User:MinorProphet/Draft subpages/WW2 ZF gearboxes
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Oi! You need to sort ALL THE REFS OUT, get on those sfns...
This is an incomplete list of gearboxes (German: Schaltgetriebe) made by ZF Friedrichshafen (ZF) before and during World War 2 and fitted to various military vehicles used during the war, including tanks, tank hunters, self-propelled artillery and assault guns, half-tracks, armoured cars (Sd.Kfz. 247 Ausf.A), artillery tractors (eg SWS, ?Maultier?) and other soft-skinned transport vehicles (e.g. Krupp Protze).
ZF designed and made gearboxes for most German AFVs and prime movers used before and during World War II, in conjunction with its sister company Maybach, who made the engines (both were subsidiaries of Luftschiffbau Zeppelin, all based in Friedrichshafen). Almost all of the gearboxes listed in the following tables are of the manual, constant-mesh 'Aphon' type (from Ancient Greek, meaning noiseless). Although ZF's founder had designed the pre-selective semi-automatic gearbox, ZF made almost none of these types for military applications: it was Maybach which designed and produced the majority.
The 'G' and 'ZG', models (without synchromesh) were fitted to half-tracks; and the rest ('FG', 'SFG', 'SSG', and 'AK' models, all with synchro on most gears) were fitted to tanks and various self-propelled guns, tank hunters etc. based on tank chassis.
Almost all the tank gearboxes included a clutch as standard,[a] as well as some of the half-track ones (e.g. for many Sd.Kfz. 6 variants.) Gearboxes with no clutch included the ZG 55 fitted to late models of the Sd.Kfz. 7, and the G 65 VL230 in the Sd.Kfz. 9; they were paired with a Maybach TUK type engine, where the 'K' always indicates a factory-fitted clutch.
Tanks etc. which did not use a ZF gearbox included the Panzer II Ausf. D & E,[b] which used a pre-selector, semi-automatic, Maybach SRG 14 4 79 (7+1);[2] the Panzer III Ausf. E-G which up until late 1939? used the troublesome Maybach SRG 32 8 145 (10+1); and production models of the Tiger I and Tiger II and derivatives, which used the Maybach 8+4 Olvar OG 40 12 16 (Original, 'A', and 'B' versions). Other vehicles which did not use ZF gearboxes included the half-tracks Sd.Kfz. 10 and Sd.Kfz. 250, fitted with pre-selector semi-automatic Maybach VG 102 128H (7+3);[3] and all Sd.Kfz. 11s and Sd.Kfz. 251s, which used Hanomag's own manual 4+1 x2 gearbox design.
While manufacturing large quantities of gearboxes for production-series tanks and half-tracks, ZF also made a number of experimental or test designs which never reached the mass production stage. Both these types are listed in the tables below.
ZF series production models
[edit]Gearbox nomenclature
[edit]ZF's gearbox model numbering system usually consists of one to three letters, followed by a number.
The letters (e.g. G, FG, SFG, SSG), tend to indicate the number of forward gears, and the number indicates the approximate maximum torque of the gearbox (e.g. 45 kilopondmeters, abbreviated in contemporary documents as mkg). According to Jentz, Panzer Tracts 3-1,[4] SFG 75 stands for Synchronisiert Funf-Gang Getriebe (synchronised five-gear transmission), with '75' indicating the maximum torque (German: Maximaldrehmoment, abbreviated Md.) it can transmit in kilopondmetres (abbreviated as mkg or mkp. See § Torque section). Although all the ZF half-track transmissions included a range reduction (hi-lo, or 'crawler') gearbox, either separate or integrated within the casing (resulting in 8 forward and 2 reverse speeds), this is ignored in the model number.
- G = Getriebe, four forward + one reverse gears, non-synchro
- ZG = ? (four forward + one reverse, non-synchro, like the 'G' series
- FG = Funf-Gang Getriebe, five forward gears + one reverse, (synchro on gears 2, 3 and 4 only REALLY?)
- SFG = Synchronisiert[er] Fünfgang Getriebe, synchronised five-gear transmission (except 1 & R)[5]
- SSG = Synchronisiert[er] Sechsgang Getriebe, synchronised six-gear transmission
- AK = Allklauen(?) The AK series (whether series production or not) have the number of gears and max. torque stated explicitly in the model number. The AK 7-200 had seven forward gears, the non-production AK 5-80 (proposed for JagdPanzer(D) with Tatra Typ 103) and AK 6- series had five and six forward gears respectively. ZF also made a 4-speed synchro gearbox (possibly with pre-selector mechanism?), the AK 4 S in 1934.Find ref, fool!.
Half-tracks
[edit]All the half-tracks have non-synchro gearboxes with four forward gears and one reverse, coupled with a hi-lo range box to give 8 forward speeds and 2 reverse, abbreviated as (4+1 x 2).
- G 'Semi-unit' construction with clutch, non-synchro. Two casings bolted/flanged together: clutch and hi-lo box at the front; and main change-speed box in the rear casing (i fink). Fitted to half-tracks with HL xx TU engines (e.g. HL57 TU in Sd.Kfz. 7 KM m9) - NB The exception is the clutchless G65 in the Sd.Kfz. 9, which really ought to be a ZG65...
- ZG 'Unit' construction with both speed change and hi-lo mechanisms in the same casing, no clutch, non-synchro. Fitted to half-tracks with HLxx TUK engines (e.g. HL62 TUK in Sd.Kfz. 7, KM m11)
Tanks
[edit]All the tanks (including other full-tracked vehicles including self-propelled artillery, tank hunters, assault guns and vehicles based on tank chassis) have five, six or seven forward gears, all synchro (except reverse).
- FG (5+1) - Plain gearbox with clutch, synchro only on 2, 3, 4 (not 1 + R, plus 5 removed). Fitted to Panzer 1 Ausf. A & B (drawings/pix at J&D, PzTr 1-1, p. 1-39, 1-41 (FG 35), 1-80, 1-82, good photo on p. 1-85 (FG 31) )
- SFG, SMG?, SSG, AK (5/6/7+1) - Plain gearbox with clutch, with synchro (except 1 & R) - all fitted to tanks only.
- EV (6+1) - Electromagnetic gearbox fitted to Swedish Stridsvagn m/42 tanks. Almost certainly with synchro. Seen as very unreliable (due to poor quality steel in manufactured internal clutch plates, perhaps not the basic design...)
Thus it appears that (apart from the above exception) all of the transmissions which ZF produced for series installation in tanks, halftracks and other AFVs were manual: all the pre-selector semi-automatic gearboxes fitted to some tanks and the Sd.Kfz. 10 etc. as mentioned above, were made by Maybach (SRG, VG, & OG series).
NB - for Maybach g/box draft: The Soden transmission used mechanical shifting; the VG was pneumatic/vacuum operated; the SRG used vacuum for the selector valves/pistons and hydraulic pressure for the accelerator & brake clutches; and the OG was completely hydraulic.
Good website about the Panzer IV: Panzer IV Universe with lots of refs.
Lists of ZF gearboxes
[edit]Table 1 - Series production ZF gearboxes
[edit]Model number | Type | Max. Torque |
Gears [d] | Application | Engine[e] |
---|---|---|---|---|---|
G 25 | G | 25 | 4+1 | Pre-war Mercedes, Opel, Wanderer[6][7] | various |
G 35[f] | G | 35 | 4+1 x2 | Pre-war Mercedes-Benz G3A 6x6 military truck[8] | Daimler-Benz M09[9] |
FG 35[10] | FG | 35 | 5+1 | Panzer I Ausf. A;[11][13] Krupp Protze[14] Sd.Kfz. 247 Ausf. A[15] |
Krupp M 305[g] |
FG 31[10][16][h] | FG | 31 | 5+1 | Panzer I Ausf. B[17][18] and variants eg kleiner Panzerbefehlswagen[19]; Panzerjäger I[20] | NL38 TR |
FG 34[21] | FG | 34 | 5+1 | Panzer I Ausf. C (VK 6.01) REALLY??[22] J&D claim a Maybach VG 15 3 19.[23] A "strengthened" VG 15 3 19 was good for 46 mkp in production models of the Panzer II.[24][i] | HL45 P[j] |
ZG 35 | ZG | 35 | 5+2 | L.K.A. 1 (Leichter Kampfwagen Ausland) and L.K.B. (Leichter Kampfwagen Bulgarien)[26] (tanks for export only) | Krupp M-311[k] |
ZG 45[l] | ZG | 45 | 4+1 x2 (x2)[m] | Sd.Kfz. 6 (Büssing-NAG) type BNL 5 (1935)[28] | NL35 NL38 TU[29] |
G 45v[n] | G | 45v | 4+1[o] | Sd.Kfz. 6 type BNL 7[31][32][33] | NL38 TUK[p] HL54 TUKRM[34] |
SSG 45 | SSG | 45 | 6+1 | Panzer II Ausf. a, b, c, A, B, C[35] Marder II on Panzer II Ausf. F chassis (Sd.Kfz. 131)[36] 15 cm sIG 33 auf Fahrgestell Panzerkampfwagen II (Sf) (12 made)[37] | HL57 HL62 TR/TRM |
SSG 46[q] | SSG | 46 | 6+1 | Panzer II Ausf. F[38][39][r][s] Also fitted in the only two 10.5 cm K gepanzerte Selbstfahrlafette[43] | HL62 TR |
SSG 48 | SSG | 48 | 6+1 | Panzer II Ausf. H[44] & L "Luchs" [45] | HL66 P |
G 55 | G | 55 | 4+1 x2 | Sd.Kfz. 7 (Krauss-Maffei) KM m8, m9 & m10[t][48][49] Leichttraktor Krupp (c.1930), Nachschubfahrzeug (N)[50][u] |
HL52 TU (m8) HL57 TU (m9) HL62 TU (m10) Daimler-Benz M 36[v] |
ZG 55 | ZG | 55 | 4+1 x2 [51] |
Sd.Kfz. 7 KM m11[52][53] M.A.N type FT truck, 1933–35[54] |
HL62 TUK (m11) [55] MAN D 2085 K [w] |
ZG 60 (?)[x] | ? | ? | 4+1 x2 | Sd.Kfz. 8 (Daimler-Benz) | HL85 TUKRM |
G 65 VL230 | G | 65 | 4+1 x2 | Sd.Kfz. 9 (FAMO)[56] | HL108 TUKRM |
6 EV 75[y] | EV | 75 | 6+1 | Swedish Stridsvagn m/42 (made 1943–1944)[58][59] | 2x Scania-Vabis L/603/1[z] |
SFG 75 | SFG[aa] | 75 | 5+1 | Panzer III Ausf. A, B, C[61][ab] Panzer IV Ausf. A[63] |
HL108 TR[65] |
SSG 76[ac] | SSG | 76 | 6+1 | Panzer III Ausf. D[66][ad] Panzer IV Ausf. B to J[67] StuG IV[68] Sturmpanzer (Sd.Kfz. 166)[69] |
HL108 TR HL120 TR |
