Archive for the ‘Carburettors’ Category

Labelview Barcode and Label Software eliminates Compliance woes

If your industry has labelling standards to which you must abide, you understand just how challenging it can be. Labelling errors are no longer a minor inconvenience in many industries. Instead, complete compliance with often rigorous standards is essential to successful operation. A single labelling error can have huge negative financial repercussions. As such, those who print their own barcode labels must make every effort to do things the right way the first time.

Labelview, a software product brought to you by Etiquette, is a longstanding favourite among those who are involved with barcode labels. Labelview allows for the creation and printing of barcode labels while featuring tremendous ease of use. Many companies have long relied upon Labelview to handle their barcode labelling needs and the program continues to increase in popularity with each subsequent release. The newest version, Labelview 8, gives those in fields where compliance labelling is an issue a good reason to rejoice.

The new Labelview is designed with compliance labelling in place. The label creator is guided by the software to make barcode labels that will meet even the most exacting standards. Those in the medical industry, for example, will find that Labelview helps them insure they meet standards including HIPAA requirements and other compliance regulations.

The software also supports compliance labelling from other fields as well. Whether you produce pharmaceuticals or carburettors, you understand that fully compliant labels are an essential part of making your operation run smoothly. So does Labelview, and it will do more than any other labelling program to make sure your final labels are nothing less than perfect with respect to compliance issues.

The new Labelview 8 makes it easier to produce compliant barcode labels quickly and easily, providing both great labels and unrivalled peace of mind. If you are not already using Labelview, you should investigate its use immediately.

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Gasoline engines have the advantage over diesel in being lighter and able to work at higher rotational speeds and they are the usual choice for fitting in high-performance sports cars. Continuous development of gasoline engines for over a hundred years has produced improvements in efficiency and reduced pollution.

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The carburetor was used on nearly all road car engines until the 1980s but it was long realised better control of the fuel/air mixture could be achieved with fuel injection. Indirect fuel injection was first used in aircraft engines from 1909

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, in racing car engines from the 1930s, and road cars from the late 1950s.[16] Gasoline Direct Injection (GDI) is now starting to appear in production vehicles such as the 2007 (Mark II) BMW Mini. Exhaust gases are also cleaned up by fitting a catalytic converter into the exhaust system.

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Clean air legislation in many of the car industries most important markets has made both catalysts and fuel injection virtually universal fittings. Most modern gasoline engines also are capable of running with up to 15% ethanol mixed into the gasoline – older vehicles may have seals and hoses that can be harmed by ethanol. With a small amount of redesign, gasoline-powered vehicles can run on ethanol concentrations as high as 85%. 100% ethanol is used in some parts of the world (such as Brazil), but vehicles must be started on pure gasoline and switched over to ethanol once the engine is running. Most gasoline engined cars can also run on LPG with the addition of an LPG tank for fuel storage and carburettor modifications to add an LPG mixer. LPG produces fewer toxic emissions and is a popular fuel for fork-lift trucks that have to operate inside buildings.

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The hydrogen powered FCHV (Fuel Cell Hybrid Vehicle) was developed by Toyota in 2005 Biofuels Main articles: Biofuel, Ethanol fuel, and biogasoline

Ethanol, other alcohol fuels (biobutanol) and biogasoline have widespread use an automotive fuel. Most alcohols have less energy per liter than gasoline and are usually blended with gasoline. Alcohols are used for a variety of reasons – to increase octane, to improve emissions, and as an alternative to petroleum based fuel, since they can be made from agricultural crops. Brazil’s ethanol program provides about 20% of the nation’s automotive fuel needs, as a result of the mandatory use of E25 blend of gasoline throughout the country, 3 million cars that operate on pure ethanol, and 6 million dual or flexible-fuel vehicles sold since 2003.[17] that run on any mix of ethanol and gasoline. The commercial success of “flex” vehicles, as they are popularly known, have allowed sugarcane based ethanol fuel to achieve a 50% market share of the gasoline market by April 2008.[18][19][20]

Electric Main articles: Electric car, Hybrid vehicle, and Plug-in hybrid
The Henney Kilowatt, the first modern (transistor-controlled) electric car.
2007 Tesla electric powered Roadster
Tata/MDI OneCAT Air Car
A CNG powered high-floor Neoplan AN440A, run on Compressed Natural Gas

The first electric cars were built around 1832, well before internal combustion powered cars appeared.[21] For a period of time electrics were considered superior due to the silent nature of electric motors compared to the very loud noise of the gasoline engine. This advantage was removed with Hiram Percy Maxim’s invention of the muffler in 1897. Thereafter internal combustion powered cars had two critical advantages: 1) long range and 2) high specific energy (far lower weight of petrol fuel versus weight of batteries). The building of battery electric vehicles that could rival internal combustion models had to wait for the introduction of modern semiconductor controls and improved batteries. Because they can deliver a high torque at low revolutions electric cars do not require such a complex drive train and transmission as internal combustion powered cars. Some post-2000 electric car designs such as the Venturi Fétish are able to accelerate from 0-60 mph (96 km/h) in 4.0 seconds with a top speed around 130 mph (210 km/h). Others have a range of 250 miles (400 km) on the United States Environmental Protection Agency (EPA) highway cycle requiring 3-1/2 hours to completely charge.[22] Equivalent fuel efficiency to internal combustion is not well defined but some press reports give it at around 135 miles per US gallon (1.74 L/100 km; 162 mpg-imp).

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Automotive Engine Tune Ups, Engine Repair And Engine Replacement

Automotive engine tune ups, engine repair and, possibly, engine replacement are crucial processes that every vehicle owner should know about. Your best resource would be a trustworthy and highly skilled automotive mechanic in Tampa who is an expert in auto repair and truck repair as well as auto inspection and not just auto oil change. Your engine is just as valuable as your car transmission system. If you need any car parts replacement, make sure your automotive mechanic in Tampa supplies you with genuine car parts such as those from AC Delco.

The engine tune up is a crucial component of your overall preventive maintenance regimen. It means the routine servicing of your vehicle engine based on the instructions of the vehicle manufacturer in your owner’s manual. The steps in the tune up and the recommended frequency are all in the manual. This may include the inspection of emission controls and the ignition system; possible replacement of certain components of the ignition system such as the rotor button, distributor cap and contact breaker; adjustment of the valve, air-fuel mixture and carburettor idle speed; re-fastening of the cylinder head bolts; and replacement of spark plugs and filters like the air filter. In modern vehicles, though, engine tune ups can be done as seldom as once every ten years.

Despite engine tune ups, vehicle engines can still break down due to various factors. You, as the vehicle owner, will then have to decide between engine repair or engine replacement. If you find engine replacement to be more cost effective, you will have to decide between a brand new engine, a used engine or a remanufactured engine.

Your automotive mechanic in Tampa will most probably tell you that engine repair will only be worthwhile if your vehicle is not yet ten years old and still has a market value of over ,000.00. If your vehicle is older, any engine repair will do nothing to increase its resale value.

Your automotive mechanic in Tampa will also tell you if your engine is still repairable. It would be very expensive and no longer worthwhile to still repair an engine that has locked up or has ran for more than 150,000 miles, burns oil, or makes strange noises. In these cases, you should either replace your engine or your entire vehicle.

When replacing your engine, a brand new engine is, of course, the most expensive option. This is also called a crate engine and it comes ready for installation, with a solid warranty. Crate engines are practically identical to your original vehicle engine, or they may be even better with upgrades from the same manufacturer.

Your next option is a remanufactured engine. This is a used engine that has been completely overhauled and rebuilt, meeting or even exceeding the specifications of original equipment manufacturer engines. They are cheaper than crate engines but also come ready for installation and with solid warranties. They are also more eco-friendly because of the recycling of the engine.

A used engine that has not been remanufactured is not a reliable option at all even if it is very much cheaper. Choose this at your own risk.

When getting engine replacement with a crate engine or a remanufactured engine, ask your automotive mechanic in Tampa to check its compatibility with your vehicle.

To ensure that you will not need automotive engine repair and engine replacement any time soon, be diligent about your regular preventive maintenance procedures and engine tune ups. The time will come, however, when automotive engine repair or engine replacement becomes inevitable. When that time comes, make sure you have your reliable automotive mechanic in Tampa to do a proper job for your vehicle.

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Gas Scooters – Zoom in and zoom out-of traffic!

Cursing on a highway on a Super bike at high speeds is a memorable and thrilling experience, but how about entering a crowded market place or a city crowded with traffic. Imagine you can zoom ahead of the traffic where the cars and bikes are stuck for hours! Gas Scooters are the most commonly used transportation mode in most of the crowded cities. The fame of these gas scooters are slowly spreading around the globe. The reason is it’s easy to ride, light weight, environment friendly and less expensive. As the name suggests these scooters operate on gasoline and are available in two stroke and four stroke options. The bikes come in 40 cc, 50cc and 60cc with power ranging from 2HP to 4 HP. The only problem with the bike is the noise it produces as they often irritate people on the street. But if you are an environment friendly guy and being conscious about global warming, you can fit a carburettor with an exhaust emission motor can significantly reduce the noise pollution. If you frequently travel in crowded streets then this can be the best mode of transportation. These bikes are environment friendly with less emission.

