• Military Menu                       

• Introduction
• Systems
• Facilities
• Agencies
• Industry
• Operations
• Countries
• Hot Documents
• News
• Reports
• Policy
• Budget
• Congress
• Links

• WMD
• Intelligence
• Homeland Security
• Space

ULARV-3 infantry fighting vehicle

Serial production of the first wheeled infantry fighting vehicle ULARV-3 for the Myanmar army was to begin in 2015, DefenseBlog reported on 04 February 2015. The design was inexpensive, and not dependent on anyone. The ULARV family [4x4 ULARV-1, 4x4 ULARV-2, and 6x6 ULARV-3] procurement program put on hold and replaced by the BTR-3 procurement program.

The first prototype of the ULARV-3 infantry fighting vehicle of the Myanmar army was shown in 2012. The Myanmar army intends to launch the production of a family of modular wheeled (6x6) platforms for infantry fighting vehicles, weapons carriers, command vehicles, medical vehicles, radar carriers, recovery vehicles, tractors and air defense equipment. The vehicles will be equipped with imported aiming and night vision systems, in particular, from Russia and China. The cannon and turret will also be imported.

The ULARV-3 was created on the basis of a common military truck - armored hull on chassis versus the self supporting hull with independent suspension in modern armored vehicle platforms. Look closely, without the front fairing, it is an ordinary 6x6 cabover truck. Move the radiator to the right side of the cockpit and turn it up, then what comes out is that after armor and installing weapons (about which nothing can be said) will become a novelty of the Myanmar Armed Forces, the "wheeled BMP" ULARV-3. Of the merits - a reliable commercial chassis, yes. But it also gives rise to disadvantages - bridges, for example, instead of individual suspension - exclude mine resistance altogether. The ground clearance is not too high.

Due to the significant dimensions and weight of the armor of the hull, additional armor of the engine compartment with a hood, the weight increases significantly and the cost of manufacturing an armored car increases, due to the large mass and dimensions of the armored car, a triaxial chassis may be required. A larger armored car, containing a chassis with an armored body, including armor protection of the engine compartment, a gas tank mounted on the body, while the body has loopholes, characterized in that the armored body is mounted on a chassis is made with a triaxial design with a 6x6 wheel arrangement, a balancer suspension is used on the rear axles, the armored body made of rolled homogeneous sheets steel steel and consists of a motor compartment with an armored hood and a habitable compartment functionally divided into front and rear parts.

In their early years, armored cars were nothing more than commercial truck chassis rigged to accept a heavy armored hull superstructure. In the early 20th Century, armored cars were built upon standard automotive chassis. They were both armed and armored, and equipped with radio communication equipment. Its primary function, in addition to providing high-speed mobility, was to perform combat reconnaissance and provide defense firepower when needed. Vehicles of this type were also used as field commanders' vehicles in mechanized and armored units. They had secondary functions as personnel and cargo carriers. Some models existed whose primary function was to provide mobile armored protection for personnel and cargo. In these vehicles, the turret was omitted and the hull was modified to facilitate cargo loading and unloading. The separate frame and body type of vehicle construction is the most common construction technique employed.

In contrast, Armored Personnel Carriers [APC] and Armored Infantry Fighting Vehicles [AIFV] have an integrated frame and body. The integral frame and body type of construction, also referred to as unitized construction, combines the frame and body into a single, one-piece structure by welding components together, by forming or casting the entire structure as one piece, or by a combination of these techniques.

Merely welding a conventional body to a conventional chassis frame, however, does not constitute an integral frame and body construction. In a truly integrated structure, the entire frame-body unit is treated as a load-carrying member that reacts to all of the loads experienced by the vehicle-road loads as well as cargo loads.