SSG 77[ae][af] | SSG | 77 | 6+1 | Panzer III Ausf. H to N[72][73] StuG III 7.5 cm Kanone Ausf. B to G (Sd.Kfz. 142)[74] Sturm-Infanteriegeschütz 33B;[ag] |
HL120 TRM[ah] |
AK 7-200 | AK 7- | 200 | 7+1 | Panther (Panzer V)[ai] | HL210 HL230[79] |
Table 2 - Experimental or test ZF gearboxes
[edit]None of the gearboxes listed here reached series production during the war, although in the 1950s/60s ZF sold the AK series as pneumatically controlled pre-selector gearboxes (with a similar mechanism to the Maybach ones) for commercial trucks, either without synchromesh (e.g. the AK 5-35) or with synchro (e.g. the S 6-70).[80]
Type | Torque | Gears [aj] | Application[ak] | Engine[al] |
---|---|---|---|---|
SSG | 47 | 4+1 | Panzer I Ausf. F (VK 18.01)[81][82] and Ausf. J[83] | HL45 P[am] |
SSG | 48 | 6+1 | Panzer II n.A. Ausf. L Luchs, Sd.Kfz. 123[85]; Panzer II Ausf H and M (VK 903, cancelled in March 1942);[86] the g/box from the Panzer 38(t) was chosen instead.[87] | HL66 P |
SSG | 51 | ? | Kätzchen [88][89] | HL50 P[an] |
SSG | 280[ao] | 6+1[90] | Grosstraktor (early designs 1926–1928 for Panzer IV )[91] | BMW Va[ap] |
SMG | 50 | ? | Panzer II Ausf. G[92][93] All 5 SMG 50s installed in VK 9.01 (Panzer II Ausf. G 0-series) failed in a major test in April 1941.[92] ZF conducted driving trials with a SMG 50 fitted in a VK 9.01 chassis from January 1942 to July 1943.[94] | HL66 P[95] |
SMG | 90 | 8+?[96] | 8.8 cm Flak auf Sonderfahrgestell Pz. Sfl. IVc, Grille 10[aq] Tested in Flakpanzer based on Panther chassis with HL90[98] Tested in VK 30.01 (early Tiger), along with SSG 77 and Maybach SRG 32 8 128[99] |
HL90 P[ar] or HL100[as]. HL 116[100] None reached series production. |
SMG | 91 | ? | Proposed for the MAN VK 20.02 Heuschrecke, as an alternative to the Maybach OG 32 6 16, although neither saw series production.[101] | HL90[101] torque c.90 mkg |
AK 5- | 25 | 5+1 | Proposed in late 1943 for Kleinpanzerjäger “Rutscher”[102] | BMW CM3 Type 335 [at] |
AK 5- | 55 | 5+1 | Proposed for Aufklärer 38(d), development of Panzerjäger 38(t)[103] | |
AK 5- | 80 | 5+1 | Proposed for JagdPanzer D[104][au][av] | Tatra 'Typ 103'[aw] |
AK 5- | 200 | 5+1 | At least one tested with Panther II[105] | Deutz T8 M118 [ax] |
AK 5- | 250 | 5+? | Tested in post-war French AMX 50 project,[106] because the French Army got to Friedrichshafen first.[107] | HL295[ay] |
AK 6- | 200 | 6+1 | Two built, for Panther II[108] | HL234 |
AK 7- | 80 | 7+1 | Proposed for Krupp's Versuchsflakwagen-leichte[109][az] | HL90[ba] |
AK 7- | 130 | 7+1 | Proposed for a Flakpanzer based on Panther chassis[111] | HL157[bb] |
E | 130 | 7+? | Electromagnetic gearbox, trialled with Panther II in June 1944[114] | ? |
K 12 E | 185 | 12+6 | Gearbox with electromagnetic clutches. Proposed for Panther II, one fitted in standard Panther chassis.[115][bc] Paired with ZF LE-185 electromagnetic steering unit.[116] | HL230 |
History
[edit]Founding of ZF
[edit]Zahnradfabrik Friedrichshafen GmbH (ZF) was formed in September 1915 as an offshoot of two existing companies, Luftschiffbau Zeppelin GmbH of Friedrichshafen and Max Maag Zahnradfabrik of Zürich (later Maag-Zahnräder AG), to make gearboxes for Zeppelin airships.[117] The head of the testing department at Zeppelin was Alfred von Soden-Fraunhofen (21 November 1875–14 June 1944),[118] an engineer and designer who had worked at Daimler AG and MAN.[119][bd] He became acquainted with Graf von Zeppelin while holidaying in the area, and was offered the newly-created position in 1910. He was involved with testing the LZ 6 and LZ 7 in 1910 after the LZ 5 crashed and burned. (See List of Zeppelins.) Soden and Claude Dornier, also employed by Zeppelin, wrote a report together on airship drag in 1911.[120]
In search of high-quality gear mechanisms, von Soden contacted Max Maag , a Swiss engineer who in 1913 had started his own factory in Zürich to make precision ground helical gears.[121][117] Count Zeppelin prompted Alfred Colsman, managing director of Luftschiffbau Zeppelin GmbH (LZ), to propose a new independent company based in Friedrichshafen, which was founded in 1915 as Zahnradfabrik Friedrichshafen GmbH, a limited liability company with von Soden as managing director. By 1918 the company had 600 employees, which had fallen to 570 in 1920.[122]
The harsh terms of the Versailles Peace Treaty forbade all military activity and manufacturing, and ZF turned to making gearboxes for passenger vehicles.[122] The general post-war depression threatened bankruptcy, and the firm was re-financed and incorporated as Zahnradfabrik Friedrichshafen AG (stock corporation) in May 1921,[122][118] with LZ as the major stockholder. Theodor Winz was the first managing director with Soden as technical director, heading the department for almost 30 years until his death from previously diagnosed leukaemia in 1944.[123][118] Soden was deeply religious, and never joined the NSDAP.[118]
After the rise to power of the NSDAP regime in 1933, the manufacture of military vehicles began again in earnest, and many other German manufacturers manufactured their own engines and gearboxes: but by 1936 the gearboxes for the majority of all tanks and half-tracks were designed and made by ZF, with the engines made by Maybach, another offshoot of Zeppelin also based in Friedrichshafen.
However, the motor industry in Germany during the 1930s was not well developed. There was very little mass-production using assembly-line methods common in the US. Motor cars (Personenkraftwagen, Pkw) were only owned by approx 5% (?) of the population, including businesses, government and richer private individuals. The motor industry was small-scale and scattered over thousands of individual businesses. Approx 90% of all goods travelled by rail. Only another 5% (?) was carried by trucks (Lastkraftwagen, Lkw). The most common mode of personal transport was the motorcycle.(ref Repairing the Panzers Vol 1, |loc=early on.)
Aphon transmission
[edit]In 1928 ZF introduced the 'Aphon' transmission (Greek for "without noise" or "noiseless"), a constant-mesh gearbox with helical-ground gears for passenger vehicles. It eliminated the inherent whine of straight-cut gears.[124] See also § Overview of gearbox types below.
The Aphon was designed by Albert Maier (1899–1983),[125] Maier graduated from Konstanz Engineering school and joined ZF in 1922, later becoming an engineer in the Design Office/Department. Soden and Maier designed the AK 7-200 gearbox for the Panther.[126] See also [127] Maier also designed ZF's only car, the post-war two-seater Champion with 200cc supercharged 2-stroke lawnmower engine with 3+1 speed gearbox. One of the managers of ZF after the war. Collector of medieval arms and armour. [128]
These first Aphon car transmissions also featured synchromesh (except 1 & R). Transmissions with full synchro on all gears ('Panaphon') for passenger vehicles appeared in 1934.[129] The (world's) first full synchro gearbox for commercial vehicles appeared in 1957, e.g. the ZF S 6-55 etc.[130] - ha! see Getriebe-Fibel. In military vehicles, it appears that none of the ZF gearboxes fitted to half-tracks had synchro, while all those in tanks etc. did.
None of the ZF types discussed here are of the older sliding-mesh type; all are constant-mesh. The term Schubgetriebe (abbreviated to 'Schub-') which Spielberger appears to use in referring to non-synchro transmissions is somewhat misleading, since the German term refers specifically to a sliding-mesh gearbox.
All the gearboxes described in this article and in the tables below are of the Aphon type, using helical-ground gears (except for reverse) even if not expressly indicated. They were produced in both synchromesh and non-synchro models. For example, the Aphon FG 35 fitted to the earliest Panzer Is had synchro on 2, 3, & 4 (synchro on 5 later removed.) REF?? Pz. Tr.??? Not [131] while the Aphon ZG 45 in the Sd.Kfz. 6 was non-synchro. (US Handbook [1]) These appear to have separate shift-speed and range boxes. The "ZF Aphon ZG 55" in the Sd.Kfz. 7 Krauss-Maffei m9 & m10 (Spielberger 1993 p. 162), is described as "non-synchronized" (Handbook [2]) and appears to be of unit construction, with the hi-lo box incorporated within the gearcase.
Background
[edit]General overview of gearbox construction
[edit]The general terminology of gearboxes may differ considerably by country. Gearboxes are often called transmissions, although the latter term is often colloquially used by mechanics and others to refer to the complete drivetrain by which power is transmitted from the engine to the driving whelks wheels. In modern terms, this may include the gearbox (which may be separate or of unit construction with the engine}, propeller shaft (or Cardan shaft, or simply 'prop shaft') and final differential gear. There are many implementations of this overall concept.
This article interchangeably uses both 'gearbox' and 'transmission' to refer only to a speed-shift mechanism. In this context, the gearbox or transmission is almost always a separate unit, either flanged directly to the engine (as in the half-tracks mentioned here) or powered by a prop shaft from the engine which is usually located at the rear of the vehicle.