Gas scooters are pretty fast and are adequate for daily transportation. These scooters can cruise at speeds ranging from 15 – 35 mph. When we talk about speed obviously we have to mention about brakes. Nowadays gas scooters are equipped with front and rear discs brakes and alloy rims to ensure minimum stopping distance. To drive these bikes on streets you need to have a driver’s license but you no need to get your scooter registered. In some cities you no need to insure the vehicle, so there is a lot of saving on going for this bike. Gas scooters are quite durable and easy to drive. The chassis is built of light weight material and has a rigid frame. As a result you can manoeuvre these bikes easily on the streets and parking them is not a problem at all.

Gas scooters are economical in terms fuel efficiency and are also less expensive to buy when compared to other bikes and cruisers. Since these bikes are operated on simple engineering, regular maintenance of the bike is wallet friendly. Gas scooters have already mastered the art of attracting buyers and now they are super-mastering it with a set of new hopes and excitement.

10 Best Tips For Saving Money on Your Car

After you get recommendations for honest mechanics, call around to check out the prices for certain jobs. It’s always smart to get a second opinion.

How about some preventative medicine? Keep your gas tank filled. This will help you avoid the gas line freezing up in cold weather. Also, driving on “fumes” allows little pieces of dirt at the bottom of your gas tank to run through the fuel lines with the last drops of gas. This debris clogs up the fuel filter and can cause carburettor damage as well.

Sometimes a problem with your car’s electrical system results from a simple blown fuse. Check to see if you have any blown fuses before investing in a tow truck! Keep track of how much oil your car uses. A sudden change in oil consumption means you need to see a technician. Save your brakes by having your brake fluid changed every 30,000 miles. Check your tire pressure once a month. This simple maintenance check can add up savings at the gas pump!

Stop and go traffic causes excess wear and tear on your vehicle. Go ahead and give your car a nice twenty minute ride at 55 mph on the highway every couple weeks if you “major” in short trips.

There are other ways to save money on car expenses. Let’s look at the insurance payments.

If you’ve budgeted for possible out-of-pocket expenses in case of a car accident, you might want to consider increasing your insurance deductible to 0. This will lower the cost of your insurance.

Talk to your insurance agent. If your car is as old as the hills, you might want to drop collision coverage to save money.

Car insurance companies offer a variety of discounts. Ask your agent if the company offers reductions for driver training courses, anti-lock brakes, car alarms, air bags, mature drivers, good students or maintaining a good driving record.

Before you purchase from a dealer, ask about the dealer’s return policy, get it in writing and read it carefully. Dealers are not required by law to give used car buyers a three-day right to cancel.

Each 5 mph you drive over 60 mph is like paying an additional .10 per gallon for gas.

In most cases, using cruise control on the highway will save gas.

Replacing a clogged air filter can improve your car’s gas mileage by as much as 10 percent. This isn’t going to cost you an arm or leg either.

Do your homework when buying a car from an auction. Many vehicles that have been damaged by floods and hurricanes are going on the market. These won’t last long – leaving you with a flood of bills. Be a little concerned if the carpet looks too new, and check carefully for signs of rust.

If you use your car for business, keep track of miles travelled so that you can use this for a tax deduction. Get more info at irs.gov.

When you consider all the ways you can save money on your current vehicle, you might be persuaded to put away the extra each month for a new car down the road!

10 Best Tips For Saving Money on Your Car

After you get recommendations for honest mechanics, call around to check out the prices for certain jobs. It’s always smart to get a second opinion.

How about some preventative medicine? Keep your gas tank filled. This will help you avoid the gas line freezing up in cold weather. Also, driving on “fumes” allows little pieces of dirt at the bottom of your gas tank to run through the fuel lines with the last drops of gas. This debris clogs up the fuel filter and can cause carburettor damage as well.

Sometimes a problem with your car’s electrical system results from a simple blown fuse. Check to see if you have any blown fuses before investing in a tow truck! Keep track of how much oil your car uses. A sudden change in oil consumption means you need to see a technician. Save your brakes by having your brake fluid changed every 30,000 miles. Check your tire pressure once a month. This simple maintenance check can add up savings at the gas pump!

Stop and go traffic causes excess wear and tear on your vehicle. Go ahead and give your car a nice twenty minute ride at 55 mph on the highway every couple weeks if you “major” in short trips.

There are other ways to save money on car expenses. Let’s look at the insurance payments.

If you’ve budgeted for possible out-of-pocket expenses in case of a car accident, you might want to consider increasing your insurance deductible to 0. This will lower the cost of your insurance.

Talk to your insurance agent. If your car is as old as the hills, you might want to drop collision coverage to save money.

Car insurance companies offer a variety of discounts. Ask your agent if the company offers reductions for driver training courses, anti-lock brakes, car alarms, air bags, mature drivers, good students or maintaining a good driving record.

Before you purchase from a dealer, ask about the dealer’s return policy, get it in writing and read it carefully. Dealers are not required by law to give used car buyers a three-day right to cancel.

Each 5 mph you drive over 60 mph is like paying an additional .10 per gallon for gas.

In most cases, using cruise control on the highway will save gas.

Replacing a clogged air filter can improve your car’s gas mileage by as much as 10 percent. This isn’t going to cost you an arm or leg either.

Do your homework when buying a car from an auction. Many vehicles that have been damaged by floods and hurricanes are going on the market. These won’t last long – leaving you with a flood of bills. Be a little concerned if the carpet looks too new, and check carefully for signs of rust.

If you use your car for business, keep track of miles travelled so that you can use this for a tax deduction. Get more info at irs.gov.

When you consider all the ways you can save money on your current vehicle, you might be persuaded to put away the extra each month for a new car down the road!

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Personal Family Protection, Does the DIY Approach Make Sense?

There is a nice fellow in his fifties who lives down the road from me, he is known in the neighbourhood, as Colin, or Coalin, derivatives of Colin Powell.  During the first Gulf War, when first Colin Powell came to prominence word got out that he spent his spare time repairing old Volvos.  This fellow we call Coalin, lives in a fine house, he built an extension to his property with a glass roof – letting in natural light to his tinkering without affecting the value of his or his neighbour’s properties – this is one of the reasons he is regarded with considerable affection.  Anyways, the point being he knows about cars, what he doesn’t know about cars, how they work and how to repair them is not worth knowing. He is up there with the best of them when talk turns to engines, carburettors, fuel injection, engine management systems etc etc. Coalin, is an aficionado of the internal combustion engine, he is one of the cognoscente.  He needs no advice on cars and bikes and such like.

Very few of us could ever have or want to have the amount of knowledge Coalin has on the subject of the motor car, we’d be much better off trotting down to our local mechanics and trusting them to carry out any repairs for their standard fee.

For several tasks, as consumers we make the trade off between paying cash to an expert for a service, or trying to do it ourselves what we don’t pay in cash, we pay in time and a bit of cash in gathering knowledge and tools that we would subsequently use very rarely if ever.  Irespective of the level of skill the expert or professional would bring to the task at hand, in strict monetary terms, one’s wallet is lightened.

Family protection – the range of life insurance products that the average family requires to secure itself financially is one of the very groups of products or services where it costs nothing to hire an expert.  It pays to hire an intermediary such as a  chartered financial planner or similarly qualified insurance broker or financial adviser to perform two essential functions on your behalf the first would be to use his skill and qualifications do design the protection plan that is best suited to your circumstances; values and aspirations, like a tailor, he would take his tape and scissors to the standard products and find the combination of products and services including which bells and whistles constitute good value for money from the best providers to suit you.  The second task would be that he or indeed she would be able to access a far greater section of the market than you could – he should be able to save you time and make sensible comparisons of products and proffering opinions as to their relative suitability and of course discussing the trade off between price on the one hand and the benefits and features on the other.

The beauty of it all is that for the arrangement of insurance contracts, most financial advisers and financial planners would provide this service without charging a fee as they are paid commission by the insurance companies – strictly speaking they are introducing you or your  business to the insurance company.  There is no merit in approaching the insurance company directly as with obvious exceptions of those who make a virtue of not dealing with intermediaries, the insurance companies do not as a matter of course offer a discount for buying direct from them – in fact, their distribution channels are not tuned to serving the consumer .

What about price comparison websites I hear you say, well, these have their place, but they work on the fact that you are ‘average’ – for the love of all things we hold dear, which among us is average. These sites also put the onus on you to find the most suitable product for situation – something an intermediary would do for you as a matter of course.

Think about it, you, the consumer are getting advice, the intermediary is doing the legwork, finding the most suitable product for you and it does not cost you extra, so here’s what you need to do, except if you are a Coalin of the protection industry, find a good reason not to take advantage of this means of distribution.

What You Need to Know About Engine Tune Ups, Engine Repair and Engine Replacement

Automotive engine repair and engine replacement are major undertakings that can be very expensive, just like car transmission system repair and replacement. As a vehicle owner you should, therefore, educate yourself on it. To avoid untimely engine repair and engine replacement, you also need to know about engine tune-ups. Your best source of information would be an automotive mechanic in Tampa whom you trust. He should likewise be an expert in auto repair and truck repair as well as auto inspection. Do not rely only on the handyman who does your auto oil change. It would be much better if your automotive mechanic works in a reputable Tampa automotive shop that supplies only genuine car parts like those from AC Delco.

