Armoring Process

Significantly improving the lateral resistance of the passenger cabin against nearby explosive attack.
Reducing deformation levels of the vehicle's structure, particularly the floor.
Assuring an adequate resistance of the armored glass and its anchoring points upon an explosive blast.
Considerably limiting the risk of detachment or protrusion of elements comprising the armoring within the passenger cabin.
Battery, ECU unit and brake booster protection.
Reinforced suspensions and sway / torsion bars
Run flat inserts

1. Structural Reinforcement of the Passenger Cabin

Structural reinforcement is obtained by designing and pre-cutting the least possible total amount of protective parts for the cabin's posts and pillars

In particular, the protection of the 'B' post is achieved by a single vertical piece, formed by a 100 Ton press, allowing it to conform to the original shape of the pillar. This method eliminates the need for welding intermediate pieces and the inherent risk of having them break apart, possibly penetrating the passenger cabin in the event of a blast.

Each of the post reinforcements is anchored deeply into the vehicle's chassis, penetrating several centimeters into the floor, additionally providing a convenient protection at the rocker panel area.

2. Floor protection

Floors are protected by means of a "Double Skin" type structure consisting of a second floor made of 2.5 to 3.0 mm thick ballistic steel, covered by a multi-layer aramid fiber mantle which serves as protection against fragments and spalling in the passenger cabin.

According to the user's specific requirements, the resistance level may be increased with mantles of greater absorption capacity or with self-deforming steel devices which absorb a large part of the blast's energy, reducing injury to legs and feet.

Finally, some vehicles may be fitted with wave deflecting devices (Mine Deflectors) which obliquely divert explosive waves.

3. Armored Glass Resistance and Anchoring

The combination of floated glass, Polyvinyl Butyral, Polyurethane, and Polycarbonate, also incorporates a layer of anti-spall film (Spallshield), laminated during the production process, which prevents the entry of glass splinters into the cabin.

In superior armoring levels (B6 and B7) the glass is manufactured without offset, integrating them into a structure of broadened frames which provide a higher resistance against blast.

In the instance that monolithic glass may not be used due to design or technical reasons, the offset consists of a 22 to 24mm triple laminate (equivalent to a B4 level) which rests within the vehicle's original frame yielding superior resistance characteristics to those of a conventional offset.

In every case, the internal section of the window frame is broadened by one inch (1.0") offering greater overall resistance to a lateral blast.

Armored glass at the cargo area on SUVs is designed smaller than conventional and is anchored on the external part of the opaque armoring, thus creating greater resistance as a whole and preventing their penetration into the cabin upon an explosive wave.

The design of the wide overlap system in every door and window aperture area is conceived with the purpose of avoiding the detachment and penetration of glass, as well as doors and hatch, into the cabin.

4. Control of Internal Protrusions

In order to complement the anti-blast protection system developed into our armored vehicles, we aim to avoid that elements constituting the armoring might turn into additional risk factors by becoming potential projectiles under the pressure of an explosive wave. With this in mind, certain techniques were preferred over others upon integration of armoring components onto the vehicle:

Small, multiple pieces are substituted by large, curved panels, anchored solidly, avoiding weld joints on flex or support areas.

Screws and bolts, which may loosen or unfasten in the event of an explosion, are eliminated.

Rivets, which are likely to detach in the event of an explosion, are reduced to a minimum.

Armored Cars Levels of Protection

Ballistic Level Threat Projectile Weight & Velocity

Our Level II Vehicle II II

Meets: UL 1, 2 NIJ IIA, II 9mm .357 magnum .38 special 124 grain @ 1225 fps 158 grain @ 1375 fps 158 grain @ 900 fps

Our Level III Vehicle III III

Meets: UL 1, 2, 3

NIJ IIA, II, IIIA, III .44 magnum .357 magnum UZI 9mm 240 grain @ 1450 fps 158 grain @ 1450 fps 124 grain @ 1450 fps

Our Level IV Vehicle IV IV

Meets: UL 1, 2, 3, 4, 5, 6

NIJ IIA, II, IIIA, III 7.62 x 51 M80

7.62 x 54 ball .30 caliber SP 7.62 x 39 SC Norinco 150 grain @ 2800 fps 158 grain @ 2685 fps 180 grain @ 2795 fps 123 grain @ 2450 fps

Our Level V Vehicle V V Meets: UL 1, 2, 3, 4, 5, 6, 7 NIJ IIA, II, IIIA, III 5.56 x 45 SS109 7.62 x 39 SC 7.62 x 54 LPS 55 grain @ 3250 fps 123 grain @ 2450 fps 150 grain @ 2850 fps

Level Type of Weapon Caliber Ammunition Test Range

I .38 special S&W .38 Special RN Lead 10.2g 5m IIA 9mm Pistol 9mm x 19 Para FMJ 8.0g 5m II .357 magnum S&W .357 Magnum JSP 10.2g 5m IIIA .44 Magnum Colt .44 Magnum SWC/GC 15.55g 5m III AK47 Kalashnikov 7.62mm x 39 M43 VH 200-385 7.9g 5m IV SLR L1A1 7.62mm x 51 M80 Ball 9.7g 5m V M16 5.56mm x 45 M193 3.56g 5m VI SLR L1A1 7.62mm x 51 AP M61 9.7g 5m VI M1 30-06 (7.62mm x 63) AP 10.75g 5m VI Dragunov SVD 7.62mm x 54r ST2M HS Penetrator 9.6g 5m

Note: Level of protection is based in part, on the United States Institute of Justice (N.I.J.) standard 0108-01. Abbreviations: FMJ - Full Metal Jacket, JSP - Jacketed Soft Point, RN - Round Nose, SWC - Semi Wadcutter, g - Gram, gr - grain All tests conducted are based upon average velocity of selected ammunition.

Euronorm Standard (ballistic standards of Europe)

Class Type of Weapon Calibre Ammunition Test Range

B1 rifle .22 lr RN/Lead 10m B2 hand gun 9mm Para FJ2)/RN/SC 5m B3 hand gun .357 Magnum FJ3)/CB/SC 5m B4 hand gun .44 Magnum FJ4)/FN/SCP 5m B5 rifle 5.56mm x 45 FJ4)/PB/SC 10m B6 rifle 7.62mm x 51 FJ2)/PB/SC 10m B7 rifle 7.62mm x 51 FJ4)/PB/BC 10m

All tests conducted are based on average velocity of selected ammunition.

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