The term 'transmission' may also include a separate 2-speed manual transfer gearbox, although no Wikipedia article appears to accurately define this specific simple mechanism. It is sometimes called a reduction gearbox (Untersetzergetriebe) although not necessarily of planetary construction, 'transfer case' 'hi-lo box', or 'crawler box', also often found in agricultural tractors. For the purposes of this article this type of reduction gearbox was fitted to most of the WW2 German half-tracks (except the Sd.Kfz. 10), providing a second set of low ratio speeds when very low speed and high torque was needed, such as hauling disabled vehicles out of a ditch, mud, etc. In the ZF transmissions under discussion here, the reduction box may be of separate construction and flanged to the rear of the change-speed gearbox, or of unit construction within the gearcase. This article does not discuss the differentials, steering gear or braking systems installed in tanks etc. made by other manufacturers.
![](http://upload.wikimedia.org/wikipedia/commons/thumb/b/b0/Crash_gearbox_3gears_and_reverse.gif/120px-Crash_gearbox_3gears_and_reverse.gif)
![](http://upload.wikimedia.org/wikipedia/commons/thumb/a/ac/Gearbox_4gears.gif/120px-Gearbox_4gears.gif)
- A) Manual transmission
- 1) Sliding-mesh type (German: Schubgetriebe or Schubvorgelege). This is one of the oldest gear change mechanisms, dating back to at least 1906.[132] The gears are physically moved up and down the (input) shaft (German: Welle) to engage with the corresponding gear on the (output) shaft. Almost always without synchro, and often called a 'crash box'. Skilful double de-clutching is needed to effect gear changes without 'crunching' the gears as they mesh at different speeds. Very often the gears are straight-cut, which produces a pronounced whine.
None of the ZF transmissions listed here are of this type, although various gearboxes are briefly described by historians (eg Spielberger) as "Schub-", perhaps possibly to distinguish from synchro boxes.[be] - 2) Constant-mesh (German: Klauengetriebe) type. As the name suggests, all the gears are constantly in mesh. Instead of shifting an entire gear wheel on a shaft, a selector fork moves a dog clutch (in purple in the diagram) on a shaft between a pair of gear wheels. All the ZF transmissions listed here are of this type, with or without synchro, and all with helical-cut (or helical-ground) gears.
- 3) Synchromesh gearbox or 'synchro' (German: Synchrongetriebe) type. A development of the constant-mesh gearbox which eliminates the need for double de-clutching by the incorporation of 'synchro rings' between the dog clutches. The rings absorb the speed difference between the two shafts, essentially acting like basic automatic inline clutches. Almost all ZF gearboxes fitted to tanks etc. were of this constant-mesh synchro type.
- eg Aphon SSG 45 synchro in the Panzer II, SFG 75 & eg SSG 76, Panzer III & IV etc.
- 'AK' (Allklauen) series (German: Klauen, 'dog clutch'), were all synchro - eg AK 7-200 (7+1) for all Panthers. Also experimental AK 6-200 (6+1) & 5-200 (5+1) for later high-revving experimental Maybach HL154 etc. engines - neither the prototype engines nor gearboxes ever reached series production during WW2.[bf]
- 1) Sliding-mesh type (German: Schubgetriebe or Schubvorgelege). This is one of the oldest gear change mechanisms, dating back to at least 1906.[132] The gears are physically moved up and down the (input) shaft (German: Welle) to engage with the corresponding gear on the (output) shaft. Almost always without synchro, and often called a 'crash box'. Skilful double de-clutching is needed to effect gear changes without 'crunching' the gears as they mesh at different speeds. Very often the gears are straight-cut, which produces a pronounced whine.
- B) Semi-automatic gearboxes.
- Preselector gearbox type. Apart from the unsuccessful 6 EV 75 (see below), ZF doesn't appear to have made any series production of this type during the war, although it seems likely that they worked with Maybach on the designs of various models (eg SRG, Variorex and Olvars.) See List of WW2 Maybach gearboxes.[bg]
- ZF Electro series - used internal electro-magnetic clutches, eg ZF 6 EV 75 (6+1) fitted to c.100 production Swedish Stridsvagn m/42 tanks in 1943–1944 (very unreliable - see table); and ZF K 12 E 185 proposed for late model Panthers but never reached series production.[136]
- Preselector gearbox type. Apart from the unsuccessful 6 EV 75 (see below), ZF doesn't appear to have made any series production of this type during the war, although it seems likely that they worked with Maybach on the designs of various models (eg SRG, Variorex and Olvars.) See List of WW2 Maybach gearboxes.[bg]
- Summary
- The 'G' and 'ZG' gearbox series installed in some half-tracks are all non-synchro.
- All the ZF gearboxes fitted to a number of half-tracks had manual, non-synchro transmission with 4 forward + 1 reverse gears, coupled with a hi-lo range transfer box giving a total of 8 forward and 2 reverse speeds. This is expressed as (4+1 x 2). Some early models of the Sd.Kfz. 6 had a further hi-lo reduction box giving 12 forward and 3 reverse speeds. NB Spielberger in the English version of Halftracks has some very differing views, but I suspect he (and/or his translator) is completely in error. See talk. Some sources say that the Sd.Kfz. 9 may have had a synchro gearbox, but this is almost certainly incorrect.
- Not all gearboxes fitted to half-tracks were made by ZF: eg the Maybach pre-selector Variorex in the Sd.Kfz. 10/250; and Hanomag installed their own gearbox in the Sd.Kfz. 11 and 251. (ref Spielberger, Halbketten in German, although the English edition makes some outlandish statements) J&D, Pz. Tracts, p. 22-2-7 state that a late trial version (not made in quantity), the H7, used a Maybach pre-selector box. Not further discussed. In some cases the range box is completely or semi-separate, as in the early 'G' series; and if of unit construction, the 'ZG' series (and, illogically, the G 60 in the Sd.Kfz. 9). NB, fool! You may be completely wrong about the Gs and ZGs, you may have got them upside down.
- The 'FG',[citation needed] 'SFG', 'SSG' and 'AK' series, installed in many other tanks and SP gun carriages etc., are all synchro (except 1 +R).
- Despite Spielberger's list in Halftracks of the German Army, ZF don't appear to have made any pre-selector gearboxes at all except the electromagnetic 'E' or 'EV' series, and they weren't a success (although due to manufacturing faults rather than design.)
- See the interesting and fruitful discussion Talk:Sd.Kfz. 8, the reason for this article.
Torque
[edit]Gearboxes (colloquially, simply 'boxes') are generally designed to transmit a specific maximum torque.
The unit of torque used in Germany at the time was the Kilopondmetre, abbreviated as mkg in contemporary literature (sometimes mkp): modern abbreviations are kp·m or m·kp. 1 mkg = 9.80665 N·m = 7.233 lb·ft
- Torque (lb.ft) = 5,252 x power (hp) / speed (rpm)
- Torque (N.m) = 9.5488 x power (kW) / speed (rpm)
- Torque (mkg) = 716.19724 x power (PS) / speed (rpm) (thanks to GNU Units and the Science Ref desk)
Max. torque of an engine is often reached at lower revs (approx 2/3 max revs) than maximum power, eg 2,000 rpm vs 3,000. Refs needed... Diesel engines (inherently lower-revving through their basic design) produce max. torque at lower revs than a petrol engine, although diesels were not fitted to most German armoured vehicles.
ZF's naming scheme almost always indicates the rated torque of the gearbox - eg the SSG 45 was designed for Maybach HL62 TR's max torque output of 45 mkp/mkg.[137] In some cases the gearbox was uprated to handle a greater torque, but kept the same model number.Ref pls! Similarly, the AK 7-200 was apparently designed for the HL210/230's max torque of c.200 mkg.
- I think I need a list of engines and/or gearboxes whose max. torque (Md. = Maximaldrehmoment) are definitely known. (Done: see Talk.) Spielberger's Panther tank and variants includes Appendix 18 with lots of original diagrams, graphs etc., including HL108 and HL230. NB! My thoughts below about tractability and flat torque curves may be completely wrong. They say (i fink) that a noticeable torque rise through the rev range with more gears, is equivalent(?) to a flat torque curve with fewer gears. Or something. Check, fool!
In tank and prime mover engines, the maximum power of an engine may be rather less important than its maximum torque.
Insert stuff about the relationship between the two. Not particularly easy to explain. Sports analogy: a bit like having a load of rugby players to haul you through the mud rather a bunch of sprinters to achieve maximum speed. See Büffel-Charakteristik, 'Buffalo characteristics' (Spielberger, Panther tank and variants, p. 236)
- "A flat torque curve makes an engine much more driveable because acceleration is the same at any point on the curve. Transmission can be less complicated, not more. Engines with peaky torque curves require a lot of gears as acceleration is maximum only in a narrow rpm range.It is just difficult to get with max hp output." Put another way, a flat torque curve is desirable in a tank engine. More info needed.
- "Torque can be increased by increasing the mean effective pressure of the engine, or by lowering the torque losses." power vs torque Includes lots of graphs for various fuel-injected spark car engines.
Clutch
[edit]Clutches, like gearboxes, are designed to transmit a specific torque from the engine to the drivetrain. The firm of Fichtel und Sachs (see also de:Fichtel und Sachs) supplied the majority of factory-fitted clutches either for ZF gearboxes or for Maybach engines/gearboxes where specified.
Most of the ZF gearboxes fitted to tanks (and SPGs, tank hunters etc.) discussed here were delivered to the various manufacturers' assembly plants with a clutch attached. These were connected by a prop shaft to Maybach engines without a 'K' in the model number (e.g. HL62 TR used in some Panzer IIs). There is at least one exception: a clutch was bolted to the HL120 TRM motor in the Panzer III Ausf. H and onwards, not to the SSG 77 gearbox.[bh] Maybach engines with a 'K' in the model number, almost all used in half-tracks (e.g. HL108 TUKRM in later Sd.Kfz. 9s) indicate that the clutch was fitted as standard by Maybach. [NB! Sort out the G/ZG series fool!]
Planetary construction
[edit]Although a number of sources (mostly websites) claim that some ZF gearboxes used planetary gears, this never appears to be the case, although some differentials and final drives (not made by ZF) did. The term 'transmission' has been used in various ways, not all of them helpful.
