MRAP Vehicles: The Soldier Protector
By Scott Clay, Bishop & Associates Inc.

The Mine Resistant Ambush Protection (MRAP) vehicle platform has been a U.S. Army, Department of Defense, and political topic in Washington and in the press for the past two years. The actual concept of a medium-sized truck with armor plate on the sides is not new. The actual “technology” of such a vehicle is traced back to the South African and Rhodesian armed forces fighting insurgents in the countryside, and it was used on roads and tracks of both countries almost 30 years ago. Combat engineers and armored cavalry troops in Vietnam also built up “gun trucks,” which were two and quarter-ton capacity trucks, with large pieces of steel welded onto the sides, and additional .30 caliber and .50 caliber machine guns added to protect U.S. convoys that would re-supply missions throughout the roads of Vietnam.

The “new” concept of MRAP vehicles was introduced to the Pentagon in 2000, and several dozen were purchased for test and sent to Iraq. They were initially used for transporting Army engineers and protecting ordinance disposal teams. As the IED (Improvised Explosive Device) problem grew to be the major issue in Iraq, Army brass finally realized this type of vehicle had a far more survivable rate than the HUMVEE, or even the M2A2 Bradley Fighting Vehicles. The first U.S. orders were to Force Protection, of Ladson, South Carolina, for the articulated arm and camera equipped “Buffalo.” This version had the specific mission of IED removal work with the combat engineers in mine and explosive detection and disarming. However, reports kept coming back from the field about how the rugged specially built vehicles survived IEDs and other explosive charges buried in roads and byways around the major cities of Iraq. Finally, the Pentagon and the Department of the Army began to move quickly to get these vehicles into the hands of all the troops. A new Department of Defense plan, called “Joint Rapid Action Cell,” was put in place to increase the speed of the response time for urgently needed battlefield equipment. There are other systems in this process, but one of the keys is to split up procurement orders, if necessary, to get more of the needed equipment than one supplier could deliver.

The vehicle design is built around a medium-sized truck chassis, with either a four-wheel or six-wheel drive system, and run-flat tires. The power plant is exclusively diesel, with most offering various transmission options. The vehicles all have a V-shaped hull or bottom to better deflect the explosive force and debris from mines and IEDs. The center of gravity on all the models is two to three feet above the chassis, to lessen the direct force, and force it to the sides, further protecting the vehicle’s occupants. The sidewalls, doors, and engine cover panels are up-armored, and they even offer further armor protection as an option. All the vehicles offer an armored turret option, and even a remote weapons system. Driver thermal vision systems are an option, with additional electrical power, and even the latest vehicle self-protection systems. Some manufacturers offer additional NBC/CBR systems and improved fire suppression (internal) equipment. Power take-off systems, huge additional battery power, power winches, and other items are available. While off-road travel is not as easy for these wheel-mounted multi-axle vehicles compared to fully-tracked vehicles, they perform well on even the most unimproved roads. All vehicles incorporate some version of automatic transmissions, and some offer a transfer case to two-wheel drive for highway travel. The vehicles also come in three varieties or categories:

Category I

• Urban/City Combat/Recon Vehicle

• 4x4 Full-Wheel Drive

• Length: 24 feet

• Carries Up to Six Soldiers

• Combat Weight: 38,000 lbs.

• Cost: $570,000

Category II

• Convoy patrol, combat engineering work, troop movement, scout and patrol work, ambulance

• 6x6 Full-Wheel Drive

• Length: 28 feet

• Carries Up to 10 Soldiers

• Combat Weight: 52,000 lbs.

