Tanks and trucks

FAI Light Armored Car

2005-09-20T14:03:25Z

Manufacturing of the FAI, one of the most mass-produced armored cars in Soviet history, began with a contract between the Soviet Government and Henry Ford's corporation. On May 31, 1929, according to that contract, Ford was to supply the plans for the "Ford-A", "Ford-AA" and "Ford-Timken" trucks.

In February 1930, truck assembly began at the "Gudok Oktyabrya" Factory in Nizhnij Novgorod. In November 1930, the "KIM" factory (Moscow) commenced truck production as well. From April 1932, manufacturing of the "Ford-AA" trucks also began at a new factory located in Nizhnij Novgorod. This factory was built by the Ford corporation under contract. Here, from December 6, 1932, the manufacturing of the "Ford-A" truck had begun.

Later, Nizhnij Novgorod was renamed to Gorkiy, and its factory was renamed to "GAZ imeni Molotova" (Molotov's GAZ). The specifications for all vehicles were re-calculated from the British (inch) to the metric system. After that all vehicles received new names: "Ford-A" - "GAZ-A"; "Ford-AA" - "GAZ-AA"; "Ford-AAA" - "GAZ-AAA".

Soon after the contract with Ford was signed, the Russians made several attempts to develop a light armored car on the "Ford-A" chassis (this confirmed by the order of UMMA RKKA). The design bureau (Chief engineer N.I.Dyrenkov) developed two armored cars: the D-8 and the D-12.

In 1931, both vehicles were accepted for service, although they didn't satisfy all the Red Army's demands. This was mostly because the design?s non-traversing machine-gun installations left the sides and rear unprotected. As a result, designers were ordered to develop a new hull with a new turret with 360° traversing.

In 1931-1932, by the order of UMMA RKKA, the design bureau of the Izhorskiy Factory developed a new vehicle. The new armored car was named "Ford-A Izhorskiy" or simply FAI. Mass production of the FAI started in 1933.

The main armament of the FAI was a single DT machine-gun, mounted in a revolving turret. The turret could be rotated manually, but in addition the MG's spherical mount allowed a ±10° horizontal angle of fire without traversing the turret. In 1935, some vehicles received special steel tyres instead of the conventional rubber tyres. These steel tyres allowed the FAI variant to run on railroad tracks with an 86 km/h top speed.

Such vehicles (some sources name them FAI-J) were used as armored rail scout cars in connection with armored trains. However, they could only reverse at 24 km/h - which made them too slow to be completely practical as rail vehicles.

In 1935, at the Izhorskiy Factory a new armored car was developed, based on the chassis of the M-1 automobile. This new vehicle had more room for the crew, some of whom would be equipped with radio.

With the advancements allowed by the M-1 chassis, mass production was shifted from the FAI to the new armored car--named the BA-20. However, after the production change, about 300 FAI's hulls still remained in factory warehouses. So, the Soviet engineers came up with an idea to mount these hulls on the M-1 chassis. This "hybrid" was classified as the FAI-M.

Prior the Great Patriotic War, FAIs were the most widespread armored cars in the Red Army. They took part in all military conflicts from 1930 to 1943. Moreover, they served in Spain during their Civil War, where both sides used those vehicles widely.

Until recently, most people believed that only one FAI hull remained, the damaged example now housed in the Warsaw (Poland) military museum. However, another FAI-M in running condition appeared at the "Exotic vehicles-98" exhibition on July 10-12, 1998, at Tushino, Moscow. It was displayed by the "Club of the Military History of RKKA". The remains of this vehicle were found and recovered from a swamp near Novgorod.