END OF MAIN ARTICLE TEXT
Appendix A: Soden transmission
[edit]NB! Although this gearbox was designed and made by ZF, its basic principles were generally used in Maybach semi-automatic gearboxes. It has little relevance to this article, which mostly deals with manual gearboxes. It deffo needs its own article. Anyway...
On 23 September 1921 ZF brought out the 'Soden transmission' (Soden-Getriebe ) at the first Berlin Motor Show since the war.[138] This was a semi-automatic, pre-selector gearbox representing a feat of engineering that was far ahead of its time.[139][118][140] A series of pre-series (Vorserienstand) gearboxes had already been launched in Vienna in October 1920, aimed at taxis, light trucks and buses.[138]
The range included types S2.5, S3, S3.5, and S4 for passenger cars (Pkw, Personenkraftwagen) and type S5L for trucks (Lkw, Last\kraftwagen) A version for railway locomotives, Typ TS18.5, had 5 forward and 5 reverse gears.[141]
The gears are straight cut and integrally form part of a shaft which incorporates a dog clutch mechanism at one end. The selector forks... ZF photo of a cutaway gearbox: [142]
Lots of info at https://www.sodengetriebe.de/.
- https://www.sodengetriebe.de/getriebe/ - good cutaway diagram of gear selector and g/box - https://www.sodengetriebe.de/fahrzeuge/ - list of Soden gearboxes for cars (PKW, Personenkraftwagen) and trains - https://www.sodengetriebe.de/getriebevarianten/ - more gearboxes, and pics of boxes named on the above page
Soden patents: {{cite patent}}
- US1532564A - Coupling 1921 https://patents.google.com/patent/US1532564A/en
- US1502701A - Change-speed gear - 1922 - locking mechanism for [semi-auto?] gearboxes https://patents.google.com/patent/US1502701
- US2001292A - Clutch device for motor vehicles - 1933 - one-way clutch patent, like a sprag or cam clutch. https://patents.google.com/patent/US2001292
In 1925 ZF introduced the Einheitsgetriebe or 'Standard Transmission' series which consolidated and rationalised ZF's gearbox production down to a few structurally identical designs, capable of being upgraded to cope with a given of amount of torque.[143]
The Leichttraktor of c1930 made by Krupp used a Soden transmission with 4 forward gears and 1 reverse.[144] Changing gears was effected in two stages. First, the driver moves the pre-selector lever into the desired slot. Secondly, the driver then presses down on the clutch pedal for a full second, and then releases it. One of the pistons in the top of the gearbox moves a selector fork to actually change gear. When changing gear it was important to keep hold of the steering wheel while climbing a gradient, while turning, before going backwards or in a moment of danger.[144] Description of gearbox on p. 15 [pdf 25]. The pre-selector lever is no. 5 in the photo, right on top of the gearbox. Close-up pic of lever on p. [40].
Soden transmission (2nd version)
[edit]NB Incorporate intro to both versions into one section!
The Soden transmission was a pre-selective, semi-automatic gearbox invented in 1921 by Alfred von Soden of ZF Friedrichshafen. See also User:MinorProphet/Draft subpages/WW2 ZF gearboxes#Soden transmission. It was fitted in passenger cars and also in the Leichttraktor, the forerunner of the Panzer III.[145] It is discussed here because its basic principles were developed by Maybach in their pre-selector, semi-automatic SRG/Variorex/Olvar [shaftless?] gearboxes used in WW2 tanks and half-tracks. Maybach and ZF (both subsidiaries of Zeppelin and all based in Friedrichshafen) had a close working commercial relationship, and between them had an effective monopoly of the design and manufacture of engines and gearboxes used in most German AFVs from c1935–1945.
Apart from the Soden transmission used in the Leichttraktor, it doesn't seem that ZF actually made any quantity series production gearbox of this type for military use, except perhaps the ill-fated EV series with electromagnetic clutches, fitted to the Swedish Stridsvagn m/42.(More info needed) In general, ZF made conventional, manual gearboxes, and Maybach made the semi-automatic ones.
Outline of operation - consolidate & split into new (draft) article
[edit]- Info
- Page on von Soden:[3]
- Pamphlet by von Soden (1920) about a new type of gearbox, and the Soden transmission:[4] MAKE A CITE!
- Pic of Soden S 3.5 gearbox (1920), showing rotor shaft and holes for shifting pins:[5]
- von Soden, Alfred (20 July 1920). "Grundsätze über den Bau von Wechselgetrieben für Motorwagen und Beschreibung eines neuen Getriebes" [Basic principles of construction of change-speed gearboxes, and description of a new gearbox]. Der Motorwagen (in German). XXIII. Jahrgang (Heften XX, XXI, XXIV): 355–360, 377–380, 454.
- Good close-up pic of the rotor shaft and locking pins of a pre-selector Soden gearbox.[146]
NB! Needs plenty of refs! eg Leichttraktor, von Soden paper (HathiYech)/ZF pamphlet (** above)
Only a complete translation from the German Leichttrakor manual will clarify - possibly... Heavily parenthesised technical German... Argh - OR: plenty of pix and tech explanation (in German) by von Soden himself here: ZF pamphlet reprinted from Der Motorwagen, XXIII. Jahrgang (1920), nos. XX and XXI, Graf von Soden, esp. pp 7-11. NB Fixed two-page layout. Not downloadable or otherwise online.
Other online volumes of Der Motorwagen: IV. Jg, 1901 VI. Jg, 1903 VII. Jg, 1904 IX. Jg, 1906 X. Jg, 1907 XXV. Jg, 1922
NBB! There is no vacuum involved at all: it is a completely mechanical operation. The pins are held in place by spring pressure, either in a hole or against the circumference of the locking rotor/selector shaft: and retracted by a mechanical lever against the spring pressure. Simples.
- Explanation
![](http://upload.wikimedia.org/wikipedia/commons/thumb/3/36/Soden-Getriebe.jpg/220px-Soden-Getriebe.jpg)
The constant-mesh gearbox has three shafts, one mainshaft and two layshafts below and to either side of it. See page 9 of the ZF pamphlet (von Soden, 1920)
First see ZF photos of gear selector lever (3-2-1-0-[N]-R) and cutaway gearbox, so you know what you're looking at:[147] NB Werner Beisel wrote a book about it (Beisel, Werner. Das Sodengetriebe. 2018, ISBN 978-3-00-058503-6.)
Now see Leichttraktor manual 1930, Figure A6a [pdf 22].[148] In the photo on page A6 [pdf 24] of the manual, the pre-selector lever is no. 5, right on top of the gearbox. Close-up pic of lever on p. [40]. Description of gearbox on p. 15 [pdf 25]. First part of this description refers to p. A6 [22] (eg "Trennwand 2" (bulkhead). See also picture A13 [pdf 40] showing the gear lever. Page A6a [pdf 22] has a manufacturer's explanation BY ZF of how the gearshift mechanism of the Soden gearbox works.
1. (See Fig. 1.) The gear selector lever is directly connected (perhaps by a mechanical linkage) to a locking rotor shaft inside the gear change mechanism, located on top of the gearbox. The rotor shaft sits at right angles to the main gearshafts. The shaft has five lateral holes drilled along and around its length. Moving the gear lever pre-selects (but does not engage) the next position which the shaft will rotate into, so that just one hole will be horizontally aligned with the relevant pin.
↓-↓-↓-↓-↓--------- locating holes for pins under spring pressure _______ __ __| O └┘ |_ zz |__ O _|__| ← gear selector rotor shaft (R) |_____O__┌┐_| zz ← teeth on gear wheel to rotate shaft, linked to gear shift lever
Fig. 1. Side view of rotor shaft
● ● ● ● ● ← locating pins with selector fork attached below | / | \ | ← selector forks (Schaltgabel) (all five shown) | | ∩ | | ← end of central selector fork, fitting over dog clutch on mainshaft \ | O | / ← mainshaft (centre) + selector forks (four shown) ∩ ∩ ← rounded end of selector forks on layshafts (two not shown) o o ← layshafts (Nebenwellen)
Fig. 2. End view of selector pins and gearbox shafts. NB: The rounded of the selector forks sit directly over the dog clutches on the shafts (basic graphics)
2. (See above, Fig. 2.) In line with the rotor shaft and at 90 degrees to it, and thus parallel to the main gearshafts, there are five sliding pins (one per gear ratio, 4 forward and 1 reverse), which locate by spring pressure in a corresponding hole in the rotor. For any given gear, only one hole has a pin located in it; the rest press against the outside of the shaft. Put the other way round, each pin has one exactly hole it can locate into, and thus selects the desired combination of locked pinions. In the earliest versions, all the pins face the same way: in later version the pins on the outer two pistons face one way, and the inner three face the other way.
When the clutch pedal is depressed, a mechanical linkage retracts all the pins away from the shaft against spring pressure; the selector shaft rotates into the next pre-selected position, and when the clutch is released, spring pressure pushes the next relevant pin into its hole. There is a separate pin for reverse.
Small version of above diagram hidden here:§
3. (See Fig. 3.) Directly attached beneath each of the five locator pins is a selector fork, which moves a dog clutch a small distance on any of the gearshafts to engage and lock the desired gear ratio.
NB! Q1: How many pins need to be located to engage any given gear ratio? A1: One. Five pins (4+R), five holes, five combinations of dog clutches (e.g. In/Out/Out/Out/Out, or Out/Out/In/Out/Out).
Q2: How many pins need to be shifted in order to select a new gear? A2: Two: one out, one in. Simples.
(R) = Riegelwalze, locking rotor in 'Prinzipskizze' diagram above |_____|== O shift pin (l.) and rotor shaft (r.) (end view). => Spring pressure to engage. | | ← Selector fork attached to sliding dog clutch <= Disengaged by mechanical linkage \ \ ~~~~ ← gear teeth \ \ | | ← gear pinion ______| |___=|__|___ | |= =| | ← shaft carrying pinions with dog teeth (=) ______|_|=__=|__|___ |_| =| | | | ~~~~
Fig. 3. Simplified section of shifter pin, selector fork and dog clutch
Translation next, I suppose. Also...
- School of Tank Technology - Glossary of German Tank Terms - German/English Technical Glossary - 1943|
Appendix B: Info from Appendices to Spielberger's Panther tank and variants
[edit]Moved section from ZF gearboxen draft, 'More Panther tech data'
Spielberger, Panther tank and variants, p. 221, says the Maybach Olvar was physically shorter than the ZF AK 7-200.