An engine tune up is a routine preventive maintenance service done on the vehicle engine according to the instructions of the engine manufacturer. These instructions can be found in the vehicle’s owner’s manual along with the recommended schedule of frequency for each procedure. This may cover the examination of the ignition system and emission controls; the replacement of certain parts of the ignition system such as the contact breaker, distributor cap or rotor button, if necessary; corrections in the air-fuel mixture, carburettor idle speed and valve; adjustments in the cylinder head bolts; and the replacement of filters and spark plugs. In newer vehicle models, engine tune ups are not needed too often and can be done once in every ten years. They should never be ignored, though.

Even with proper engine tune ups, there are still various factors that can lead to engine breakdown. When this happens, there is often a choice between engine repair or engine replacement. With engine replacement still comes the choice between getting a brand new engine, a used engine or a remanufactured engine.

Engine repair and replacement is recommended by most automotive mechanics in Tampa only if the vehicle is less than ten years old, with a market value exceeding ,000.00. Otherwise, the expense is not worthwhile and you are better off buying another vehicle.

Of course, engine repair is only possible if your engine is still repairable. Automotive mechanics in Tampa do not recommend repairing engines that have locked up or have been running for over 150,000 miles, making strange noises and burning oil.

For engine replacement, you will spend most if you go for a brand new engine, also called a crate engine. This is almost identical to your original engine or may even be better if the manufacturer has added upgrades to the same model. It comes with a solid warranty and ready for installation.

Less expensive than a brand new engine but not necessarily inferior to it is a remanufactured engine. This means a used engine has been totally overhauled and rebuilt with new components. Remanufactured engines meet and can even exceed the specifications and standards of original equipment manufacturer engines. They also come with solid warranties and ready for installation. Using a remanufactured engine that has been recycled is more ecologically sound and environmentally friendly.

The third option of getting a used engine is not recommended by reputable automotive mechanics in Tampa even if this is the cheapest choice. There is no guarantee that these used engines will last long.

Being diligent about your regular preventive maintenance procedures and engine tune ups will ensure that you will not have to spend for automotive engine repair and engine replacement sooner than necessary. At some point in the life of your vehicle, though, the need for engine repair and engine replacement is inevitable. If you are properly prepared, you can work well with your automotive mechanic in Tampa on this.

3 Reasons to Check Your Car’s Filters Regularly

It is simple commonsense to have your car serviced regularly, at least in accordance with your manufacturer’s recommendations. But between services, there are plenty of things you can do to keep your car in tiptop condition so that you can avoid expensive repairs.

Every driver is different and it is your driving style that largely determines how often your car needs to be serviced. Aggressive drivers or those who drive short distances in stop start traffic should pay closer attention to lubricants by topping up oil at least every week and checking your vehicle for signs of trouble.

One of the easiest things you can do is to check your car’s filters on a monthly basis. Filters are used to prevent damage in various parts of your engine and it is a simple preventative measure to maintain the filters in the best possible condition. They are like an insurance policy against costly engine repairs.

Let’s take a look at the filters you can check and some ideas on what to look out for.

Oil Filters. To maximise the life of your engine it is important to change your oil regularly, and at the very least in accordance with your manufacturer’s recommendations. In harsh climates or driving conditions you will need to change the oil more regularly. Similarly, aggressive drivers or those engaged in short frequent trips will also need to change the oil at more regular intervals. Changing oil is one thing, but your oil filter also needs to be changed every time you change the oil. This is because the oil filter is the first line of defence in protecting your crankshaft, so it plays a vital role in protecting the life of your car.
Air Filters. In the same way that oil filters work to protect your crankshaft and other vital engine parts, air filters play a similar role in protecting your fuel system from damaging dust and other dirt and grime that can accumulate in the combustion chamber. As a filter gets dirtier you will find fuel performance dropping and emissions levels increasing. Your mechanic will monitor the performance of these filters every time you have your car serviced and will generally alert you about having it replaced.
A fuel filter prevents impurities from entering into the fuel injection system thereby protecting the carburettor. Contamination can enter your system every time you fill the petrol tank. Underground storage tanks are subject to corrosion and without a fuel filter in place, the dirty petrol will soon clog up your fuel system.

It takes some expertise to check these filters and unless you are well equipped and acquainted with maintenance procedures for your vehicle, it is better to leave everything to your mechanic. Today’s modern engines often require specialist tools and many maintenance procedures are conducted through computer checks which are only accessible at major service centres.

The important thing to remember is that these filters need to be checked on a regular basis and if you cannot do it yourself get your mechanic to do it for you.

Panther tank – Slurry Pump EGM – slurry pump impeller

Development and production Design This section needs additional citations for verification. Please help improve this article by adding reliable references. Unsourced material may be challenged and removed. (September 2009) The Panther was a direct response to the Soviet T-34 and KV-1 tanks.

First encountered on 23 June, 1941, the T-34 outclassed the existing Panzer III and IV. At the insistence of General Heinz Guderian, a special Panzerkommision was dispatched to the Eastern Front to assess the Soviet tanks. Among the features of the Soviet tank considered most significant were the sloping armor, which gave much improved shot deflection and also increased the effective armor thickness against penetration, the wide track, which improved mobility over soft ground, and the 76.2 mm gun, which had good armor penetration and fired an effective high-explosive round.

Daimler-Benz (DB) and Maschinenfabrik Augsburg-Nrnberg AG (MAN) were given the task of designing a new thirty to thirty-five-ton tank, designated VK30.02, by April 1942 (apparently in time to be shown to Hitler for his birthday). Panther on the Eastern Front, 1944. Panther Ausf. G in Houffalize, Belgium. The DB design was a direct homage to the T-34. It resembled the T-34 hull and turret form. DB’s design used a leaf spring suspension whereas the T-34 used coil springs. The DB turret was smaller than that of the MAN design and had a smaller turret ring which was the result of the narrower hull required by the leaf spring suspension which lay outside of hull. The main advantages of the leaf springs over a torsion bar suspension were a lower hull silhouette and a simpler shock damping design. Like the T34, the DB design had a rear drive sprocket. Unlike the T-34, the DB design had a three-man turret crew: commander, gunner, and loader. But as the planned L/70 75 mm gun was much longer and heavier than the T-34′s, mounting it in the Daimler-Benz turret was difficult. Plans to reduce the turret crew to two men to stem this problem were eventually dropped. The MAN design embodied more conventional German thinking with the transmission and drive sprocket in the front and a turret placed centrally on the hull. It had a gasoline engine and eight torsion-bar suspension axles per side. Because of the torsion bar suspension and the drive shaft running under the turret basket, the MAN Panther was higher and had a wider hull than the DB design. The slightly earlier, Henschel designed Tiger I heavy tank’s use of a “slack-track” Christie-style pattern of large road wheels with no return rollers for the upper run of track, and with the main road wheels being overlapping and interleaved in layout, were design concepts broadly repeated with the MAN design for the Panther. The two designs were reviewed over a period from January 1942 through March 1942. Reichminister Todt, and later, his replacement Albert Speer, both recommended the DB design to Hitler because of its several advantages over the initial MAN design. However, at the final submission, MAN improved their design, having learned from the DB proposal, and a review by a special commission appointed by Hitler in May 1942 ended up selecting the MAN design. Hitler approved this decision after reviewing it overnight. One of the principal reasons given for this decision was that the MAN design used an existing turret designed by Rheinmetall-Borsig while the DB design would have required a brand new turret to be designed and produced, substantially delaying the commencement of production. Production The MAN design also had better fording ability, easier gun servicing and higher mobility due to better suspension, wider tracks, and a bigger fuel tank. A mild steel prototype was produced by September 1942 and, after testing at Kummersdorf, was officially accepted.