Parameter	FAI	FAI-M
Crew, men	2	2
Armor, mm	6-4	6-4
Armament	1 x 7.62 mm TD TMG	1 x 7.62 mm TD TMG
Ammo	1323 rounds	1323 rounds
Engine	"GAZ-A" 4-cylinder petrol, 42 h.p.	"GAZ-M1" 4-cylinder petrol, 50 h.p.
Fuel, litres	40	60
Range, km	200	315
Max. speed, km/h	80	90

Sources: "Armored cars", NIIBT Poligon GBTU KA, Kubinka, 1944
"World War II", Quadrillion Publishing Ltd.
"Tankomaster", #2, 1996
"Bronekollektsiya", #1, 1998

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BA-3, BA-6, and BA-9 Armored Cars

2005-09-20T11:48:18Z

{tab=Development History}

Development History

{slide=BA-I}

BA-I

The development of a three-axle armor cars in the USSR began in the early '30s. The design efforts were mainly based around the chassis of American Ford Timken trucks, which were first delivered to the Soviet Union in 1931. Production of this automobile began at the end of the year at the "Gudok Oktyabrya" factory in Kanavin, adjacent to Nizhnij Novgorod. In the fall of the same year an armored body was applied to the chassis at the Moscow Rembaza #2. Approximately 20 of these armored cars were built under the designation BA-27M. Several dozen D-13 armored cars, designed by N.I.Dyrenkov and based on the same chassis were built concurrently at the Izhorskij Factory.

In 1932, engineer P.N.Syachentov, known for his work in the field of artillery, drafted up a general-purpose amphibious armored car BAD-2 (designation acronym stands for "armored car-rail trolley"), which could travel on railroad tracks. Only one BAD-2 was built. However, not a single one of the mentioned machines possessed satisfactory technical specification desired by the military. The army needed a medium gun-equipped modifiable armored car.

In 1932, the BA-I armored car was designed at the Izhorskij factory under the direction of A.D.Kuz'min. The "I" in the designation stands for Izhorskij; in some publications the designation is written as simply BAI. During its creation designers employed the same Ford-Timken chassis. The complete hull of the vehicle was welded together - an engineering feat by the standards of that time. Doors for the crew were located on the sides and rear of the hull.

The cylindrical welded turret contained a standard 37-mm tank gun (supplied with 34 rounds) and a separately-mounted ball mount DT machine-gun. A second DT machine-gun was located in the frontal hull plate to the right of the driver. Due to the step-like form of the roof (the under-turret plate was significantly lower than the roof of the driver's compartment) the overall height of the vehicle was decreased.

Another innovation in the BA-I's construction were freely rotating spare wheels (an idea borrowed from the D-13) suspended at the sides of the hull. The spares prevented the car from bottoming out and assisted in the traversal of trenches and ditches. Later on, this design element was transferred from one BA to another, all the way to the BA-10. The BA-I armored car was built in small numbers in 1932-1934 and served in the Red Army.

{/slide}

{slide=BA-3}

BA-3

In 1934 the Izhorskij factory produced an improved model - the BA-3. The hull of the BA-I underwent only insignificant changes: the rear section of the hull was extended by 50mm, the engine compartment acquired air-escape windows, the running board was shortened, and the rear fenders now accommodated fastenings for all-terrain tracked chains. Installation of the body onto the Ford Timken chassis was accomplished with the help of 10 brackets, which were bolted to the side members through rubber gaskets.

The main innovation in the new vehicle was the turret and its armament. BA-3 received the turret from the T-26 Light tank, which had thinner 8mm armor with a paired weapons mount - the 45 mm 20K gun model 1932/38 (supplied with 60 rounds) and the DT machine-gun. The ammunition was located partially in the turret and partially in the hull of the armored car. In the recess of the turret there were two honeycomb racks with space for 40 shells, along the hull wall there were housings for 12 more (6 per side) and for 8 more along the walls in the fighting compartment (4 per side).

The four racks in the turret and the hull accommodated 53 magazines for machine-guns. For the first time in Soviet armored car industry, in an attempt to improve mobility, the rear wheels of the BA-3 were outfitted with all-terrain tracks, known under the foreign name "Overall". Each track weighed 71 kg and was comprised of 25 80x35 mm links. The length of one track was 4500 mm, step size - 180 mm. Installation of the tracks by the whole crew took 10-15 min.

In June 1943, the BA-3 armored car fitted with a non-armored hull underwent testing at the NIIBT proving grounds of the UMM RKKA at Kubinka, not far from Moscow. During testing the 5.82-tonn vehicle achieved a speed of 70 km/h on a paved road (the number seems a bit high, but that's how it was reported), while the speed on a dry dirt road did not exceed 35 km/h. During the runs the engine overheated and it was recommended that the cooling system be improved.