In Appendix 2, p. 235 (NB not by Spielberger), Maybach & licensees made a total of 7000 Panther engines and 2000 Tiger ones (HL230 P45). The AK 7-200 weighed 750 kg., engine dimensions length 1310 mm x width 1000 mm x height 1190 mm. (p. 236)
Better: HL230 P45 power = 700 PS @3,000, torque = 185 mkg @2,100 rpm. (p. 235) Excellent. The clutch, a Fichtel & Sachs LAG 3/70 H could transmit 200 mkg at max rpm (ie 3,000). Even better.
The gearboxes were assembled at Waldwerke Passau; Steyr-Daimler-Puch in Graz-Thorndorf (Austria??) and Lanz in Mannheim also made components (and/or assembled them. (p. 236)
The magnetos (with impulse starter installed) were JGN 6/R 18 (p. 237) The 24 V electric starter used 2 x 12 V batteries in series.
Even more re Panthers: Appendix 8, Panther Btn. combat report (When?), said that some 30 tanks in constant combat for 6 days travelled an average of 700 km, with only 11 engine changes. Only 6 tanks were completely put out of commission by enemy fire. Destroyed 89 tanks/assault guns, and 150 guns, AT and AA guns.(pp. 244-5)
Last meeting of Panzer Commission, 31 Jan 1945:
Panzerjager 38D (German version): Torque could be improved from 48 mkg (with what engine?) to 78 mkg with the Tatra diesel engine, although it was almost impossible to fit into the design. "The gearbox" had double the torque of "the Wilson gearbox" with only 15% weight increase. (Spielb/ Panther, p. 258)
- NB A Wilson mechanism definitely relates to the clutch-steering gear and final drive, not the change-speed box. Obviously(?) all the components in the drivetrain need the same torque capacity.
The MM (Maybach Motoren) HL230 in the King Tiger only produced 540 PS at the governed 2,600 rpm. General Thomale (stub, needs expanding - see de:Wolfgang Thomale) expressly said that the new HL234 injection engine should NOT be rolled out until it has reached 100% maturity. (Ahem). (p. 258) Holzhaeuer wanted the 8-cylinder Tatra diesel for the 38(t), the 8-ton half-track (Sd.Kfz. 7) and the SWS, which would include the ZF AK 5-80 gearbox. Maybach proposed an HL64 with fuel injection instead of the Tatra, giving roughly 270 PS rather the 210 of the Tatra. (p. 259)
Finally: use of the AK 5-80 in the Panzer II (still???) and IV, and the AK 7-200 in the Tiger II needed to be planed for. Two Tiger IIs with AK 7-200s had been tested in Kummersdorf and there was no question about their reliability. [Even so, they still used the Olvar in the production vehicles.] (p. 260), 31 January 1945.
Flakpanzer based on Panther chassis: (Spielberger, Panther tank and variants p. 214)
- "Krupp proposed the use of the following tank components:
- — Track and running gear of the Panther (Leopard armored reconnaissance vehicle running gear was not adequate, since the larger road wheels brought about an increase in the muzzle height by approximately 100 mm)
- — Maybach HL 157 engine with 550 hp (Aufklärungspanzer Leopard) - seems to be a correct figure...
- — ZF AK 7-130 gearbox (Aufklärungspanzer Leopard) - another one for the ZF experimental table.
- — Steering mechanism from either the Leopard armored reconnaissance vehicle or, considering the great length, possibly an in-house design." (Spielberger, Panther tank and variants p. 214)
- And on p. 220, the test vehicles used an HL90, 360 hp @ 3,600 + ZF SMG 90, and proposed series would have used HL157, 550 hp @3,500 rpm. This is confirmed by Pz. Tracts 20-2, Paper Panzers Vol 2 p. 20-66 and 20-94) - 'Leopard': 550 PS @3,500 or 3,600 rpm - perhaps fuel-injected.
- Appendix 15, p. 254, 'Organisation of a Panther tank maintenance unit'.
- A report quoted in The Combat History of German Heavy Anti-tank Unit 653 (Münch, 2005, pp. 275-6), stresses that piecemeal use of tanks/tank hunters should be avoided, since the maintenance unit cannot be in two places at the same time. Various Ferdinands from the battalion were deployed in two distant locations; broken-down vehicles which could have been fixed were completely abandoned for lack of repair facilities.
- Also, really good details of specific tech problems with engines/transmissions on Münch, p. 277. Also see Repairing the Panzers, vol. 1 (Friedli). There were basically - i fink - four levels of maintenance: man with a spanner (battery level); men with a workshop and/or mobile 3 or 10-ton? crane on a 4-wheel truck or Sd.Kfz. 9/1 (company level); men with a bloody big crane capable of lifting a turret off (battalion level); return to factory (army level). Although physical tanks themselves are the most obvious components of an armoured unit, the behind-the-scenes support sections to keep them running are considerably more numerous.
- Appendix 17, 'Final meeting of the Panzerkommission' section 5, p. 258, Panzerjäger 38 D
- Appendix 18, p. 262, 'Gasoline or diesel engines for the tank'.
- Kniepkamp (either in Estes?) or BIOS report? explains how the official requirements for tanks stated a specific combat radius. Petrol engines met these specs. It's a trade-off. If the reqs. had been for a greater distance, diesels would have been used, since the increased overall weight of engine, fuel etc. is compensated for. Plus, in c. 1936/7 the fuel industry had indicated that gasoline was going to be cheaper to produce than 'artificial' diesel. This had changed by 1943, but it was too late by then. Ferdinand Porsche (who had Hitler's ear) was very much into diesel, and various other manufacturers; the Tatra air-cooled diesel was slated for the Jagdpanzer 38D by late 1944, but it was far too late by then. Also, German armaments production during World War II shows how vast amounts of money and labour were expended on useless projects (Graf Zeppelin aircraft carrier, Atlantic Wall, monster tanks, V-2 rockets etc.) when sheer numbers of much cheaper weapons might have made an actual difference.
- Appendix 19, p. 268, 'Newer tank models'.
References
[edit]- Notes
- ^ There was generally no room for a clutch in the cramped rear engine compartment of a tank, and a cardan shaft ('prop shaft') connected the engine to the gearbox via a clutch (either bolted on or integral with the gearbox casing) at the front of the vehicle.
- ^ Many Ausf. D & Es were converted to (or built as) Panzer II(Flamm.) flamethrowers, and subsequently to Marder IIs.[1]
- ^ Intially sorted by maximum torque.
- ^ Forward + R
- ^ Except where noted, all the engines are by Maybach, which had an effective monopoly on the design and manufacture of AFV and half-tracked vehicles for most of the war. NL = Normalleistung, normal power, HL = Hochleistung, high power. See List of WWII Maybach engines for further information.
- ^ Pic at "Wanted; Mercedes Benz G3A Gearbox ZF Aphon G35" Archived on 5 June 2021
- ^ 4-cylinder boxer air-cooled petrol engine of around 60 PS @2500 rpm
- ^ Because the Maybach NL38 TR fitted in the Panzer I Ausf. B developed less torque than the Krupp M 305 in the Panzer I Ausf. A, a lower-rated gearbox could be used.
- ^ Problems with this g/box led to its replacement in VK 13.03 Luchs by the ZF SSG 48. See below.[25]
- ^ 150 PS @ 3,800 rpm
- ^ V-8, unknown capacity, air-cooled gasoline, 85 PS @ 2,500 rpm. If properly matched to the gerbox, it probably produced 35 mkg.
- ^ (Sawicki & Ledwoch 2007, p. 52) have good photos of the NL35 with ZG45 (top) and NL38 TU with G45v (centre, bottom). The ZG45 has two gear levers (shift & hi-lo) on the top of the gearbox, plus another lever for a second hi-lo in the differential casing via a prop shaft. The G45v is literally half the length of the ZG45, and has only the single shift and secondary hi-lo levers (Nos. 9 & 11 in both lower photos).
- ^ 4 forward +1 reverse x2 in a single housing, plus a second hi-lo gearbox (x2) in a second housing (probably with the diff and final drives) giving a total of 16 forward and 4 reverse gears, although many ratios were probably not used.[27]
- ^ Photo in (Sawicki & Ledwoch 2007, p. 52)
- ^ Previously listed as 4+1 x2. The official 1940 parts list for the Sd.Kfz. 6, type BNL 7 and DBL7, p. 13[30] the Getriebe (Gearbox) section states only 4 forward and 1 reverse gears. Jentz and Doyle state for the BNL 7, "Typ G45v transmission with four forward speeds, followed by a separate 2 ratio auxiliary box for road and cross-country speeds."(Pz Tracts 22-3, p. 22-3-12) The photos on eg p. 22-3-41 appear to show that the hi-lo and differential and final drives are all in a completely separate casing, driven by a prop shaft from the rear of the gearbox. Similarly, Seifert (2005) Waffen Arsenal Special 39, Sd.Kfz. 10, 11 & 6 p. 42, says that only the BNL 5 had 4+1, the 7, 8 & 9 had 4+1 x2 - maybe, but not in the gearbox itself. The parts list drawings in diagram 14 show a gear lever, a handbrake and a possible hi-lo.[30] That's it.
- ^ The NL38 TUK Special (as fitted to the Sd.Kfz. 6 type BNL 7) developed 25 mkg of torque @1700 rpm, and 100 PS @ 3000 rpm.[30]
- ^ Jentz and Doyle in (Jentz & Doyle 2002b, p. 1-170) claim an SSG 47, but this is evidently an error.
- ^ Photo and internal diagram of SSG 46, half-way down page at "Description of the Tank PzKpfw. 2 Ausf. C." uofa.ru. Retrieved 8 March 2022. This tends to confirm Spielberger's statement the SSG 46 was fitted at least in the Pz II Ausf C.
- ^ NB Although this is to do with Maybach gearboxes, Spielberger seems be almost certainly wrong about the gearbox installed in certain Panzer IIs: "The Panzer II D & E (series production vehicles) had a Maybach Variorex VG 102 128 [7+3], the same semi-automatic pre-selector gearbox as the Sd.Kfz. 10 and Sd.Kfz. 250".[40] I have propagated this error in several places. Jentz & Doyle (Pz. Tracts 2-3, pp. 2-3-11, 2-3-23) say it was the Maybach SRG 14 479, also semi-automatic. Since they worked from original sources I am going to use them as an RS in this case. (Mind you, they have enough wee errors in their books.) The G, H & M prototypes were also intended to be fitted with Maybach semi-automatic transmissions.[41][42]
- ^ Both Spielberger[46] and Jentz & Doyle[47] state that the gearbox fitted in the KM m8 was a ZG 55. However, Hilary Doyle's detailed and accurate drawings of the Krauss-Maffei m8 (Pz Tracts 22-4, p. 22-4-39) unquestionably show a semi-unit G55 (clutch & hi-lo gearbox and 4+1 speed-shift box bolted together), attached directly to the clutchless HL52 TU. Haha, on p. 163 Spielberger just calls it a 'schub-[vorlege]'.