It was put into immediate production. The start of production was delayed, however, mainly because there were too few specialized machine tools needed for the machining of the hull. Finished tanks were produced in December and suffered from reliability problems as a result of this haste. The demand for this tank was so high that the manufacturing was soon expanded beyond MAN to include Daimler-Benz, Maschinenfabrik Niedersachsen-Hannover (MNH) and Henschel & Sohn in Kassel. The initial production target was 250 tanks per month at MAN. This was increased to 600 per month in January 1943. Despite determined efforts, this figure was never reached due to disruption by Allied bombing, manufacturing bottlenecks, and other difficulties. Production in 1943 averaged 148 per month. In 1944, it averaged 315 a month (3,777 having been built that year), peaking with 380 in July and ending around the end of March 1945, with at least 6,000 built in total. Strength peaked on 1 September, 1944 at 2,304 tanks, but that same month a record number of 692 tanks were reported lost. Allied bombing was first directed at the common chokepoint for both Panther and Tiger production – the Maybach engine plant, which was bombed the night of April 2728, 1944. Production was shut down for five months, but a second plant had already been planned, the Auto-Union plant at Siegmar, and this came online in May 1944. Targeting of Panther factories began with a bombing raid on the DB plant on August 6, 1944, and again on the night of August 23-24, 1944. MAN was struck on September 10, October 3, and October 19, 1944, and then again on January 3 and February 2021, 1945. MNH was not attacked until March 14 and March 28, 1945. In addition to interfering with tank production goals, the bombing forced a steep drop in the production of spare parts. Spare parts as a percentage of tank production dropped from 2530 percent in 1943, to 8 percent in the fall of 1944. This only compounded the problems with reliability and numbers of operational Panthers as tanks in the field had to be cannibalized for parts. Production figures Panther tank production line The Panther was the third most produced German armored fighting vehicle. Production by type[citation needed] Model Number Date Notes Prototype 2 11/42 Designated V1 and V2 Ausf. D 842 1/43 to 9/43 Ausf. A 2,192 8/43 to 6/44 Sometimes called Ausf. A2 Ausf. G 2,953 3/44 to 4/45 Befehlspanzer Panther 329 5/43 to 2/45 Converted Beobachtungspanzer Panther 41 44 to 45 Converted Bergepanther 347 43 to 45 Panther production in 1944 by manufacturer Manufacturer % of total Maschinenfabrik Augsburg-Nrnberg (M.A.N.) 35% Daimler-Benz 31% Maschinenfabrik Niedersachsen-Hannover 31% Other 3% Cost One source has cited the cost of a Panther tank as 117,100 Reichmarks (RM). This compared with 82,500 RM for the StuG III, 96,163 RM for the Panzer III, 103,462 RM for the Panzer IV, and 250,800 RM for the Tiger I. These cost figures did not include the cost of the armament and radio. In terms of Reichmarks per ton, therefore, the Panther tank was one of the most cost-effective of the German AFV’s of World War II. However, these cost figures should be understood in the context of the time period in which the various AFVs were first designed, as the Germans increasingly strove for designs and production methods that would allow for higher production rates, and thus steadily reduced the cost of their AFVs. For example, another source has cited the total cost of the early production Tiger I in 19421943 to be as high as 800,000 RM. The process of streamlining the production of German AFVs first began after Albert Speer became Reichminister in early 1942 and steadily accelerated through 1944; production of the Panther tank thus coincided with this period of increased manufacturing efficiency. German AFV manufacturers at the start of World War II utilized only heavily labor-intensive and costly manufacturing methods unsuitable for the needs of mass production; even with streamlined production methods, Germany never approached the efficiency of Allied manufacturing during World War II. Design characteristics The Panther had a five man crew The weight of the production model was increased to 45 metric tons from the original plans for a 35 ton tank. Hitler had personally reviewed the final designs and insisted on an increase in the thickness of the frontal armor – the front glacis plate was increased from 60 mm (2.4 in) to 80 mm (3.1 in) and the turret front plate was increased from 80mm to 100 mm (3.9 in). The Panther was rushed into combat before all of its teething problems were corrected. Reliability was considerably improved over time, and the Panther did prove to be a very effective fighting vehicle; however, some design flaws, such as its weak final drive units, were never corrected due to various shortages in German war production. The crew was made up of five members: driver, radio operator (who also fired the bow machine gun), gunner, loader, and commander. Engine The first 250 Panthers were powered by a Maybach HL 210 P30 engine, V-12 gasoline engine which delivered 650 metric hp at 3000 rpm and had three simple air filters. Starting in May 1943, the Panthers were built using the 700 PS (690 hp, 515 kW)/3000 rpm, 23.1 litre Maybach HL 230 P30 V-12 gasoline engine. The light alloy block used in the HL 210 was replaced by a cast iron block to save aluminum. Two multistage “cyclone” air filters were used to automate some of the dust removal process. The HL 230 P30 engine was a very compact design which kept the space between the cylinder walls to a minimum. The crankshaft was composed of seven discs, each with an outer race of roller bearings, and a crankshaft pin between each disc. To reduce the length of the engine further, by one half a cylinder diameter, the two banks of 6 cylinders of the V-12 were not offset – the center points of the connecting rods of each cylinder pair in the “V” where they joined the crankshaft pin were thus at the same spot rather than offset; to accommodate this arrangement, one connecting rod in the pair of cylinders was forked and fit around the other “solid” connecting rod at the crankshaft pin. (A more typical “V” engine would have had offset cylinder banks and each pair of connecting rods would have fit simply side by side on the crankshaft pin). This compact arrangement with the connecting rods was the source of considerable teething problems early on. Blown head gaskets were another problem which was corrected with improved seals in September 1943. Improved bearings were introduced in November 1943 to replace the faulty ones that had failed frequently. An engine governor was also added in November 1943 that reduced the maximum engine speed to 2500 rpm. An eighth crankshaft bearing was added beginning in January 1944 to help reduce motor failures. The engine compartment space was designed to be watertight so that the Panther could be submersed and cross waterways. The result was that the engine compartment was poorly ventilated and prone to overheating. The fuel connectors in the early models were non-insulated, leading to leakage of fuel fumes into the engine compartment. This led to many engine fires in the early Panthers. Additional ventilation was added to draw off these gasses, which improved but did not completely solve the problem of engine fires. Other measures taken to reduce this problem included improving the coolant circulation inside the motor and adding a reinforced membrane spring to the fuel pump. The Panther had a solid firewall separating the engine compartment and the fighting compartment to keep engine fires from spreading to the crew. The engine became more reliable over time. A French assessment of their stock of captured Panthers in 1947 concluded that the engine had an average life of 1,000 km (620 mi) and maximum life of 1,500 km (930 mi). Suspension Interleaved wheels on a Panther The suspension consisted of front drive sprockets, rear idlers and eight double-interleaved rubber-rimmed steel road wheels on each side, suspended on a dual torsion bar suspension. The dual torsion bar system, designed by Professor Ernst Lehr, allowed for a wide travel stroke and rapid oscillations and high reliability, thus allowing for relatively high speed travel by this heavy tank over undulating terrain. However, the extra space required for the bars running across the length of the bottom of the hull, below the turret basket, increased the overall height of the tank and also prevented an escape hatch in the hull bottom. When damaged by mines, the torsion bars often required a welding torch for removal. The Panther’s suspension was complicated to manufacture and the interleaved system made replacing inner road wheels time consuming. The interleaved wheels also had a tendency to become clogged with mud and rocks and ice and could freeze solid overnight in the harsh winter weather of the Eastern Front. Shell damage could cause the road wheels to jam together and become extremely difficult to separate. Interleaved wheels had long been standard on all German half-tracks. The extra wheels did provide better flotation and stability and also provided more armor protection for the thin hull sides than smaller wheels or non-interleaved wheel systems, but the complexity meant that no other country ever adopted this design for their tanks. In September 1944, and again in March/April 1945, M.A.N. built a limited number of Panther tanks with steel roadwheels originally designed for the Tiger II and late series Tiger I tanks. Steel roadwheels were introduced from chassis number 121052 due to raw material constraints. From November 1944 through February 1945, a conversion process began to use sleeve bearings in the Panther tank, as there was a shortage of ball bearings. The sleeve bearings were primarily used in the running gear; plans were made also to convert the transmission to sleeve bearings but were not carried out as production of Panther tanks came to an end. Steering and Transmission Repair of the transmission of a Panther Steering was accomplished through a seven-speed AK 7-200 synchromesh gearbox, designed by Zahnradfabrik Friedrichshafen, and a MAN single radius steering system, operated by steering levers. Each gear had a fixed radius of turning, ranging from five meters for 1st gear up to 80 meters for 7th gear. The driver was expected to judge the sharpness of a turn ahead of time and shift into the appropriate gear to turn the tank. The driver could also engage the brakes on one side to force a sharper turn. This manual steering was a much simplified design compared to the more sophisticated dual radius hydraulically controlled steering system of the Tiger tanks. The AK 7-200 transmission was also capable of pivot turns, but this method of turning could accelerate failures of the final drive. Throughout its career, the weakest parts in the Panther were its final drive units. The problems of the Panther’s final drives were from a combination of factors. The original MAN proposal had called for the Panther to have an epicyclic/planetary (hollow spur) gear system in the final drive, similar to that used in the Tiger I. However, Germany at the time suffered from a shortage of gear-cutting machine tools and, unlike the Tiger tanks, the Panther was intended to be produced in large numbers. To achieve the goal of higher production rates, numerous simplifications were made to the Panther’s design and manufacturing. This process was aggressively pushed forward, sometimes against the wishes of designers and army officers, by