Regarding the Pinz, I bet it was a case of mistaken identity with the Land-Rover 101FC. The irony being that I was probably driving it during the sighting.
The Land-Rover 101 is a cool truck, and very much like a Pinz in utility, concept, size and capacity. But it is definitely not like a Pinz in the drive train department. They are almost exactly the same curb weight and size (for a 4-wheeled Pinzgauer), with the 101FC slightly larger and with 50% more cargo capacity (1 ton for the Pinz, 1.5 ton for the 101FC). The Land-Rover 101 was designed as an air-portable multi-purpose vehicle, but with a specific role as an air-portable artillery tractor. Side-by side, the Land-Rover looks slightly bigger, but it just barely is. Interestingly, the curb weights are almost exactly the same near 4,400 lbs. The 101 benefits from an all Alloy body. The body, like most Military Land-Rovers, is made of Birmabright, which is an aluminium alloy developed from WWII aircraft production.
For a quick comparison, I think the trucks are very similar in function, but the similarity stops there. To me, the Pinzgauer, like the Unimog, is a study in European complexity and ultimate off-road capability. The Land-Rover is the antithesis, it's typical old-fashioned Anglo-American simplicity and brute force. The Land-Rover 101FC has an American designed V8, the Pinz an air-cooled 4 cylinder. This makes the Land-Rover exceptionally nice to drive for a Military vehicle. The GM derived military V8 in the 101 is smooth, powerful and quiet, and when combined with the auxiliary overdrive, it will cruise very nicely and quietly at lower interstate speeds.
Although the 101 doesn't have the portal swing axles of a Pinz, in a way it makes up for it with larger tires and the simplicity and durability of Spicer/Dana 60 axles, full-time 4x4 and Detroit/truetrac lockers in the diffs (non-standard). Simplicity of the 101 is again shown in a conventional transmission/transfer setup with the simple mechanical linkages and cables, whereas the Pinz has a very complex transaxle backbone with swing portal axles and a multitude of hydraulic control cylinders and hoses. Another unique feature on the Land-Rover is the factory center mounted PTO winch, which can be used front or rear.
Both trucks are geared similarly, but the torque flexibility of the Rover's V8 makes it easy casual going at crawling speeds, compared to the relatively higher revving air-cooled 4-cylinder in the Pinz. In the end though, the Pinz is the king off-road, no doubt. However I suspect the Land-Rover is more survivable and will ultimately out-live a Pinz, if for no other reason it's aluminium body and the simple drive train made from mostly common components.
I wanted to get it on the trail, but we seemed to have been all messed up on knowing when the trail rides were, only making one, and that combined with it being packed with radio stuff, we just never made it to the trails. I've been wheeling with this truck before and the Land-Rover 101FC does surprisingly well for something not having the clearance of portal axles. I've been on rides with me driving my Unimog, and the 101 keeps up well for what it is. Next year I hope we'll have it on the trail a the 2015 SSGR and can see how it does there.
Maybe we can setup a special trail ride for the Euro trucks?
Garret