Anyway, Hilary Doyle's accurate and detailed drawings of the m8 and m10 (Pz.Tr. 22-4, pp. 22-4-39, -43) show very much the same type of semi-unit gearbox, only differing in shape. Doyle's drawing of the m11 chassis (Pz.Tr. 22-4, pp. 22-4-45) shows a completely different arrangement, with the HL62 TUK engine complete with standard factory-fitted clutch, connected by a cardan shaft to the separate, rectangular ZG55 gearbox. In this case I'm taking Doyle as the RS. - ^ Ammunition carrier (1933)
- ^ Inline-6, bore * stroke 105mm x 150mm, 7.8 litres, 100 PS. The gearbox was attached by a Cardan shaft to the engine.
- ^ Diesel, 100/110 kW @ 1,400 rpm
- ^ Despite fairly extensive research there seem to be no sources, reliable or otherwise, which state the actual model number of this gearbox. Coming between the G/ZG 55 and G 65 (Sd.Kfz. 7 & 9), the Sd.Kfz. 8 ought to need something like a G 60. It most definitely wasn't semi-automatic. There's a couple of good pics at Dienstvorschrift D 608/11. [citation needed]
- ^ Gearbox with internal electromagnetic clutches instead of synchro rings. 6 EV 75 = 6 forward gears, Electro?Versuchsgetrieb?, max. torque c.75 mkp. Very unreliable: around 50 out of 90 Stridsvagn m/42 Swedish tanks had failed gearboxes in October 1944 due to overheating/disintegrating clutch plates within the gearbox, because of very poor quality steel. Plates were re-designed several times at Sandvik AB before the end of the war.[57]
- ^ Inline-6 cylinder gasoline engines, each developing approx. 160 PS @2300 rpm, for a total of 325 PS.
- ^ Synchronisiert Funf-Gang Getriebe (synchronised five-gear transmission).[60]
- ^ Jentz says the Ausf. A had an SFG 75 in the text on p.32, but an SSG 75 in the stats on p. 39. The former is probably correct, and the latter is certainly an error. Since SFG stands for Synchronisiert Funf-Gang Getriebe[62], then Synchronisiert Sechs-Gang Getriebe indicates 6 gears, as in the the SSG 76, stated in full on Pz Tr 3-1 p. 3-50. Similarly, he says nothing in the text about changes to the gearbox of the Ausf. B, but the stats on p. 3-44 also state SSG 75. Another error. Again, nothing in the text for the Ausf. C about any transmission changes, but the stats on p. 3-45 also state SSG 75. Further, in the production figures on p. 3-62 he again states an SFG 75 for Ausf. A, B, & C. Then, for the Ausf. D on p. 3-50 in the text, and also in the stats on p. 3-61, he states an SSG 76. It seems most likely, therefore, that an SSG 75 never existed. Bloody hell! [SSG 75 - ha! It may have existed, but installed in what? Panzer Tracts p. 3-2-12 says in an official statement that it did exist.]
- ^ Good technical pics of the opened-up gearbox, and of the HL120 as well, at Spielberger 1993, Panzer IV and variants, pp. 30–31.
- ^ The later Ausf. E, F & G were fitted with a Maybach semi-automatic pre-selector SRG (later Variorex) 32 8 145 with 10+1 gears. This suffered from various reliability problems and was replaced in the Panzer III Ausf. H onwards by the SSG 77. (Panzer Tracts 3-02 p. 3-2-8.) The first production Panzer III Ausf. H from Daimler-Benz appeared in October 1940. (Panzer Tracts 3-02 p. 3-2-78 to -79.) Most Ausf. G's were completed by outsourced makers before starting on the Ausf. H's. (Panzer Tracts 3-02 p. 3-2-78 to -79.) The very last Ausf. G's were only delivered in April/May 1941. (Panzer Tracts 3-2, p. 3-2-50.)
- ^ "The Maybach SRG 32 8 145 fitted to the Ausf. E-G was replaced by the SSG 77 on the 7./Z.W.Serie, the PzIII Ausf. H. The first of these tanks were delivered in October of 1940. The SSG 76 in the Ausf. D [also fitted to most Panzer IVs] had to be altered to connect with the steering mechanism used in the Ausf. E-G. This variant was called the SSG 77."[70]
- ^ In the Pz. III Ausf. A (SFG 75) and Ausf. B, C, D, (SSG 76) the engine was the Maybach HL108, which developed 75 mkg @ 2000 rpm.(Panzer Tracts 03-01 Panzerkampfwagen III. Ausf. A, B, C & D, p 3-32);(Panzer Tracts 03-04 Panzerbefehlswagen p. 3-4-4, 3-4-6, and 3-4-12 for the Pz.Bef.wg. Ausf. D1.)
BUT... but... see User talk:MinorProphet/Draft subpages/WW2 ZF gearboxes#Actual figures for the HL108 and HL120 which is apparently taken from Maybach's own leaflet, possibly front cover at Koch, Waffen Arsenal 182, p. 18. The HL108 and HL120 were designed/made in c. 1936, and there may well have been some manufacturer's exaggeration of the actual figures - in the same era the British motor industry was well-known for over-egging the pudding, as it were, and having a cosy relationship with the motoring press... At any rate, these figures appear to be well in excess of most other figures. Panzer IV Universe attempts to put some perspective on the subject, with careful comparison of various sources.
Maybach 12-Zylinder Vergasermotor Bauart HL 108/120 TRM (?) Beschreibung und Behandlungsvorschrift[71]
The engine fitted to the Ausf. E and onwards was the HL120 TR/TRM, which obviously produced more torque, although I haven't yet discovered the actual figure... Well, the central '8' in the Maybach SRG 32 8 145 indicates 80–89 mkg, so there's one clue. The semi-auto Maybach SRG 32 8 145 fitted to the Ausf. E-G may well have had a different steering mechanism to the Ausf. D. See previous note.
See User talk:MinorProphet/Draft subpages/WW2 ZF gearboxes#Stuff about the SFG 75, SSG 76 and SSG 77 for more info & table-thing. - ^ The 15 cm sIG 33 was fitted on a number of chassis, see SIG 33 Self-Propelled Artillery. I feel that there may be some confusion over the designation of this vehicle and its chassis.
All the sources tend to confirm that the s.IG 33 was the main gun, apparently re-designed by Skoda. as s.IG 33/1, although other sources claim a s.IG 33/11.
- Panzer Tracts 8, p. 8–46, calls it a "Sturminfanteriegeschutz 33", with chassis nos. 90101-91400, with 12 "s.I.G.33 auf Fgst.Pz.Kpkw.III (Sfl.)" being delivered by October 1942, and a further 12 being delivered soon after.
- Panzer Tracts 8–1, p. 8–1–7 again calling it a "Sturminfanteriegeschutz 33", repeating this info, with better pics of the sole remaining example in Kubinka, Fgst. 150003, with an apparently different front sprocket to the one in Doyle's drawing in Pz.Tr. 8–47. This is may be down to the different Ausf. numbers of the repaired Stug. III chassis.
- Panzer Tracts 10, p. 10–6 uses the designation "15 cm s.IG33 B Selbstfahrlette", but this is the the vehicle based on a lengthened PZ II chassis, and they say that Alkett completed 12 between December '41 and January 1942.
- Panzer Tracts 23, p. 23–72 lists a "15 cm s.IG 33 B Sfl." but omits any Fgst. numbers. These appear to be the twelve mentioned by Trojca & Jaugitz in Sturmtiger and Sturmpanzer in Combat, p. 5.
- ^ In the Panzer III from Ausf. H onwards, the clutch was flanged to the engine and not to the ZF SSG 77 gearbox.[76] See cutaway diagram of Panzer III Ausf. L showing the clutch directly above the 5th road wheel from the left, in the section 'Cut tank Pz.Kpfw. III Ausf. L' at "Pz.Kpfw. III Ausf. L". ArmedConflicts.com. Retrieved 9 October 2023. Good photo of a HL120 TRM engine swap on a Panzer III with clutch attached at (Jaugitz 1998, p. 7).
- ^ The two large pipes at the rear of the gearbox are air ducts which removed heat and smell from the clutch and gearcase into the engine compartment.
- ^ Forward + R
- ^ None of the vehicles listed here ever reached quantity series production.
- ^ Very few of the Maybach engines listed here (HL, NL types) ever reached quantity series production, and the Versuchsmotoren or test/experimental engines made in small numbers are distinguished in italics.
- ^ Never reached series production, although Maybach made a total of 254 during 1940–1943.[84]
- ^ Never reached series production.
- ^ Good pix of g/box at Spielberger, Panzer IV, p. 32.
- ^ 22.9 litre I-6 developing 290 hp @ 1400 rpm. The Wikipedia article states a Va, but no ref. BMW made several aircraft engines with this capacity, e.g. type IV and Va. Pic of BMW type Va
- ^ Based on the Panzer IV chassis with Sd.Kfz. 9 suspension. A single vehicle was tested in March 1944, never reached series production.[97]
- ^ 360 PS @3600 rpm.
- ^ 400 PS @4,000 rpm (probably fuel-injected)
- ^ I-6, 3.5 litre 90 hp motor
- ^ Uncompleted late war project: German-built version of the Hetzer
- ^ The AK 5-80 was also proposed in Jan 1945 for late models of 8-ton halftrack (Sd.Kfz. 7), Schwerer Wehrmact Schlepper (SWS), Panzer II and Panzer IV (Spielberger Panther pp 259-260
- ^ 220 PS air-cooled diesel. Tatra 103 was the Czech maker's name for the Sd.Kfz. 234 Puma. The engine name seems to have been the Tatra V850 (pic at fi:Tatra T111), developed into the Model V910, a 75-degree air-cooled V-12 developing 726 N.m (74 mkg) of torque, fitted to Tatra 111 trucks.