The front suspension had to be strengthened as well. Otherwise, no major problems were revealed, and the only recommendations were for minor revisions of the internal instrumentation layout. As stated in the concluding statement of the review committee: "the armored car displayed good characteristics necessary for a battle-worthy vehicle and can be proposed to be accepted for service to RKKA."

The production of the BA-3 was organized at the Izhorskij and the Vyksunskij factories, which in the years 1934-35 produced 180 (168 according to other sources) armored cars of this type.

{/slide}

{slide=BA-6}

BA-6

By 1935, the GAZ factory mastered the production of the domestic three-axle automobile GAZ-AAA. The Izhorskij factory quickly developed a new BA-6 armored car based on this automobile. The hull, turret, and the location of ammunition, joints and equipment were essentially unchanged from those of its predecessor.

The only visual distinction that identified the new car was the absence of a rear door, rear observation windows and a running board in the rear part of the hull. Also, the rear track increased to 1600 mm (for BA-3 it was 1585 mm); the distance between the front axle and the center of the suspension decreased to 3200 mm (vs. 3220 of BA-3); the distance between the rear axles was shorted as well, from 1016 mm (for the BA-3) to 940 mm. The new armored car was the first to use bullet-resistant tires GK (porous inner tube), filled with porous rubber.

Due to stricter weight control the mass of the car decreased to 5.12 tons without compromising any of the technical parameters. Between 1936 and 1938 the Izhorskij factory produced 386 BA-6 armored cars.

{/slide}

{slide=BA-6ZhD}

BA-6ZhD

Another version of the vehicle - BA-6ZhD ("ZhD" stands for "railroad-going") was produced in limited numbers. When changing from regular to railroad drive setup, special railroad wheels were installed right over common (pneumatic) tyres. However, the outer wheels still had to be removed from the rear axles to match the width of the railroad tracks.

The steering wheel in this case was locked in the center position. At 5,9 tons the BA-6ZhD could reach 55 km/h on rails.

{/slide}

{slide=BA-6M and BA-9}

BA-6M and BA-9 Armored Cars

In 1936, an experimental BA-6M version of the armored car was constructed, which had a truncated cone turret, thicker 10mm armor, a 71-TK-1 radio station and a 50-horsepower GAZ-M engine. The BA-6M weighed in at 4800 kg.

A lighter version of the BA-6M, the BA-9, was built concurrently with the standard model. The BA-9 was armed with a 12.7-mm DK machine-gun instead of a larger gun. In accordance with instructions issued by the people's commissar K.E.Voroshilov in 1937 the Izhorskij factory had to manufacture 100 BA-9's for the army's cavalry units. However, this task could not be accomplished due to the shortage of DK machine-guns.

{/slide}

{tab=Combat employment}

Combat employment

BA-3 and BA-6 armored cars were supplied to arm reconnaissance troops of tank, cavalry and infantry units of the Red Army. In 1937, a motorised armored regiment was formed in the Transbaikal Military District, which, shortly afterwards, was expanded into a brigade.

It included a battalion of medium armored cars, a reconnaissance battalion (medium and light armored cars) and an infantry machine gunners' battalion. In total there were 80 medium and 30 light armored cars in the brigade. Three such brigades - 7th, 8th, and 9th participated in fighting with the Japanese army at the Khalhin-Gol River.

Virtually at the same time as the armored cars were being supplied to the Red Army, they were also exported to other countries. Foreign sources tell us about the sale of 60 BA-6 armored cars to Turkey.

However, if the date of the sale is correct, then the vehicles were most likely BA-3's, since the production of the BA-6 did not begin until one year later. This assumption seems valid from an operational point of view as well. It would be easier for the Turks to perform service on the American Ford Timken chassis rather than on the Soviet GAZ-AAA. However, this is my guessing only...

