Film of British BV202 trials in 1967

https://www.iwm.org.uk/collections/item/object/1060032784 

A book by Volvo on the Bv202

Bandvagn 202 ett nydanande fordon (Bv202 An innovative vehicle) in Swedish

Bv 202 takes a driver and 9 passengers.

It will negotiate 1.1 m high obstacles, 3.6 m wide ditches, 60% slope, 40% side slope, and is amphibious going without any preparation.

Load capacity 1000 kg on the road, 800 kg across rough terrain. The towing capacity is considerable.

Bv202 is a so-called oversnow vehicle. By this is meant that it does not sink into snow. The depth of snow does not matter. This is thanks to its very low ground pressure. The wide tracks and the large abutment surface provide a ground pressure that is lower than your own. This allows driving on marshes and wetlands. The accessibility is very good for this vehicle. The rubber tracks reinforced with steel wires are very durable. The vehicle can be operated in the summer on bare ground.

There are essentially 2 versions. An early version(Swedish and Norwegian arm). The latter Mk II/NF1 Norwegian Army 1977 on. The Mk II has slightly larger engine (B20 sport), Orbitrol steering and ZF gearbox.

The United Kingdom bought the Bv202E from 1968, and bought them between 1968 to 1970, and then the Mk 2 between 1978 to 1980.

Background

The company Bolinder Munktell designed the Bandvagn 202 in the early 50s. The background to the project was the problem of obtaining support and maintenance in rugged terrain, especially in northern Sweden, on lakes and marshes. The result was a two-piece vehicle with control devices that connect them for so-called waist steering. The first driving tests began in 1959 and series production started in 1964.

In 1948, a number of Studebaker Weasel leftovers were purchased from the battlefields of Europe. These became very popular especially in the north of Sweden where it handled snow very well. Problems with spare parts and the fact that the cost of servicing these vehicles meant that alternatives had to be found.

Between 1954 - 1956, the Royal Army Fabric Administration purchased various vehicles that were thought to be interesting to become a permanent replacement.

In 1957, 2 vehicles were designed for evaluation in 1958. This prototype proved to be far superior to the requirements it had. In 1960, another 10 units were built for more detailed tests.

In 1961, a request was sent out among Swedish vehicle manufacturers. Volvo and Bolinder Munktell were given the task of further developing the vehicles and in 1963 production could start of the vehicle that has become widely known as the BV202.

1962-81 Volvo's BM factory in Eskilstuna produced just over 5600 copies.

Function

In the front carriage there is an engine, gearboxes, steering gear, as well as a driver's compartment. The rear carriage can be fully used for transportation of various types including people.

In the standard version, there is room for two people in the front carriage and 8 passengers in the rear.

The engine located in the front carriage also drives the rear carriage’s tracks with a cardan shaft. The front and rear carriages are skewed relative to each other in order to steer the vehicle, and all four tracks receive uninterrupted drive even during turning. The rear part is used as a "rudder". The control unit joint between the two carriages allows the vehicle parts to lead in relation to each other, horizontally for the towing in line but also vertically to compensate for uneven terrain.

Models

Bv 202A - Basic model with canopy roof on the rear wagon, and 4 pin trailer socket.
Bv 202B - 12 pin NATO trailer socket.
Bv 202C - Water radiator heated rear trolley.
Bv 202D - Extra insulated and heated rear trolley.
Bv 2022 - fire line trolley 2022, fire line variant
Bv 203B - radio bandvagn and has a fixed, heat-insulated superstructure on the rear wagon furnished for connection service.

Volvo later came to manufacture tracked vehicle MKII, with Bv202E to the UK, and BV202NF1 to Norway. What distinguishes the 202E / 202NF1 from the original version includes the engine, a B20 sport (B20B) with twin carburettor producing 15 hp more than the original, orbitrol control steering (see below), heat in the rear trolley and ZF gearbox. 

Generally, the Bv202 NF1 and Bv202E Mk 2 were made from 1975 to 1980 and chassis number starts from 4001 and on to the production ends with the last with number 5630. Last units were for the Marine corps of Holland. 

The British military bought the Bv202E Mk 1 over 1968 to 1970, and the Mk 2 from 1978 to 1980.

Bv202T was a design for Tropical regions, never put into production.
Bv202F was a body type like the 206, but it was newer put into production.
Bv202NC and NVE were civilian models made in low production numbers.  

The main visual difference between the Mk 1 and the Mk 2 is the air intake on the bonnet. The Mk 1 has the raised intake half way up the bonnet, whilst the Mk 2 is across the front of the bonnet. The location of the air intake on the bonnet, and the position of the head lights, indicators and side lights on the front.

https://olav-teigen.no/

Support forum website, with downloads

https://terrangbil.net/forum/index.php?/forum/28-bandvagn-202bv202bv206/

A website on the history of the story behind Hägglunds & Söner AB's success story with Bandvagn 206 can in practice be traced back to the American amphibious "Studebaker Bandvagn" (Studebaker M29) from the Second World War and the wagons that were bought into Sweden as surplus material (this vehicle was designated Bandvagn m/48 ). 

http://www.ointres.se/bv_308___309.htm