- ^ c700 PS (515 kW) water-cooled V-8 two-stroke diesel, developing 300 mkg @1,250 rpm according to charts in Spielberger Panther p. 175, so a 5-200 gearbox would seem to be somewhat under-spec'd, but it may have been upgraded from its original spec. See also How the Wehrmacht's Diesel Stalled (blog by Dmitriy Zaitsev, seems ok apart from no refs)
- ^ 850 PS @ 2500, 260 mkg @1750 rpm. (Spielberger, Panther & variants, p. 175)
- ^ Experimental light Flakwagon with Pz II 'Luchs' chassis.
- ^ Test engine, 340 PS. One HL90, number 115001 was installed in the pilot Flakwagon in March 1944.[110]
- ^ 550 PS @3,500 rpm[112][113]
- ^ Used internal electromagnetic clutches, development started in August 1942. Rated for max. 650 PS, driving trials started in June 1944.
- ^ Not to be confused with Alfred von Soden (General) , who fought in the Boxer Uprising as a naval Lieutenant where he earned the Pour le Mérite medal, and was commander of occupied Liège and Brussels during WW1.
- ^ Jentz & Doyle in Panzer Tracts 23[133], state that Spielberger only worked in the USA, perhaps without access to original documemts. J & D used only original documents. Try their Sd.Kfz 251.
- ^ ZF Allklauen series continued after the war as a commercial pneumatic pre-selector g/box, eg the ZF S 6-55[135] which included technology from Maybach's Variorex.
- ^ I deffo found somewhere a manufacturer nameplate on a 'box saying 'made by ZF under licence from Maybach' I fink the Tiger Olvar gearboxes were made by ZF? No, it was the Maybach SRG 328 145, production was outsourced to ZF. (Pz Tr. p 3-2-11)
- ^ (Panzer Tracts 03-2 p. 3-2-70 & -71). Jentz uses the term angeflanscht, 'flanged', meaning the two components are bolted with a gasket to form a seal.
- Citations
- ^ (Pz.Tr. 2-3, pp. 2-3-6, -11; J&D, Pz.Tr. 7-2, p. 7-80
- ^ Spielberger Pz I & II p. 102 + Appendix p. 151
- ^ Spielberger 1993X, p. 157
- ^ Pz Tr 3-1 p. 3-32
- ^ Pz Tr 3-1 p. 3-32
- ^ ZF Aphon G25 Getriebe. Archived on 5 June 2021
- ^ Photos at Getriebe G25 Vorkrieg MB Wanderer Horch Maybach Opel KDF Hanomag H6 Fomag ZF (In German). The text states it was flanged to a Maybach HL42.
- ^ Mercedes-Benz G3/G3a
- ^ Gasoline 6-cylinder 3.688 litres.
- ^ a b ZF made a total of 477 FG35 and over 2,700 FG31. Good cutaway photo of FG31. "Meilensteine der ZF-Geschichte, '1930' section: 1933 - Rüstungsaufträge mit zivilem Anstrich". ZF (in German). Retrieved 26 March 2022. Perhaps the most random and useless website ever.
- ^ (Spielberger Panzer I & II, p. 36-7)
- ^ Pz Tracts 1-01, p. 1-3
- ^ Separate hi-lo attached to steering gear[12]
- ^ photos of a claimed Krupp Protze gearbox show an Aphon G-35 casing: Protze L2H143 (Kfz.70) gearbox housing part ZF-Aphon G-35
- ^ Photo at Mercedes Benz G3A with Aphon G35
- ^ Pics at Model blog
- ^ (Spielberger Panzer I & II and Variants, pp 48, 51)
- ^ Barnes, J. D Major, RTR. August 1942. Preliminary report on German Light Tank, Pz. Kw. 1 (Model A). https://sites.create-cdn.net/sitefiles/68/4/0/684014/AFV-060D_preview.pdf School of Tank Technology. NB Section 14, 'Recognition Points' says it is similar to the Model A, but has an extra idler wheel and four instead of 3 top rollers are fitted - therefore sounds much like an Ausf. B.
- ^ Jentz & Doyle 2002b, p. 1-120.
- ^ Panzer Tracts 7-1, Panzerjägers, p. 7-61 FIX CITE!
- ^ I don't think this box ever existed
- ^ Spielberger Pz I & II p. 57
- ^ Jentz & Doyle 2002b, pp. 1–148, 1–158.
- ^ J&D, PzTr 2-2, p. 2-2-12
- ^ J&D, PZ Tracts 2-2-18
- ^ Jentz & Doyle 2002b, p. 1-145.
- ^ J&D, Pz.Tr. 22-3, p. 22-3-7
- ^ J&D, Pz.Tr. 22-3, p. 22-3-5 & -7
- ^ J&D, Pz.Tr. 22-3, p. 22-3-5 & -7
- ^ a b c Mittlerer Zugkraftwagen (Sd.Kfz. 6) Typ BNL 7: Ersatzteilliste zum Fahrgestell und Aufbau [Medium Prime Mover (Sd.Kfz. 6) Type BNL 7: Parts list for chassis and superstructure] (in German). Berlin: Gedruckt im Reichsdruckerei. 1940. p. 9.
- ^ Pz. Tracts 22-3, p. 22-3-12
- ^ Spielberger Halbketten 1993 p. 162
- ^ Handbook
- ^ Pz. Tracts 22-3, p. 22-3-12
- ^ Jentz & Doyle 2008a, p. 2-1-37, -60.Spielberger 1974, pp. 145–147, 150 says the SSG 45 was only installed in Ausf. a, b, & c, and the SSG 46 in Ausf. A-C, & F.
- ^ Pz Tr 7-2, p. 7-135 [65]
- ^ "15cm s.I.G. 33 (Sfl.) auf Panzerkampfwagen II Ausf. B". Retrieved 21 March 2022.
- ^ Spielberger Pz I & II, p. 77. Spielberger says that the SSG 46 was fitted to Ausf. b, A-C and F.
- ^ Production figures for SSG 46 made for Panzer II Ausf, F: 60 in 1940, 387 in 1941 and 577 in 1942 (J&D, Pz Tracts 2-3-28), but in the stats on p. 2-3-39 they state an SSG 45...Argh.
- ^ (Spielberger Pz I & II, pp. 102 + Appendix p. 151
- ^ Pz.Kpfw. II Ausf. G - (VK 9.01.)
- ^ Chamberlain + Doyle 1999 p. 36
- ^ J&D, Pz.Tr. 7-1, p. 7-45
- ^ Ref needed
- ^ Spielberger Pz I & II, p. 150
- ^ Spielberger Halbketten (German edition) 1993 p. 162
- ^ J&D, Pz.Tr. 22-4, pp. 22-4-12, -16 and -28
- ^ J&D, Pz Tracts 22-4, pp. 22-4-30 & 36
- ^ See also Talk:Sd.Kfz. 8#List
- ^ PZ Tracts 17, p. 17-4
- ^ J&D, Pz Tracts 22-4, p. 22-4-16. On p. 22-4-28. they state it is a a 5+1 gearbox, but this evidently an error.
- ^ J&D, Pz Tracts 22-4, p. 22-4-36
- ^ See also Talk:Sd.Kfz. 8#List
- ^ M.A.N typ FT - sedlový tahač návěsů (with articulated trailer) In Czech. Also fitted with ZF K 50 4-speed box, and pic of internals of ZG 55.
- ^ J&D, Pz Tracts 22-4, p. 22-4-36
- ^ Spielberger Halbketten 1993 p. 165
- ^ Hanxue, Ren (19 July 2015). "A tale of Swedish military procurement". Swedish Tank archives. Retrieved 8 March 2022.
- ^ Lindström, Rickard O. (8 May 2011). "Strv m/42". ointres.se. Retrieved 8 March 2022.
- ^ Pasholok, Yuri (25 November 2016). "Условно тяжёлый" ["Conditionally heavy"]. warspot.ru (in Russian). Retrieved 8 March 2022.
- ^ Pz Tr 3-1 p. 3-32
- ^ Panzer Tracts 3-01 pp. 3-32
- ^ Pz Tr 3-1 p. 3-32
- ^ Panzer Tracts 04, p. 4-18.
- ^ Panzer Tracts 3-01, p. 3-32, 3-39
- ^ Max. torque output of 75 mkg @2000 rpm.[64]
- ^ Panzer Tracts 3-01, pp. 3-50, 3-61
- ^ Panzer Tracts 04, pp. 4-19, 4-28 & 29, 4-38 & 39, 4-48 & 49, 4-58
- ^ Panzer Tracts 08, p. 8-44
- ^ (Panzer Tracts 08, p. 8-54
- ^ Pasholok, Yuri (10 November 2018). "Pz.Kpfw.III Ausf.E through F: The First Mass Medium". Tank Archives. Retrieved 10 February 2024. NB include standard disclaimer about blog being OK...
- ^ eg motorbooks.at
- ^ (Panzer Tracts 3-02, p. 3-2-71
- ^ More pix at end of page: Panzerkampfwagen III (Sd.Kfz. 141) at Fahrzeuge der Wehrmacht.
- ^ Based on the Panzer III H. Panzer Tracts 08, pp. 8-10, 8- 23, 8-35
- ^ Jentz & Doyle 2000, p. 8-45.
- ^ Jentz & Doyle 2007, pp. 70–71.
- ^ Spielberger 1993c, p. 236.
- ^ Spielberger 1993c, p. 235.
- ^ 700 PS @3,000, torque = 185 mkg @2,100 rpm.[78]
- ^ Getriebe-Fibel
- ^ Jentz & Doyle 2002b, pp. 1–153, 158.
- ^ Spielberger Pz I & II p. 58
- ^ Jentz & Doyle 2007b, p. 2–2–46, 50.
- ^ Jentz & Doyle 2007b, pp. 2–2–8, 50.
- ^ Jentz & Doyle 2007b, p. 2-2-43.
- ^ Jentz & Doyle 2007b, p. 2-2-14, 15.
- ^ Chamberlain & Doyle 1993, p. 36.
- ^ Pz Tracts 15-4, p. 15-4-19
- ^ Chamberlain & Doyle, Encyclopedia, p. 156
- ^ Neubau-Panzerkampfwagen IV[better source needed]
- ^ Panzer Tracts 04, p. 4-8.
- ^ a b Jentz & Doyle 2007b, p. 2-2-8.