Starting in December 1936 and lasting up until the withdrawal of Soviet military assistance in 1938 Spain took delivery of 7 BA-I's and 80 BA-6's. One of the first units of the Republican army that received the machines was the 1st Armored Brigade under the command of D.G.Pavlov. This brigade took part in the heavy battles near Madrid in 1937. The crews of the tanks and armored cars were made up of Soviet and Spanish soldiers. During fighting near Madrid, the BA-6's took out several enemy tanks.

By the summer of 1937, an armored car brigade was formed in the Spanish Republican army. In December 1937 up to 30 BA-6's with Spanish crews participated in an advance on the Teruels prominence - the last major and successful Republican operation. After the end of the Civil War, several BA-6's remained in the Spanish army until the early '50s.

BA-6's also served in the Mongolian Revolutionary People's Army. The 6th and 8th armored battalions of the Mongolian cavalry divisions equipped with these vehicles took part in an armed conflict at the Khalhin-Gol River during the spring and summer of 1939.

The foreign press cites instances of BA-6 deliveries to Afghanistan and China. It is hard to verify this information with respect to Afghanistan. As to China, such deliveries seem unlikely, because in the information released by the Soviet press concerning the delivery of military equipment and armaments to China between 1936 and 1939, the BA-6 armored cars (or any other armored cars) are not mentioned.

Thus, 150 BA-I, BA-3, and BA-6 armored cars were exported between 1935 and 1939. Most of the others performed service in the Red Army, primarily on the Far East. Nevertheless, a few BA-3's and BA-6's took part in a Polish campaign (1939), during the Winter War, as well as in the Great Patriotic War (they could be found in the military forces at least as late as the middle of 1942).

The Finish army, which captured some of these vehicles in 1939 and 1941, exploited them much longer. As of June 1, 1944, the Finns had possession of one BA-3 (which served until the end of 1944) and 10 BA-6's (which were in operation until the end of 1956.) Currently an example of a BA-3 armored car (#5633) is kept in the tank museum in Kubinka; and a BA-6 (#4382) can be seen on display at the CMVS in Moscow (see photos below the article).

In conclusion it should be noted that at the time of creation and even in the first stages of WW2, these armored cars were the most heavily armed in the world. Their British and American counterparts acquired 37-40 mm guns only in 1942. The first adequately armed German armored car became the widely known "Puma" (1944).

Unfortunately, massive armament was perhaps the only and most important merit of the medium Soviet armored cars of the '30s. Battle experience revealed the practical impossibility of their deployment on the front lines due to poor off-road capability.

The list of major shortcomings included weak armor and a lack of a driving controls post in the rear. The most advanced representative of the large series of Soviet gunned armored cars - the BA-10, also exhibited these shortcomings. Incidentally, all foreign armored cars of those years built on the chassis of commercial vehicles suffered from the same "illnesses." With the arrival of all-wheel drive wheeled armored cars they became completely obsolete.

{/tabs}

Translated by: Leonid Sapronov
Sources: "Armored Cars" NIIBT Polygon GBTU KA 1944;
"The BA-3 armored car. Operational manual" NIIBT Polygon GBTU KA 1934;
"M-Hobby" #3, 1999;
"Light tank and armored cars 1931-1939", part 2, "Eastern Front", 1996;
"Fighting equipment and Weapons" #3,4 1998.

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BA-64 Armored Car

2005-09-20T11:46:42Z

{tab=BA-64}

BA-64

Before the Great Patriotic War, the GAZ factory was the main supplier of driving gear for light armored cars like FAI, FAI-M, BA-20 and their variations. All those vehicles had two common disadvantages: their flotation ability was far from perfect and their armor protection was too weak.

When the Great Patriotic War did start, the GAZ was in full swing of developing and manufacturing GAZ-64 light jeeps (Chief-engineer V.A.Grachev), designed upon military demands. Using their large experience, engineers of the GAZ's design bureau decided to develop a light armored car on the chassis of the GAZ-64. The new project received the "Izdelie 64-125" (Object 64-125) designation.

On July 17, 1941 work on the new project started. The whole composition of further vehicles was designed by engineer F.A.Lependin, the Chief-engineer was G.M.Vasserman.

The new vehicle highly distinguished itself from all off its predecessors. It was designed using the experience of modern war and latest demands of the Red Army. It supposed to be used as a reconnaissance and commander's vehicle, to fight against enemy paratroops, for motorcade's protection and for anti-aircraft protection of tank columns.

