam, the Goat was beset with low speed and a distinct engine sound due to its high RPM 3-cylinder Diesel. This made the Goat a particular ambush target for the Vietnamese forces.
Although highly maneuverable, the Goat was best suited to non-combat roles, and was replaced by the well-known HUMVEE in the mid-1980s.
The Collection’s example is marked in the 1st USMC Recon Battalion, Dhen Phu, Vietnam in the early 1970s.
We use this vehicle in educational events surrounding the Vietnam War, and in particular educating the public on Canada’s lesser-known involvement in that war, such as the Canadian Forces Peacekeeping mission there, and the many thousands of Canadian who volunteered to fight alongside the Americans, particularly the high number of Canadian First Nations men.
The Cadillac Gage V-100 was designed using as many “off the shelf” military parts as were available to reduce manufacturing costs and to streamline military servicing in the field.
The V-100 originally saw no use by the US Army during the early Vietnam War, but was commonly used (to great effect) by the South Vietnamese Army. The US noted this, and soon brought the V-100 into service for their own needs.
Used primarily in an Armed Convoy Escort role, the V-100 was used extensively all over South Vietnam during the late 1960s and early 1970s. The Society’s example is no exception, being shipped to serve in Vietnam in late 1969 and returned to the US in 1972.
A powerful armoured car with a V8 engine, weighing in at 8 tons and with room for a crew of five or more, the V-100 had the speed, armour, and firepower to protect most supply convoys during the war.
Canada’s newly purchased TPAV Armoured Reconnaissance Vehicle is the grandson of the V-100, demonstrating the effectiveness of this simple and robust design.