the Chief Director of Armament and War Production, Karl-Otto Saur, who worked under (and later succeeded, in April 1945) Reichminister Albert Speer. And so the Panther’s final drive was changed to a double spur system. Although much simpler to produce, the double spur gears had inherently higher internal impact and stress loads, making them prone to failure under the high torque requirements of the heavy Panther tank. In contrast, both the Tiger II and the US M4 Sherman tank had double helical (herringbone) gears in their final drives, a system that reduced internal stress loads and was less complex than epicyclic/planetary gears. Germany’s wartime shortage of key alloying agents for making high strength steels also meant that to reach the desired high production rates a more readily available lower quality steel had to be substituted in the production of the double spur gears. Compounding these problems was the fact that the final drive’s housing and gear mountings were too weak, because of the type of steel used and/or because of the tight space allotted for the final drive; the gear mountings thus deformed easily under the high torque and stress loads, pushing the gears out of alignment and resulting in failure. The final drives of the Panther tank were so weak that their average fatigue life was only 150 km. In Normandy, about half of the abandoned Panther tanks were found by the French to have broken final drives. Plans were made to replace the final drive, either with a version of the original epicyclic/planetary gears planned by MAN, or with the final drive of the Tiger II. These plans were intertwined with the planning for the Panther II, and like the Panther II, never came to fruition. It was estimated that building the epicyclic/planetary gear final drive would have required 2.2 times more machining work, and this would have affected the manufacturing output. The mechanical unreliability of the Panther, a characteristic shared with the Tiger tanks, meant that long road marches would result in a significant number of losses due to breakdowns, and so the German Army had to ship the tanks by rail as close to the battlefield as possible. Armor Armor layout Initial production Panthers had a face-hardened glacis plate (the main front hull armor piece), but as armor-piercing capped rounds became the standard in all armies (thus defeating the benefits of face-hardening, which caused uncapped rounds to shatter), this requirement was deleted on March 30, 1943. By August 1943, Panthers were being built only with a homogeneous steel glacis plate. The Panther front hull had 80 mm of armor sloped back at 55 degrees from the vertical, welded but also interlocked for strength. The combination of a steep slope and thick armor meant that few Allied or Soviet weapons could penetrate this part of the tank. The armor for the side hull and superstructure (the side sponsons) was much thinner (4050 mm thick). The thinner side armor was necessary to keep the tank’s overall weight within reasonable bounds, but it made the Panther vulnerable to attacks from the side by most Allied and Soviet tank and anti-tank guns. German tactical doctrine for the use of the Panther thus emphasized the importance of flank protection. Five millimeter thick skirt armor, Schrzen, intended to provide protection for the lower side hull from Soviet anti-tank rifle fire was fitted on the hull side. Zimmerit coating against magnetic mines started to be applied at the factory on late Ausf D models beginning in September 1943 ; an order for field units to apply Zimmerit to older versions of the Panther was issued in November 1943. In September 1944, orders to stop all application of Zimmerit were issued, based on rumors that hits on the Zimmerit had caused vehicle fires. The rear hull top armor was only 16 mm thick, and had two radiator fans and four air intake louvres over the engine compartment that were vulnerable to strafing by aircraft. Panther crews were aware of the weak side armor and made unauthorized augmentations by hanging track links or spare roadwheels onto the turret and/or the hull sides. As the war progressed, Germany was forced to reduce or no longer use certain critical alloy materials in the production of armor plate, such as nickel, tungsten, molybdenum, and manganese; this did result in lower impact resistance levels compared to earlier armor. Manganese from mines in the Ukraine ceased when the German Army lost control of this territory in February 1944. Allied bombers struck the Knabe mine in Norway and stopped a key source of molybdenum; other supplies from Finland and Japan were also cut off. The loss of molybdenum, and its replacement with other substitutes to maintain hardness, as well as a general loss of quality control resulted in an increased brittleness in German armor plate, which developed a tendency to fracture when struck with a shell. Testing by U.S. Army officers in August 1944 in Isigny, France on three Panther tanks showed catastrophic cracking of the armor plate on two of the Panthers Armament The main gun was a 7.5 cm Rheinmetall-Borsig KwK 42 (L/70) with 79 rounds (82 on Ausf. G) with semi-automatic shell ejection. The main gun used three different types of ammunition, APCBC-HE (Pzgr. 39/42), HE (Sprgr. 42) and APCR (Pzgr. 40/42), the last of which was usually in short supply. While it was of only average caliber for its time, the Panther’s gun was one of the most powerful tank guns of WWII, due to the large propellant charge and the long barrel, which gave it a very high muzzle velocity and excellent armor-piercing qualities. The flat trajectory also made hitting targets much easier, since accuracy was less sensitive to range. The Panther’s 75 mm gun had more penetrating power than the main gun of the Tiger I heavy tank, the 8.8 cm KwK 36 L/56, although the larger 88 mm projectile might inflict more damage if it did penetrate. The tank typically had two MG 34 machine guns of a specific version designed for use in armored combat vehicles featuring an armored barrel sleeve. An MG 34 machine gun was located co-axially with the main gun on the gun mantlet; an identical MG 34 was located on the glacis plate and fired by the radio operator. Initial Ausf. D and early Ausf. A models used a “letterbox” flap opening, through which the machine gun was fired. In later Ausf A and all Ausf G models (starting in late November-early December 1943), a ball mount in the glacis plate with a K.Z.F.2 machine gun sight was installed for the hull machine gun. Turret Panther with regular mantlet. Panther with flattened lower (‘chin’) mantlet The front of the turret was a curved 100 mm thick cast armor mantlet. Its transverse-cylindrical shape meant that it was more likely to deflect shells, but the lower section created a shot trap. If a non-penetrating hit bounced downwards off its lower section, it could penetrate the thin forward hull roof armor, and plunge down into the front hull compartment. Penetrations of this nature could have catastrophic results since the compartment housed the driver and radio operator sitting along both sides of the massive gearbox and steering unit; more importantly four magazines containing main gun ammunition were located between the driver/radio operator seats and the turret, directly underneath the gun mantlet when the turret was facing forward. For the Ausf D and Ausf A models, a total of 27 rounds were stored in these magazines, which was reduced to 18 rounds for the Ausf G model. From September 1944, a slightly redesigned mantlet with a flattened and much thicker lower “chin” design started to be fitted to Panther Ausf G models, the chin being intended to prevent such deflections. Conversion to the “chin” design was gradual however, and Panthers continued to be produced to the end of the war with the rounded gun mantlet. In most cases the Panther’s gun mantlet could not be penetrated by either the M4′s 75 mm gun nor the T-34s 85 mm gun but could be penetrated by well-aimed shots at 100 m by the M4′s 76 mm gun, at 500 m by the Soviet A-19 122 mm gun on the IS-2 and at over 2500 yards (2286 m) by the British 17-pounder using APDS-ammunition. The side turret armor of 45 mm (1.8 in) was also vulnerable to penetration at long range by almost all Allied tank guns including the M4′s 75 mm gun which could punch through at 1500 m. These were the main reasons for continued work on a redesigned Panther turret, the Schmalturm, discussed later. The Ausf A model introduced a new cast armor commander’s cupola, replacing the more difficult to manufacture forged cupola. It featured a steel hoop to which a third MG 34 or either the coaxial or the bow machine gun could be mounted for use in the anti-aircraft role, though it was rare for this to be used in actual combat situations. The first Panthers, the Ausf D model, had a hydraulic motor that could traverse the turret at a maximum rate of 360 degrees in 60 seconds independent of engine speed. This slow traverse speed was improved in the Ausf A model with a hydraulic traverse that varied with engine speed, with a maximum rate of 360 degrees in 15 seconds if the engine was running at 3000 rpm. With the engine at 1000 rpm, the maximum traverse speed was 360 degrees in 46 seconds. A hand traverse wheel was like in any other tank, Axis or Allied, provided for the Panther gunner to fine tune the aim. This arrangement of the turret traverse mechanism was a slight weakness, as traversing the Panther’s turret rapidly onto a target required close coordination between the gunner and driver (to rev up the engine to maximum speed). By comparison, the M4 Sherman turret traversed at up to 360 degrees in 15 seconds and was independent of engine speed, which gave it an advantage over the Panther in close-quarters combat.. Ammunition Storage The locations for ammunition storage for the main 75 mm gun were a weak point of the Panther. No ammunition for the Panther was stored inside the turret, a positive given the weak side turret armor. However, a significant amount of ammunition was stored in the sponsons. In the Ausf D and A models, 18 rounds were stored next to the turret on each side, for a total of 36 rounds. In the Ausf G, which had deeper sponsons, 24 rounds were stored on each side of the turret, for a total of 48 rounds. In all models, 4 rounds were also stored in the left sponson between the driver and the turret. An additional 36 rounds were stored inside the hull of the Ausf D and A models – 27 in the forward hull compartment directly underneath the mantlet. In the Ausf G, the hull ammunition storage was reduced to 27 rounds total, with 18 rounds in the forward hull compartment. For all models, 3 rounds were kept under the turntable of the turret. The loader was stationed in the right side of the turret. With the turret facing forward, he had access only to the right sponson and hull ammunition, and so these served as the main ready-ammunition bins. The thin side armor could be penetrated at combat ranges by many Allied tank guns, and this meant that the Panther was vulnerable to catastrophic ammunition fires (“brewing up”) if hit from the sides. Combat use Panther tanks of the Grodeutschland Division advance in the area of Iai, Romania in 1944. Panther Ausf. Ds on rail cars in April/May 1943. Panthers were supplied to form Panzer Abteilung 51 (Tank Battalion 51) on 9 January, and then Pz.Abt. 52 on 6 February. The first production Panther tanks were plagued with mechanical problems. The engine was dangerously prone to overheating and suffered from connecting rod or bearing failures.