The German Sd Kfz 221 had a certain influence on the design of the vehicle as well. By September 7, 1941, a Sd Kfz 221 was delivered to the GAZ factory.

Despite lack of experience in developing armored hulls, Soviet engineers U.N.Sorochkin, B.T.Komarevsky, V.F.Samoilov and others could finish their work with big success. The armored plates of different thickness were fitted with rational angles which increased the overall protection of the armored car. Which gave the major superiority over the all previous Soviet armored cars and some of the German armored cars in the same class as well. This is especially true if we'll take the small weight into account.

However, having little weight and good armor protection, the new car had a very limited internal space. The crew consisted of two men: the driver's station was set up on the centerline of the car, the commander's station was behind the driver. Some other changes compared to the original GAZ-64 were made: the cooling system, ventilator and electric system were altered. The rear suspension bracket was strengthened also, but the most important improvement was made in the engine: now it could work on low-grade fuel and oil, which was of high importance for the army.

Work on "Object 64-125" did run quickly. By the end of November 1941 the hull was completed, by January 9, 1942 the first prototype of the new armored car was finished. On February 17, 1942 it was named BA-64, where the "BA" means "broneavtomobil" (armored car). Because it's turret wasn't completed yet, the 7.62 mm DT machine-gun was mounted on the open machine-gun ring. Next day (Jan 10, 1942) the vehicle was showed to K.E.Voroshilov.

On March 9, 1942, after successful trials, designers were ordered to improve some shortcomings. On March 14, 1942, the BA-64 armored car was accepted for service.

First, all armored hulls were manufactured by Vyksunskiy Factory, then manufacture was organized on GAZ. By May 1942, the first three armored cars were manufactured and sent to Governmental trials, which they passed successfully. In June 1942, the first party of new armored cars were sent to the Eastern front.

The BA-64 was the first Soviet armored car with four-wheel drive, and it could climb 30° slopes, cross 0.9 m ford and 18° slippery hill-sides. The vehicle could move on sand very well. The survivability of the BA-64 was increased by using bullet-proof tyres.

The driver's observation visor was made of removable bullet-proof glass (also known as triplex). The same glass was used for the turret's embrasures. The 7.62 mm Degtyarev's machine-gun was mounted on a universal machine-gun ring, which allowed a 360° rotation. Some of BA-64's (41.5%) were equipped with wireless RB-64 or 12-RP.

{tab=BA-64B}

BA-64B

After the beginning of the BA-64's mass production, constructors started with the modernisation of this armored car. The main disadvantage was discovered - poor side steadiness (stability). Which was because of the narrow track (the space between wheels). So the track was increased to 1446 mm and two shock-absorbers were added to the front suspension. Beside this, some other minor improvements were made. At the end of October 1942 the "wide-track BA-64" (or BA-64B) successfully passed all trials and was accepted for service. The improved wide-track chassis allowed to list on 25°.

From the spring of 1943 up to 1946 mass production of the modernised BA-64B continued. In 1944, by a report of NKO, the monthly output of the BA-64B was 250 cars, yearly output of the radio-equipped BA-64Bs was 1404. Notwithstanding their weak armament, BA-64 armored cars were used successfully in most reconnaissance operations as well as for infantry support.

Most successful was the BA-64 in street fighting, where the ability to fire on upper floors was very important. BA-64's and BA-64B's were used in all major operations and battles of the Eastern Front. A total of 8174 armored cars from both types were accepted for the Red Army, 3390 of which had a wireless. In 1946, the last 62 vehicles were manufactured, bringing a total of 3901 BA-64's and 5209 BA-64B's being manufactured.

After the war, BA-64B's served in the Soviet Army as training vehicles until 1953. Other countries of the Warsaw Pact used them much longer. Poland received 81 BA-64's and BA-64B's, Czechoslovakia - 10, DDR (Eastern Germany) used them as police armored cars. Many vehicles were sent to Yugoslavia, China and Northern Korea.