• Cost: $629,000

Category III

• IED disarmament, mine detection, explosive disposal

• 6x6 Full-Wheel Drive

• Length: 29 feet

• Carries Up to 12 Troops

• Combat Weight: 80,000 lbs

• Cost: $856,000

Connector Content
The main chassis and drive train are somewhat typical for a medium-sized truck. The engine, transmission, and IP use typical sealed automotive-type connectors. The controllers use the multi-pin blade-type systems, with sealing key for almost all under-hood connectors for fording small streams and rivers. Due to the vehicles high clearance geometry, fording rivers of up to four feet is easily accomplished. Engines are all diesel, with sealed “Packard”-style engine systems, and all harnesses are at least plastic “accordion” covered, with some key ones fully shrink-wrapped and the controllers fully sealed. Depending on the category of the vehicle, some of the wire is high-temp rated, and many of the wiring junctions, fuse boxes, and other areas are fully waterproofed. IP gauges and controls are typical of medium-duty trucks, but many of the vehicles are also wired with additional power take-offs, additional harnesses with “charging” stations, using typical Mil/C 26482-style systems for the military radios and additional communications, GPS, electronic protection systems, and other needs. The main radio system is the newest version of the ITT SINCGARS radio.

Command and control special vehicles also have “power charging” wiring and docking stations for the radio equipment and other power “bus” systems to allow soldiers to recharge man-packs, carry-on computers, electronic vision and sighting devices, and portable GPS equipment. Also, options are offered for embedded computers and additional communication systems, which also require military-type circulars, and even 5015-style for higher power requirements. These embedded systems use 26482-style for most interfaces, but some 5015 connectors must be used, as internal power requirements are approaching 500 amps. Within the boxes, there is extensive use of the VME style of connection systems, now “ruggedized” to withstand the shock and vibration in the military vehicle environment. Except for special equipment, there are no fiber optic systems used in most vehicles. In addition, extra electric and hydraulic equipment and controls are needed for the Category III type vehicles, for the special power ramp, robotic arm, winch, and other systems. Wiring is also provided for various weapons systems, which are options for the top-mounted firing position. With the development and build of these new vehicles, additional connectors of all these types will be needed, by the prime contractors and the various suppliers of the “add-on” equipment.

Other Factors
As in the evolution of most vehicle types, the MRAPs display some problems typical to the many special requirement vehicles needed for the military. The high center of gravity makes it prone to tip on steep grades. Mileage is not high due to the weight of the additional armor panels and blast-proof and bullet-proof windows. They use run flat tires, and extra heavy duty suspension components, but this adds additional pounds. The vehicles also were designed with a high-capacity air conditioning system and with special protective and supportive chairs, a welcome relief from the usual “web” type chairs employed in most vehicles. Speeds on paved roads are up to 55 mph, but the usual guidelines are 30-35 mph, especially on unimproved roads. The vehicles can weigh up to 80,000 pounds. This particular Category III version has proved somewhat troublesome, as many of the bridges in theatre cannot handle this weight. The Army and Marines also found this an issue, on occasion, with the M1A2 main battle tank. This weight also means that these vehicles need the large Oshkosh MK31 tank transporters for staging into main battle areas, and it makes the vehicles more difficult to air transport into the battle zone. They cannot be carried, for example, in the C-130 transport, even the latest “J” version. They could be carried in the new A400M transport being developed by EADS for the European military. Currently only the C-5M and C-17 can carry the vehicle, and then, only two at a time, at most. The Marines have also found their Navistar MAXXPRO and MAXXPRO XL cannot fit aboard the amphibious ships that carry Marine equipment and supplies from their staging ships to the shore. Pre-positioning force ships also are limited in the amount of MRAP vehicles they can carry.

With the development and fielding of this system, there is also a fear that the total focus on this vehicle family would impact the further rapid development of the JLTV (Joint Light Tactical Vehicle), the aimed replacement for the HUMVEE. This smaller scout-type vehicle has large improvements over the AM General platform, with V-shaped hulls, additional armor, sloping sides and angled surfaces, and much heavier suspension (to handle the increased weight) which has been a major problem in the HUMVEE as it is up-armored for better protection. The upgraded protection system, with large armor plate panels for all exposed surface area, as well as a better gun position cupola armor to protect the gunner, has severely stressed even the rugged suspension on the military HUMVEE. This is one reason for the development of the Category I MRAP. However, the JLTV will be much lighter than that vehicle, and the numbers will far exceed the MRAP’s. The Defense Department, however, has insisted that the JLTV development continue on as rapidly as possible. This program is the focus of numerous major companies, some of whom are also working on MRAPs. They are working on finishing the first prototypes for evaluation by the Army. But in long-time terms, the Army must now study the effectiveness of the MRAP, and how it will fit into Combat Teams with the proposed JLTV.