Gasoline leaks from the fuel pump or carburettor, as well as motor oil leaks from gaskets easily produced fires in the engine compartment; several Panthers were destroyed in such fires. Transmission and final drive breakdowns were the most common and difficult to repair. A large list of other problems were detected in these early Panthers and so from April through May 1943 all Panthers were shipped to Falkensee and Nuernburg for a major rebuilding program. This did not correct all of the problems, so a second program was started at Grafenwoehr and Erlangen in June 1943. Eastern Front The Panther tank was seen as a necessary component of the upcoming Operation Zitadelle, and the attack was delayed several times because of the mechanical problems of the Panthers, with the eventual start date of the battle only six days after the last of the Panthers had been delivered to the front. This resulted in major problems in the Panther units during the Battle of Kursk as tactical training on the unit level, coordination by radio, and driver training were all seriously deficient. It was not until the period of June 2329 that a total of 200 rebuilt Panthers were finally issued to Panther Regiment von Lauchert of the XLVIII Panzer Corps (4 Panzer Army). Two of the Panthers were immediately lost due to motor fires upon disembarking from the trains. By July 5, 1943, when the Battle of Kursk started, there were only 184 operational Panthers. Within two days, the number of operational Panthers had dropped to 40. On July 17, 1943 after Hitler had ordered a stop to the German offensive, Gen. Heinz Guderian sent in the following preliminary assessment of the Panthers: Due to enemy action and mechanical breakdowns, the combat strength sank rapidly during the first few days. By the evening of 10 July there were only 10 operational Panthers in the front line. 25 Panthers had been lost as total writeoffs (23 were hit and burnt and two had caught fire during the approach march). 100 Panthers were in need of repair (56 were damaged by hits and mines and 44 by mechanical breakdown). 60 percent of the mechanical breakdowns could be easily repaired. Approximately 40 Panthers had already been repaired and were on the way to the front. About 25 still had not been recovered by the repair service… On the evening of 11 July, 38 Panthers were operational, 31 were total writeoffs and 131 were in need of repair. A slow increase in the combat strength is observable. The large number of losses by hits (81 Panthers up to 10 July) attests to the heavy fighting. A later report (generated every ten days) of the inventory of Panthers on July 20, 1943 showed 41 Panthers as operational, 85 as repairable, 16 severely damaged and needing repair in Germany, 56 burnt out (due to enemy action), and 2 that had been destroyed by motor fires. However, before the Germans ended their offensive at Kursk, the Soviets began their counteroffensive, and succeeded in pushing the Germans back into a steady retreat. Thus, a report on August 11, 1943 showed that the numbers of total writeoffs in Panthers swelled to 156, with only 9 operational Panthers. The German Army was forced into a fighting retreat and increasingly lost Panthers in combat as well as from abandoning and destroying damaged vehicles. The Panther demonstrated its capacity to destroy any Soviet AFV from long distance during the Battle of Kursk, and had a very high overall kill ratio. However, it comprised less than seven percent of the estimated 2,4002,700 total AFVs deployed by the Germans in this battle, and its effectiveness was limited by its mechanical problems and the in-depth layered defense system of the Soviets at Kursk. Its greatest historical role in the battle may have been a highly negative one – its contribution to the decisions to delay the original start of Operation Zitadelle for a total of two months, time which the Soviets used to build up an enormous concentration of minefields, anti-tank guns, trenches, and artillery defenses. After the losses of the Battle of Kursk, the German Army went into a permanent state of retreat against the Red Army. The numbers of Panthers were slowly re-built on the Eastern Front, and the percentage of operational Panthers increased as its reliability was improved. In March 1944, Guderian reported of the Panther: “Almost all the bugs have been worked out”, although many Panther units continued to report significant mechanical problems, especially with the final drive. The greatly outnumbered Panthers came to be used as mobile reserves to fight off major attacks. The highest total number of Panthers listed as operational on the Eastern Front was achieved in September 1944, when some 522 Panthers were listed as operational out of a total of 728. Throughout the rest of the war, Germany continued to keep the great majority of Panther forces on the Eastern Front, where the situation progressively worsened for the Germans. The last recorded status of Panther forces, on March 15, 1945, listed 740 Panthers on the Eastern Front with 361 operational. By this time the Red Army had entered East Prussia and was advancing through Poland. Western Front – France At the time of the invasion of Normandy, there were initially only two Panther-equipped Panzer regiments in the Western Front, with a total of 156 Panthers between them. From June through August 1944, an additional seven Panther regiments were sent into France, reaching a maximum strength of 432 in a status report dated July 30, 1944. The majority of German panzer forces, six and a half divisions, were drawn into the British Second Army sector in the open country around Caen; the numerous battles became collectively known as the Battle of Caen. US forces in the meantime, facing one and a half German panzer divisions, mainly the Panzer Lehr Division, struggled in the heavy, low-lying bocage terrain west of Caen. Against the M4 Shermans of the Allied tank forces during this time, the Panther tank proved to be most effective when fighting in open country and shooting at long range – its combination of superior armor and firepower allowed it to engage at distances from which the Shermans could not respond.. However, the Panther struggled in the bocage country of Normandy and was vulnerable to side and close-in attacks in the built-up areas of cities and small towns. The commander of the PanzerLehr Division, Gen. Fritz Bayerlein made these comments about the weaknesses of the Panther tank in the fighting in Normandy: While the PzKpfw IV could still be used to advantage, the PzKpfw V [Panther] proved ill adapted to the terrain. The Sherman because of its maneuverability and height was good…[the Panther was] poorly suited for hedgerow terrain because of its width. Long gun barrel and width of tank reduce maneuverability in village and forest fighting. It is very front-heavy and therefore quickly wears out the front final drives, made of low-grade steel. High silhouette. Very sensitive power-train requiring well-trained drivers. Weak side armor; tank top vulnerable to fighter-bombers. Fuel lines of porous material that allow gasoline fumes to escape into the tank interior causing a grave fire hazard. Absence of vision slits makes defense against close attack impossible. Through September and October, a series of new Panzer-Brigades equipped with Panther tanks were sent into France to try to stop the Allied advance with counterattacks. This culminated in the Battle of Arracourt (September 1829, 1944), in which the mostly Panther-equipped German forces suffered heavy losses fighting against the 4th Armored Division of Patton’s 3rd Army, which were still primarily equipped with 75 mm M4 Sherman tanks and yet came away from the battle with only a few losses. The Panther units were newly formed, poorly trained, and tactically disorganized; most units ended up stumbling into ambush situations against seasoned U.S. tank crews. Western Front – Ardennes Offensive Burnt out Panther Ausf.G at the Battle of the Bulge, penetrated in the sponson. A status report on December 15, 1944 listed an all time high of 471 Panthers assigned to the Western Front, with 336 operational (71 percent). This was one day before the start of the Battle of the Bulge; 400 of the tanks assigned to the Western Front were in units sent into the offensive. The Panther once again demonstrated its prowess in open country, where it could shoot its victims at long range with near-impunity, and its vulnerability in the close-in fighting of the small towns of the Ardennes, where there were heavy losses. A status report on January 15, 1945 showed only 97 operational Panthers left in the units involved in the operation, out of 282 still in their possession. Losses were 198 Panthers listed as total write-offs. The Operation Greif commando mission included five Panthers assigned to Panzerbrigade 150 disguised to look like M10 Tank Destroyers by welding on additional plates, applying US-style camouflage paint and markings. This was carried out as part of a larger operation that involved soldiers disguised as Americans and other activities. The disguised Panthers were detected and destroyed. In February 1945, eight Panzer divisions with a total of 271 Panthers were transferred from the West to the Eastern Front. Only five Panther battalions remained in the west. One of the top German Panther commanders was SS-Oberscharfhrer Ernst Barkmann of the 2nd SS-Panzer Regiment “Das Reich”. By the end of the war, he had some 80 tank kills claimed. Fortification Pantherturm fortification in Italy, mid 1944. From 1943, Panther turrets were mounted in fixed fortifications, some were normal production models, but most were made specifically for the task, with additional roof armour to withstand artillery. Two types of turret emplacements were used; (Pantherturm III – Betonsockel concrete base) and (Pantherturm I – Stahluntersatz steel sub-base). They housed ammunition storage and fighting compartment along with crew quarters. A total of 182 of these were installed in the fortifications of the Atlantic Wall and West Wall, 48 in the Gothic Line and Hitler Line, 36 on the Eastern Front, and 2 for training and experimentation, for a total of 268 installations by March 1945. They proved to be costly to attack, and difficult to destroy. Panther battalion organization From September 1943, one panzer battalion with 96 Panthers comprised the panzer regiment of a Panzer-Division 43. Panzerbefehlswagen Panther Ausf. A (Sd.Kfz. 267) of the Panzergrenadier-Division Grodeutschland photographed in southern Ukraine in 1944. Battalion Command (composed of