{tab=BA-64V}

BA-64V

Simultaneously the mass production of the BA-64, both factories has continued the improvement of this armored car. To use it as armored trolley and convoy the rail echelons, there were several attempts to put it onto rail tracks.

First attempt (in July 1942) was undertaken by the Vyksunskiy Factory. Using the stored quantity of the rail wheels, which have remained from the days of BA-20ZhD's manufacturing (the abbreviation "ZhD" means "Zheleznodorozhniy" or railway), the factory made the rail modification of the BA-64.

It is important to say, that the chassis of the armored car was slightly changed because its track was more narrow than on the BA-20ZhD, thus it couldn't be installed on the railway without of some corrections. The narrow track was compensated by longer axes, which led to faster deterioration of the roller bearings.

Nevertheless, the BA-64 was modernised and, in December 1942, the modernised BA-64V ("V" means "Vyksunskiy") was sent to the trials. The total weight increased to 2586 kg. The trials revealed some other disadvantages: the reverse speed was only 13 km/h (the reverse of the BA-20ZhD was 27 km/h). That was especially bad because the usage as rail trolley supposed the movement with equal speeds in both directions. Initially, BA-64 was designed as armored car, not as locomotive and, as a result, another two disadvantages were found. First problem was with its gearbox: it wasn't designed for a long reversible work, thus it often broke. The second problem was with cooling of the engine: it was of air-cooling, and thus, during the backward movement it didn't receive a proper coolness and quickly overheated.

From the other hand, such way of modernisation was the easiest and, without a doubt, the cheapest.

{tab=BA-64G}

BA-64G

Simultaneously with the Vyksunskiy's attempts to develop an armored trolley, the same works were undertaken on the GAZ Factory.

Unlike the BA-64V, the engineers of the GAZ have decided to develop an universal vehicle, which could move both on road wheels and rail wheels. Their variant - BA-64G ("G" means "Gorkovskiy") - represented the common BA-64 that was equipped with additional (removable) four rail wheels as shown on photos. To drive down from the railway, crew should raise the rail wheels. The backward movement was provided by a special reversible distribution box.

In November 1942, the first BA-64G was manufactured and the very first trials were undertaken. Unfortunately they have failed: during the installation on the railway, both axes of the rail wheels were bent. Subsequent trials revealed the instability during the movement and frequent falls from the rail track. That was because of small diameter of the rail wheels. Because of this, further trials were cancelled until the improvement of all discovered defects won't be done.

From January 12, 1943, the trials continued with improved variant of the BA-64G. In spite of all improvements, the discovered defects still existed. As before, there were frequent falls from the railway and frequent engine's overheat (during the frosty winter!). The experiments with the BA-64G have continued until the summer 1943, when they was cancelled at all. At that moment totally three BA-64G's were manufactured.

{tab=BA-64D}

The BA-64D

The insufficient firepower of the 7.62 mm Degtyarev's machine-gun revealed from the very first battles. It forced designers to find ways to rearm the BA-64 with a more powerful weapon. At that time, the most perspective way seemed to rearm it with the 12.7 mm DShK heavy machine-gun. That was the very reliable HMG, it received many positive responses from regular army. Moreover, it had a very quality ammunition, which was already set up in a mass production. The idea was conform and further modification received the BA-64D designation (the "D" means "DShK").

For the very first time (September 23, 1942) designers tried just to replace the DT TMG with the DShK HMG, without any major changes. They have "modernised" the narrow-track BA-64. Next day, they had showed the vehicle to N.A.Astrov, who was pleased with the "new" vehicle and offered some valuable ideas.

Nevertheless, the "simple" rearming the BA-64 with such a powerful weapon was impossible and has supposed to add a definite improvements in construction in both BA-64 and DShK. The turret's support should been strengthened due to the big weight of the DShK (34 kg) and its big recoil force. Besides, the special K-8T sight was added for antiaircraft shooting. For a ground targets there was a standard TMFP telescopic sight.

All these improvements were so serious that the cost price of the turret has raised dramatically. The turret's traversing mechanism contained some elements from the same mechanism of the T-60 Light Tank. The main difference was that the turret of the BA-64D could be traverced both manually and mechanically. Among the other changes, the thickness of the armor of the turret was increased up to 12 mm, which was important for the safe installation of the DShK.