Another key concern for Army planners is the focus and money being spent on these two very needed programs and its effect on the Future Combat Systems (FCS) armored vehicles. This is a family of various hybrid-powered armored vehicles being developed at BAE Systems and General Dynamics. These vehicles were supposed to be a replacement for all the current service armored platforms, even at one time the M1A2 main battle tank. Beyond the vehicles, FCS is a huge system with new radios, soldier survivability/protection and communication systems, new robotic land vehicles and robotic airborne aircraft, and a “networked” battle command and control system. It will also include networked training, new support and logistics, better preparation and simulation equipment, faster development to production timing, better business practices, and reduced costs for everything. The current wars and the huge drain on Army budgets for ongoing costs, new developments, and the purchasing of MRAPs have already cut into the billions of dollars set aside for FCS. Work on those advanced FCS vehicles has been slowed or stopped altogether, as money and manpower is assigned to these other key weapons systems. The war has also meant that existing vehicles like the M1A2 Tank, the M2A2 Bradley Fighting Vehicle, STRYKER, and even the M-88 Tank Recovery Vehicle are all going through upgrade programs, which further deteriorates the future fielding of FCS vehicles. Billions of dollars have been allocated for these upgrades, with BAE alone getting over $6 billion in orders for 4,000 Bradleys and M-88s, plus orders for more new ones to replace the oldest models, that are not deemed worth upgrading. General Dynamics received almost $1 billion to upgrade the M1A2 tank to newer versions, which the Army wants to continue in service until at least 2040! Obviously the MRAP vehicles will also be in the Army inventory for 2040, and beyond.

Key American companies in this vehicle system:

Foreign Companies with their own programs:

Remember, this vehicle system will be available for sale to other countries. The United Kingdom has purchased a few Force Protection vehicles for evaluation. Iraq has purchased several hundred for their forces, and over a dozen countries have made contact with the various manufacturers expressing interest in buying the MRAPs for their armies. There has even been interest in acquiring small numbers of them from the U.S. Air Force, Navy, and various U.S. Special Forces Organizations. Under the new DoD policy, it would seem that all firms listed here in the U.S. will get some orders for these necessary vehicles. While it was just announced that BAE Land Systems and Oshkosh/Ceradyne have been awarded the Category II prototypes, all of the others listed in this report, with the exception of Blackwater, have been awarded low-volume production orders for the various categories. In the case of Force Protection, they have orders for over 2,000 vehicles.

It also is certain that additional orders—in the thousands—will be ordered by many other countries around the globe.

Scott Clay, Director Military & Aerospace, Bishop & Associates Inc.
Scott Clay has worked for more than 25 years in the connector and wiring systems markets. He has held various positions in field applications and marketing for Molex, Tyco, Methode, and ITT. For the past 15 years, Clay has focused on the military/aerospace sector, and five years ago formed his own company for consulting and application engineering. He has worked on design-in and electronics on F/A-18E/F, F-22, F-35, C-130J, C-5M, C-27, P-8, A-10, and numerous other aircraft. Some of the Navy programs Clay has participated in are SSN-774 Virginia class subs, CVX, DDG-1000, and the Littoral Combat Ship class. He has extensive expertise in land vehicle systems, and has worked closely with the worldwide locations of GD, BAE, AM General, and other key manufacturers. He is currently working on variations of MRAP, JLTV, upgrades for the Bradley fighting vehicle, M-88 recovery vehicle, FMTV, and other platforms in the wiring and systems areas, plus portions of the future combat systems.