Communication and Reconnaissance platoons) Communication Platoon – 3 Befehlswagen Panther SdKfz.267/268 Reconnaissance Platoon – 5 Panther 1st Company – 22 Panther Company Command – 2 Panther 1st Platoon – 5 Panther 2nd Platoon – 5 Panther 3rd Platoon – 5 Panther 4th Platoon – 5 Panther 2nd Company – 22 Panther (composed as 1st Company) 3rd Company – 22 Panther (composed as 1st Company) 4th Company – 22 Panther (composed as 1st Company) Service Platoon – 2 Bergepanther SdKfz.179 From 3 August 1944, the new Panzer-Division 44 organisation called for a panzer division to consist of one panzer regiment with two panzer battalions one of 96 Panzer IVs and one of 96 Panthers. Actual strengths tended to differ, and became far lower after losses. The Allied response Soviet The importance of the tank on the Eastern Front led to an arms race between the Germans and Soviets to produce AFVs with ever greater armor and firepower. The Tiger I and Panther tanks were German responses to encountering the T-34 in 1941. Soviet firing tests against a captured Tiger in April 1943 showed that the T-34′s 76 mm gun could not penetrate the front of the Tiger I at all, and the side only at very close range. An existing Soviet 85 mm antiaircraft gun, the 52-K, was found to be very effective against the frontal armor of the Tiger I, and so a derivative of the 52-K 85 mm gun was developed for the T-34. The Soviets thus had already embarked on the 85 mm gun upgrade path before encountering the Panther tank at the Battle of Kursk. After much development work, the first T-34-85 tanks entered combat in March 1944. The production version of the T-34′s new 85 mm gun proved to be ineffective against the Panther’s frontal armor, meaning the Soviet tank had to flank the Panther to destroy it, while the Panther’s main gun could penetrate the T-34 at long range from any angle. Although the T-34-85 tank was not quite the equal of the Panther, it was much better than the 76.2 mm-armed versions and made up for its quality shortcomings by being produced in greater quantities than the Panther. New self-propelled anti-tank vehicles based on the T-34 hull, such as the SU-85 and SU-100, were also developed. A German Army study dated October 5, 1944 showed that the Panther could easily penetrate the turret of the T-34-85 from the front at ranges up to 2000 m, and the frontal hull armor at 300 m, whereas from the front, the T-34-85 could only penetrate the non-mantlet part of the Panther turret at 500 m. From the side, the two were nearly equivalent as both tanks could penetrate the other from long range. The Battle of Kursk convinced the Soviets of the need for even greater firepower. A Soviet analysis of the battle in August 1943 showed that a Corps artillery piece, the A-19 122 mm gun, had done well against the German AFVs in that battle, and so development work on the 122 mm equipped IS-2 began in the fall of 1943. Soviet tests of the IS-2 versus the Panther included a claim of one shot that could penetrate the Panther from the front armor through the back armor. However, German testing showed that the 122 mm gun could not penetrate the glacis plate of the Panther at all, but it could penetrate the front turret/mantlet of the Panther at ranges up to 1500 m. The Panther’s 75 mm gun could penetrate the front of the IS-2s turret at 800 m and the hull nose at 1000 m. From the side, the Panther was more vulnerable than the IS-2. Thus the two tanks, while nearly identical in weight, had quite different combat strengths and weaknesses. The Panther carried much more ammunition and had a faster firing cycle than the IS-2, which was a lower and more compact design; the IS-2s A-19 122 mm gun used a two piece ammunition which slowed its firing cycle. American and British The Western Allies’ response was inconsistent. The Panther was not employed against the western Allies until early 1944 at Anzio, where Panthers were employed in small numbers. Until shortly before D-Day, the Panther was thought to be another heavy tank that would not be built in large numbers. However, just before D-Day, Allied intelligence investigated Panther production, and using a statistical analysis of the road wheels on two captured tanks, estimated that Panther production for February 1944 was 270, thus indicating that it would be found in much larger numbers than had previously been anticipated. In the planning for the Battle of Normandy, the US Army expected to face a handful of German heavy tanks alongside large numbers of Panzer IVs, and thus had little time to prepare to face the Panther. Instead, 38% of the German tanks in Normandy were Panthers, whose frontal armor could not be penetrated by the 75 mm guns of the US M4 Sherman. The British were more astute in their recognition of the increasing armor strength of German tanks, and had by the time of the Normandy invasion started a program to mount the excellent 17-pounder anti-tank gun on some of their M4 Shermans (Sherman Firefly). British and Commonwealth tank units in Normandy were initially equipped at the rate of 1 Firefly to 3 Shermans or Cromwells. This increased until by the end of the war, half of the British Shermans were Fireflies. The 17-pounder had slightly more punch at long range than the Panther’s 75 mm gun. The US armor doctrine at the time was dominated by the head of Army Ground Forces, Gen. Lesley McNair, an artilleryman by trade, who believed that tanks should concentrate on infantry support and exploitation roles, and avoid enemy tanks, leaving them to be dealt with by the tank destroyer force, which were a mix of towed anti-tank guns and lightly armored AFVs with open top turrets with 3-inch (M-10 tank destroyer), 76 mm (M18 Hellcat) or later, 90 mm (M36 tank destroyer) guns. This doctrine led to a lack of urgency in the US Army to upgrade the armor and firepower of the M4 Sherman tank, which had previously done well against the most common German armor – Panzer IIIs and Panzer IVs – in Africa and Italy. As with the Soviets, the German adoption of thicker armor and the 7.5 cm KwK 40 in their standard AFVs prompted the U.S. Army to develop the more powerful 76 mm version of the M4 Sherman tank in April 1944. Development of a heavier tank, the M26 Pershing, was delayed mainly by McNair’s insistence on “battle need” and emphasis on producing only reliable, well-tested weapons, a reflection of America’s 3,000 mile supply line to Europe. U.S. awareness of the inadequacies of their tanks grew only slowly. All U.S. M4 Shermans that landed in Normandy in June 1944 had the 75 mm gun. The 75 mm M4 gun could not penetrate the Panther from the front at all, although it could penetrate various parts of the Panther from the side at ranges from 400 m to 2600 m. The 76 mm gun could also not penetrate the front hull armor of the Panther, but could penetrate the Panther turret mantlet at very close range. In August 1944, the HVAP (high velocity armor-piercing) 76 mm round was introduced to improve the performance of the 76 mm M4 Shermans. With a tungsten core, this round could still not penetrate the Panther glacis plate, but could punch through the Panther mantlet at 800 to 1000 yards, instead of the usual 100 yards for the normal 76 mm round. However, tungsten production shortages meant that this round was always in short supply, with only a few rounds available per tank, and some M4 Sherman units never received any. The 90 mm M36 tank destroyer was introduced in September 1944; the 90 mm round also proved to have difficulty penetrating the Panther’s glacis plate, and it was not until an HVAP version of the round was developed that it could effectively penetrate it from combat range. It was very effective against the Panther’s front turret and from the side, however. The high U.S. tank losses in the Battle of the Bulge against a force largely of Panther tanks brought about a clamor for better armor and firepower. At General Eisenhower’s request, only 76 mm M4 Shermans were shipped to Europe for the remainder of the war. Small numbers of the M26 Pershing were also rushed into combat in late February 1945. A dramatic newsreel film was recorded by a U.S. Signal Corps cameraman of an M26 stalking and then blowing up a Panther in the city of Cologne, after the Panther had knocked out two M4 Shermans. Production of Panther tanks and other German tanks dropped off sharply after January 1945, and eight of the Panther regiments still on the Western Front were transferred to the Eastern Front in February 1945. The result was that for the rest of the war during 1945, the greatest threats to the tanks of the Western Allies were no longer German tanks, but infantry anti-tank weapons such as the Panzerschreck and Panzerfaust, and infantry anti-tank guns such as the ubiquitous 7.5 cm Pak 40, and mobile anti-tank guns such as the Marder, StuG III, StuG IV, and Jagdpanzer. A German Army status report dated March 15, 1945 showed 117 Panthers left in the entire Western Front, of which only 49 were operational, ). Further development Panther II This section needs additional citations for verification. Please help improve this article by adding reliable references. Unsourced material may be challenged and removed. (September 2009) Panther II on display at Patton Cavalry and Armor Museum, Fort Knox, KY. The turret on display was not originally fitted to this hull and was installed later. The early impetus for upgrading the Panther came from the concern of Hitler and others that the Panther lacked sufficient armor. Hitler had already insisted on an increase in armor to the Panther once, early in its design process in 1942. Discussions involving Hitler in January 1943 called for a Panther tank with further increased armor, initially referred to as Panther 2 (it became the Panther II after April 1943). This upgrade increased the glacis plate to 100 mm (3.9 in), the side armor to 60 mm (2.4 in), and the top armor to 30 mm (1.2 in). Production of the Panther 2 was slated to begin in September 1943. In a meeting on February 10, 1943, further design changes were proposed – including changes to the steering gears and final drives. Another meeting on February 17, 1943 focused on sharing and standardizing parts between the next Tiger tank and the Panther 2, such as the transmission, roadwheels, and running gear. Additional meetings in February began to outline the various components for the Panther 2, including use of the 88 mm L/71 KwK 43 gun. In March 1943, MAN indicated that the first Panther 2 prototype would be completed by August 1943. A number of engines were under consideration for use in the Panther II, among them