The first BA-64D with the new turret and armed by the DShK was manufactured by the March 20, 1943. From April 4, 1943, the trials of that armored car begun on the Striginsky proving ground. The full weight of the BA-64D was 2425 kg.

On April 6, the BA-64D was showed to General A.I.Lebedev and General I.P.Telegin. That show was failed due to defects of the modernised DShK. During the shooting, the rounds are jamming because of new magazine, the used cartridges are jamming too. Moreover, that magazine was too small - 30 rounds only! Because of big recoil of the DShK and a narrow track of the BA-64, the machine-gun accuracy was far from perfection if the HMG was perpendicular towards the axis of the vehicle.

Nevertheless, on April 12, 1943, the BA-64D was sent in Moscow for showing to the High Command of the Tank Forces of the Red Army. The HQ also noticed all imperfections of the magazine: small capacity, inaccurate design. The HQ recommended to use the steel cartridge belt instead of magazine. However, that was incorrect decision as well because of insufficient space in the turret. So, the GAZ refused that. As a result, the whole project to rearm the BA-64 with a DShK was abandoned.

{tab=BA-64 with SG-64 MG}

BA-64 with SG-43 Machine-Gun

The appearance of the new, more powerful 7.62 mm machine-gun of the Goriunov's design (SG-43), renewed the idea to rearm the BA-64B. Weighing the 13.8 kg, the SG-43 had the maximum range 2000 metres. It is important to say, by that time all attempts to rearm the BA-64/BA-64B were failed due to different reasons.

From March 3, 1944, the works on rearming of the BA-64B started. There was a single attempt. The SG-43 was installed instead of DT, without any changes in construction of the turret, like the very first BA-64D. The SG-43 was longer than the DT, but anyway, it was placed in the standard turret. I must say, that the such "simple" installation of the SG-43 reduced the horizontal sector of fire (without traversing the turret).

In April 1944 the BA-64B with the new armament was sent to the proving ground. The trials were unsuccessful. The SG-43 was luck of humeral support which resulted a low accuracy. There were some difficulties of reloading the machine-gun. After the trials, the new armored car was not recommended for service. All further works were cancelled.

{tab=BA-64 with AT-rifle}

BA-64 with an antitank rifle

In December 1942, the GAZ had tried to rearm the BA-64 with the 14.5 mm self-loading Simonov's antitank rifle (PTRS). It supposed, that it would increase the firepower of the armored car, so BA-64 would be move valuable in offence and defense.

Because of big recoil force of the PTRS, this AT rile was installed into the turret with the specially designed anti-recoil mechanism (shock-absorber). For the some time, the works on this modification were delayed in favor of BA-64D, but in March 1943 they were resumed. Judging by GAZ's archive documents, there were attempts to modernise the PTRS to increase the current magazine capacity (standard PTRS had five-loading magazine) as well as automate the fire of the rifle (by removing the disconnector).

However, all those works were abandoned, the reasons are not clear for me yet. Anyway, in the regular army there were sporadic "home-made" conversions with both PTRS and PTRD antitank rifles.

{tab=BA-64E (BASh-64)}

BA-64E (BASh-64)

The success of the German APCs forced the Soviet constructors to develop a transport variant of the BA-64. Frankly, BA-64 was the worst base for the such works however, at that time there weren't any alternatives.

It was supposed that further vehicle will be without a turret and would be open from the top, but the hull will be remained. On October 22, 1942, the first test were made. At the rear hull the door was made, the roof remained only over the driver. The new 55-litres fuel tank was relocated to the left side and put under the bench. New vehicles supposed to be armed with the 7.62 mm Degtyarev's machine-gun.

Further works over the APC have been delayed until the March 1943. At that time the second variant was built. It received the BA-64E designation. The short trials revealed the main disadvantage: it was a quite hard to leave the vehicle.

At the mid-March, the third variant of the BA-64E was built. It had better crew (6 men) layout. By the 3rd April, the next, fourth variant was built. It was based on BA-64B. The sides were higher and the pair embrasures were made from the each side. The DT was removed at all, however the question about armament of the BA-64E has discussed for a quite long time and there were attempts to arm the BA-64E with the light 37-mm ChK-M-1 gun.

By the end 1943, GAZ manufactured three BA-64E and sent them to the regular army for a detailed trials. Two vehicles were sent to the 3rd Guards Tank Army, and one BA-64E - to the 7'th Mechanized Corps. Both units returned a negative response: too cramped, too uncomfortable. Using their response, GAZ produced another three APC's. Now, each APC could carry 4 infantrymen. On September 28, 1943, they have been showed to the Marshal J.N.Fedorenko. He offered to add some changes. GAZ agreed and produced another three APC's with a various realization of the Fedorenko's recommendations. After that they have been showed to Fedorenko again.

He chose one of them and offered to install the powerful radio 12-RTM. As the result, the new staff vehicle has been created. After the minor improvements that vehicle was showed to a special commission of the Tank Forces of the Red Army. In some literature, that vehicles named BASh-64 ("Sh" means "shtabnaya" - staff), but I've never seen that designation in archive documents.

In spite of positive responses of that commission, that modification was not accepted for service. The reason was simple: the war ended faster then the first produced vehicle reached the frontline.

{tab=BA-64Z}

The BA-64Z

Trying to solve a problem of truck's movement over a snowy terrain in winter 1942 the new truck GAZ-SKh was developed (it was based on the chassis of the GAZ-AA). Instead of common wheels, the truck had the original track unit which has been developed before the Great Patriotic War (Chief-engineer - S.S.Nezhdanovsky). The driving-wheels were replaced with track unit, the front wheels were replaced with pair of a wide skis.

Then, the idea to install the BA-64 onto Nezhdanovsky's track unit suggested. From July 1943, the works on this idea started. The very first prototype was finished by January 1944. New vehicle received the BA-64Z designation ("Z" means "zimniy" - winter). The brakes, absorbers, the driving shaft, distribution box and the reserve wheel were removed from the new vehicle. The overall dimensions of the BA-64Z increased: length - 4560 mm, width - 2280 mm, height - 2020 mm. The full weight increased up to 2980 kilos.

On January 9, 1944, the first trials begun, but finished unsuccessfully: the BA-64Z stuck. It was dragged out by the GAZ-62 truck. From January 13, the trials resumed, now the BA-64Z towed the field gun. (Unfortunately, the report does not clarify the model, just mentioned "a field gun". The 76-mm ZIS-3 field gun seems to me most likely however).

The BA-64Z run very well, but fell into the ditch and damaged the skis. From January 30 to February 10, 1944, the BA-64Z successfully passed the overall trials. The average speed on the hilly snowy terrain was 7.6 km/h, on the firm road - 16 km/h. The maximum theoretical speed - 28 km/h - was nor achieved because of weak engine. The car run with a big difficulties over the non-snowed flat terrain, and could not pass the hills at all if they weren't covered by snow. The tracks often collapsed. BA-64Z used too many fuel: from 1.2 to 1.5 litres per kilometer.

Trials revealed another big problem of the BA-64Z: a quite low maneuverability. That was especially bad for wooded country, sometime it was need to saw off a tries to get a path. Because of these serious problems, the BA-64Z was considered as hopeless and all further works were cancelled.

{/tabs}

Specifications
Parameter	BA-64	BA-64B
Crew	2	2
Weight, kg	2360	2425
Length m	3.66	3.66
Width, m	1.53	1.69
Height, m	1.9	1.85
Armor, mm	4-15	6-15
Armament	1 x 7.62 mm DT	1 x 7.62 mm DT
Ammo	1260 rounds	1260 rounds
Engine	"GAZ-64" 4-cylinder, 50 hp	"GAZ-64" 4-cylinder, 54 hp
Fuel, liters	90	90
Range, km	540	560
Max speed, km/h	80	80

Sources: "BA-64 Armored Car. Short manual", Moscow, Voenizdat, 1943
"Armored cars", NIIBT Poligon GBTU KA, Kubinka, 1944
"Vezdekhody RKKA", Armada No.7
"M-Hobby" No.4, 1999.

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