the new Maybach HL 234 fuel-injected engine (900 hp operated by an 8-speed hydraulic transmission). Thus, plans to replace the original Panther design with the Panther II were already underway before the first Panther had even seen combat. From May to June 1943, further work on the Panther II ceased at the various manufacturers gearing up to produce the tank as the focus was shifted to expanding production of the original Panther tank. It is not clear if there was ever an official cancellation of the Panther II – this may have been because the Panther II upgrade pathway was started originally at the insistence of Hitler. The direction that the Panther II design was headed would not have been consistent with Germany’s need for a mass-produced tank, which was the goal of the Reich Ministry of Armament and War Production. One Panther II chassis was completed and eventually captured by the U.S.; it is now on display at the Patton Museum in Fort Knox. An Ausf G turret is mounted on this chassis. Panther Ausf. F After the Panther II project died, a more limited upgrade of the Panther was planned, centered around a re-designed turret. The Ausf F variant was slated for production in April 1945, but the war ended these plans. The earliest known redesign of the Panther turret was dated November 7, 1943 and featured a narrow gun mantlet behind a 120 mm (4.7 in) thick turret front plate. Another design drawing by Rheinmettall dated March 1, 1944 reduced the width of the turret front even further; this was the Turm-Panther (Schmale Blende) (Panther with narrow gun mantlet). Several experimental Schmalturm were built in 1944 with modified versions of the 75mm KwK 42 L/70, which were given the designation of KwK 44/1. A few were captured and shipped back to the U.S. and Britain. One is on display at the Bovington Tank Museum Model of Panther Ausf. F with proposed Schmalturm The Schmalturm had a much narrower front face of 120 mm (4.7 in) armor sloped at 20 degrees; side turret armor was increased to 60 mm (2.4 in) from 45 mm (1.8 in); roof turret armor increased to 40 mm (1.6 in) from 16 mm (0.63 in); and a bell shaped gun mantlet similar to that of the Tiger II was used. This increased armor protection also had a slight weight saving due to the overall smaller size of the turret. The Panther Ausf F would have had the Schmalturm, with its better ballistic protection, and an extended front hull roof which was slightly thicker. The Ausf F’s Schmalturm was to have a built-in stereoscopic rangefinder and lower weight than the original Panther turrets. A number of Ausf F hulls were built at Daimler-Benz and Ruhrstahl-Hattingen steelworks; however there is no evidence that any completed Ausf F saw service before the end of the war. Proposals to equip the Schmalturm with the 88mm KwK 43 L/71 were made from January through March 1945. These would have likely equipped future German tanks but none were built, as the war ended. E-50 The E series of tanks E-25, E-50, E-75, E-100 (the numbers designated their weight class) – was proposed to further streamline production with an even greater sharing of common parts and simplification of design. In this scheme, the Panther tank would have evolved into the E-50. A conical spring system was proposed to replace the complex and costly dual torsion bar system. The Schmalturm would have been used, likely with a variant of the 88 mm L/71 gun. Derived vehicles Bergepanther on display at Saumur armour museum Jagdpanther – heavy tank destroyer with the 88 mm L/71 Befehlspanzer Panther – command tank with additional radio equipment Beobachtungspanzer Panther – observation tank for artillery spotters; dummy gun; armed with only two MG 34 Bergepanther – armored recovery vehicle Postwar and foreign use This section needs additional citations for verification. Please help improve this article by adding reliable references. Unsourced material may be challenged and removed. (August 2009) Although a technologically sophisticated vehicle for its time, the Panther’s design had only a very limited influence on postwar tank development. The Panther was (arguably) an early precursor to the modern Main Battle Tank, but apart from this debatable distinction only the French postwar AMX 50 tank prototype was directly and significantly influenced by it. While the AMX 50 never actually entered series production, the French did produce a modified version of the Panther’s 75 mm KwK 42 L/70 gun, as the 75 mm DEFA and CN75-50 gun. This gun equipped the first iteration of the AMX 13 light tank as well as the EBR armored car, and was also used by the Israeli M50 Super Sherman.[citation needed] The Panther itself also saw some limited use outside the German military, both before and after 1945. During the war, the Red Army employed a number of captured Panthers. These were repainted with prominent Soviet emblems and tactical markings to avoid friendly fire incidents. The Red Army still used a few Panthers as late as spring 1945.[citation needed] During March-April 1945 Bulgaria received 15 Panthers of various makes (D. A and G’s) from captured and overhauled Soviet stocks, they only saw limited (training) service use. They were dug down, with automotive components removed, as pillboxes along the Bulgarian-Turkish border as early as the late 40′s. The final fate of these pillbox Panthers is unknown but sources indicate that they were replaced and scrapped sometime during the 1950′s. One captured vehicle (nicknamed “Cuckoo”) also saw service with the British Coldstream Guards for some time. Japan reportedly bought a single Panther Ausf. D for reverse engineering purposes in 1943. However the tank apparently never actually made it to Japan. The Panther’s sloped armour and turret design nevertheless did influence the design of Japans last wartime tank prototypes; the medium Type 4 Chi-To and heavy Type 5 Chi-Ri. After the war, France was able to recover enough operable vehicles and components to equip the French Army’s 503e Rgiment de Chars de Combat with a force of fifty Panthers. These remained in service until about 1950, by which time they had all been replaced by French-built ARL 44 heavy tanks. In 1946, Sweden sent a delegation to France to examine surviving specimens of German military vehicles. During their visit, the delegates found a few surviving Panthers and had one shipped to Sweden for further testing and evaluation. Testing continued until 1961. The tank is currently on display in the Deutsches Panzermuseum in Munster. Surviving vehicles In working order. Military Vehicle Technology Foundation, USA. Ausf. A Muse des Blinds, France. Ausf. A Deutsches Panzermuseum, Munster, Germany. Ausf. A Command Tank Wehrtechnische Studiensammlung, Koblenz, Germany. Ausf. G. Completed after the war in the Panther factory under supervision by UK REME engineers, used for tests Friedrich Christian Flick Private Collection, Germany. Ausf. G. Completed after the war in the Panther factory under supervision by UK REME engineers, used for tests Kubinka Tank Museum, Russia. Ausf.G Not running, more or less complete. Wilhelmina park, Breda, The Netherlands. The only known complete surviving Ausf. D. This tank was donated by the Polish 1st Armored Division after liberating Breda. It was restored in 20042005 for static display by Kevin Wheatcroft in exchange for automotive components. Panzermuseum Thun, Thun, Switzerland. Advertised as an Ausf. D/G hybrid, with a D hull and G turret. There are many questions surrounding this vehicle. The turret has a replacement sheet metal mantlet, vaguely resembling a late Ausf. G mantlet, with no ports for gunners sight or coaxial MG. The pistol port on the turret rear indicates an Ausf. A or early Ausf G. The hull with the “letterbox” MG slot indicates an Ausf. D or early Ausf. A. The turret and hull numbers could help identify the correct model designation for the hybrid but neither of the numbers have been made public. Kevin Wheatcroft, private collector, UK. One being restored. Early Ausf. A (DEMAG production). Two more to follow, one Ausf. A and one Ausf. A converted to a D. The restored Panther ausf A on display at the Canadian War Museum in Ottawa. Canadian War Museum. In January 2008 a partially restored Panther Ausf. A was put on display. It had been donated to the museum from CFB Borden, which acquired it following V-E celebrations in May 1945. It had spent two years in restoration prior to being put on public display. Rex & Rod Cadman Collection, UK. Ausf. A US Army Ordnance Museum. Ausf. A Sinsheim Auto & Technik Museum, Sinsheim, Germany. Ausf. A Muse des Blinds, Saumur, France. Ausf. A Muse des Blinds, Saumur, France. Ausf. A Mourmelon-le-Grand, France. Ausf. A Muse des Blinds, Saumur, France. Ausf. G Bovington Tank Museum, UK. Ausf. G. Completed after the war in the Panther factory under supervision by UK REME engineers, used for tests. Panther in the river at Houffalize, 1945 Houffalize in the Ardennes region of Belgium. A Panther Ausf. G can be found in the village. It fell into the river during the Battle of the Bulge and was later retrieved as a memorial. US Army Ordnance Museum. An Ausf. G with one of two surviving turrets with the flattened lower (‘chin’) mantlet National War and Resistance Museum, Overloon, Netherlands. Ausf. G General George Patton Museum, Fort Knox, KY, USA. Ausf. G General George Patton Museum, Fort Knox, KY, USA. Panther II chassis with a late Ausf. G turret, the second surviving turret with the flattened lower (‘chin’) mantlet. Restored with many components from the Ausf. G in the Museum collection. Wrecks. Sinsheim Auto & Technik Museum, Sinsheim, Germany. Ausf. A August 1944 Museum, Falaise, France. Ausf. A Kevin Wheatcroft, private collector, UK. Ausf. A. Will be restored. All components needed are already sourced or remanufactured. Kevin Wheatcroft, private collector, UK. Ausf. A. Will be restored to an Ausf. D. All components needed are already sourced or remanufactured. Grandmenil, Belgium. Ausf. G Celles, Houyet, Belgium. Ausf. G Detailed specifications Three-view profile of Pzkpfw. V Ausf. A. Copyright Giovanni Paulli. Crew: 5 Dimensions Length including gun: 8.66 m hull only: 6.87 m Width: hull: 3.27 m, with skirt plates: 3.42 m Height: 2.99 m Combat weight: Ausf. D 43.0 t Ausf. A 45.5 tonnes Ausf. G 44.8 t (46.58 t with steel road wheels) Performance Road speed: 55 km/h at 3,000 rpm (46 km/h at 2,500 rpm) Road range: 200 km Suspension and tracks type: dual torsion-bar Shock absorbers: on 2nd and 7th swing arms on either side Track type: Kgs 64/660/150 du…

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