- ^ Pz.Kpfw. II Ausf. G - (VK 9.01.)
- ^ Jentz & Doyle 2007b, p. 2-2-10.
- ^ Good photo of an HL66 P engine Panzer II Ausf H and M
- ^ Jentz & Doyle 2000b, p. 14. Jentz and Doyle say this was an "8-speed semi-automatic Maybach gearbox" tested in two examples of the VK 30.01 (precursor to the Tiger) but this is evidently nonsense since all Maybach gearboxes had 5 or 6 figures in the numbering scheme. Perhaps it was semi-automatic, but there is little other info about this gearbox.
- ^ Jentz & Doyle 2010, p. 12-1-68.
- ^ Spielberger, Panther tank and variants, pp. 214, 220
- ^ J&D Pz Tr 6 p. 6-6 NB ADD to Maybach Table 2! Done.
- ^ 300 PS @ 3000 rpm - Pz Tr. 6, p. 6-6, although Spielberger & Milsom state different values.
- ^ a b Jentz & Doyle 2001, p. 20-5.
- ^ 1/72 Panzerkleinzerstorer Rutscher
- ^ Pz Tracts 20-2, Paper Panzers vol 2 p. 20-74
- ^ (Pz Tracts 20-1, Paper Panzers vol 1 p. 20-46)
- ^ Spielberger Panther p 174
- ^ Plans of a French tank hunter maybe the AMX 50?, powered by the HL295, with a ZF AK 5-250! See also Plans for AMX 45 All suggested by this forum.
- ^ France at War, p. 482, dated items from the New York Times, April 1945. Also see Zima 2021, Technikpionier Karl Maybach, which devotes a whole chapter or more on this failed project.
- ^ Spielberger Panther pp. 153-4
- ^ (Pz Tracts 20-2, Paper Panzers vol 2 p. 20-84)
- ^ Pz Tracts 20-2, Paper Panzers vol 2 p. 20-89
- ^ Spielberger, Panther tank and variants p. 214
- ^ Spielberger, Panther tank and variants p. 214
- ^ Pz. Tr. 20-2, Paper Panzers Vol 2 pp. 20-66 and 20-94
- ^ (Spielberger Panther p. 174
- ^ (Spielberger Panther pp. 162-3, 174
- ^ (Spielberger Panther p. 163
- ^ a b "Alfred Graf von Soden-Fraunhofen". Villa von Soden (in German). Retrieved 25 July 2021.
- ^ a b c d e "Alfred von Soden-Fraunhofen". ZF. Retrieved 24 July 2021.
- ^ Steude 1965, p. 99.
- ^ von Soden & Dornier 1911.
- ^ Steude 1965, p. 106.
- ^ a b c Köster 2008, pp. 5–6.
- ^ Steude 1965, p. 111.
- ^ Naunheimer, pp 17-19 and ZF site
- ^ Seherr-Thoß, Hans Christoph Graf von, "Soden-Fraunhofen, Alfred Freiherr von" in: Neue Deutsche Biographie 24 (2010), S. 521-522 [Online-Version]; URL: https://www.deutsche-biographie.de/pnd119169673.html#ndbcontent
- ^ Spielberger Panther p. 55
- ^ Founders, Decision-Makers, Companions: Influential Figures in ZF History ZF Press center.
- ^ Sammlung Dr. Albert Maier. Auktionshaus Michael Zeller - Auction April 2018
- ^ Photo of cutaway 4-speed synchro AK 4 S gearbox, precursor of the AK 7-200 and others. "Meilensteine der ZF-Geschichte, '1930' section: 1934 - Allsynchrongetriebe". ZF (in German). Retrieved 26 March 2022.
- ^ "Automotive Transmissions: Fundamentals, Selection, Design and Application" p. 17-19 By Harald Naunheimer, Bernd Bertsche, Joachim Ryborz, Wolfgang Novak
- ^ (Spielberger Panzer I & II, p. 36-7)
- ^ Der Motorwagen und seine Behandlung (in German) p. 89 [pdf 103])
- ^ Panzer Tracts 23, Panzer Production from 1933 to 1945, p. 23-5
- ^ Naunheimer, pp 17-19 and ZF site
- ^ Maybach post-war catalogue Getriebe-Fibel
- ^ (Spielberger Panther & variants pp 162-3, 174)
- ^ (Spielberger Panzers I & II p. 71)
- ^ a b Beisel, Werner (January 2021). "Mit dem Sodengetriebe 1920 in Wien" (PDF). Austro Classic (in German). pp. 100–105. Retrieved 25 July 2021.
- ^ Naunheimer et al. 2010, p. 17.
- ^ Pic at "First car with Soden transmission". ZF Press Center. Retrieved 25 July 2021. The fore-and-aft gear selector lever is mounted on the dashboard.
- ^ Beisel, Werner. "Getriebevarianten" [Transmission variants]. Sodengetriebe (in German). Retrieved 25 July 2021.
- ^ Beisel, Werner. "Getriebe" [Transmission]. Sodengetriebe (in German). Retrieved 25 July 2021.
- ^ Naunheimer et al. 2010, p. 16.
- ^ a b Leichttraktor manual 1930, p. A6a [pdf 22].
- ^ ref please
- ^ Illia, Corinna (October 2012). "Soden-Getriebe". Das Schnauferl (in German). Retrieved 29 March 2022.
- ^ Beisel, Werner. "Getriebe" [Transmission]. Sodengetriebe (in German). Retrieved 25 July 2021.
- ^ See also Leichttraktor manual for how the manual was discovered in Sweden.
Sources
[edit]- Anonymous (c. 1930). "Leichttraktor manual" (PDF) (in German). Retrieved 25 July 2021.
- Chamberlain, Peter; Doyle, Hilary (1993). Encyclopedia of German Tanks of World War Two: A Complete Illustrated Directory of German Battle Tanks, Armoured Cars, Self-Propelled Guns and Semi-Tracked Vehicles, 1933–1945 (revised ed.). London: Arms and Armour. ISBN 1854092146.
- Doyle, Hilary Louis; Friedli, Lukas (2016). Vollketten M.S.P. Kätzchen and Final Developments of the Schützenpanzerwagen (Sd.Kfz.251). Panzer Tracts 15-4. Boyds, MD: Panzer Tracts.
- Jaugitz, Markus (1998). Panzerbergung im 2. Weltkrieg. Waffen-Arsenal Special S-22 (in German). Wölfersheim-Berstadt, Germany: Podzun-Pallas-Verlag. ISBN 3-7909-0638-7.
- 4–0 Jentz, Thomas L.; Doyle, H. L. (1997a). Panzerkampfwagen IV - Grosstraktor to Panzerbefehlswagen IV. Panzer Tracts 4. Boyds, MD: Panzer Tracts. ISBN 9780964879348.
- TT–2 Jentz, Thomas L.; Doyle, H. L. (1997b). Germany's Tiger Tanks: VK 45.02 to Tiger II - Design, Production and Modifications. Atglen, PA: Schiffer Publishing. ISBN 9780764302244.
- 8–0 Jentz, Thomas L.; Doyle, H. L. (2000a). Sturmgeschuetz - s.Pak to Sturmmoerser. Panzer Tracts 8. Darlington, MD: Darlington Productions. ISBN 9781892848048.
- TT–1 Jentz, Thomas L.; Doyle, H. L. (2000b). Germany's Tiger Tanks: D.W. to Tiger I - Design, Production & Modifications. Atglen, PA: Schiffer Publishing. ISBN 9780764310386.
- 20-1 Jentz, Tom; Doyle, Hilary (2001). Paper Panzers: Panzerkampfwagen, Sturmgeschuetz, and Jagdpanzer. Panzer Tracts 20-1. Boyds, MD: Panzer Tracts. ISBN 0-9708407-3-X.
- 1-1 Jentz, Thomas L.; Doyle, H. L. (2002a). Panzerkampfwagen I Kleintraktor to Ausf B. Panzer Tracts 1-1. Boyds, MD: Panzer Tracts. ISBN 9780970840769.
- 1-2 Jentz, Thomas L.; Doyle, H. L. (2002b). Panzerkampfwagen I Kl.Pz.Bef.Wg. to VK.18.01. Panzer Tracts 1-2. Boyds, MD: Panzer Tracts. ISBN 9780970840783.
- 5–1 {{cite book
|last1=Jentz |first1=Thomas L. |last2=Doyle |first2=H. L. |title=Panzerkampfwagen Panther Ausführung D with Versuchs-Serie Panther, Fgst.Nr.V2 |series=Panzer Tracts 5–1 |place=Boyds, MD |publisher=Panzer Tracts |date=2003 |isbn=0-9708407-8-0
- 15-2 Jentz, Thomas L.; Doyle, H. L. (2005). mittlerer Schuetzenpanzerwagen (Sd.Kfz.251) - History of Variants, Production, Organization, Issue, Tactics and Employment in Action from 1939 to 1942. Panzer Tracts 15-2. Boyds, MD: Panzer Tracts. ISBN 0977164314.
- 3–1 Jentz, Thomas L.; Doyle, H. L. (2006a). Panzerkampfwagen III Ausf. A, B, C & D. Panzer Tracts 3–1. Boyds, MD: Panzer Tracts. ISBN 9780977164349.
- 15-3 Jentz, Thomas L.; Doyle, H. L. (2006b). mittlerer Schuetzenpanzerwagen (Sd.Kfz.251) Ausf.C & D - History of Production, Variants, Organization and Employment in Action from 1943 to 1945. Panzer Tracts 15-3. Boyds, MD: Panzer Tracts. ISBN 9780981538242.
- 3-2 Jentz, Thomas L.; Doyle, H. L. (2007a). Panzerkampfwagen III Ausf. E, F, G & H. Panzer Tracts 3-2. Boyds, MD: Panzer Tracts. ISBN 9780977164394.
- 2-2 Jentz, Thomas L.; Doyle, H. L. (2007b). Panzerkampfwagen II Ausführung G, H, J, L, and M development and production from 1938 to 1943. Panzer Tracts No. 2-2. Boyds, MD: Panzer Tracts. ISBN 0977164381.
- 2-1 Jentz, Thomas L.; Doyle, H. L. (2008a). Panzerkampfwagen II Ausführung a/1, a/2, a/3, b, c, A, B, and C development and production from 1934 to 1940. Panzer Tracts No. 2-1. Boyds, MD: Panzer Tracts. ISBN 9780981538228.
- 15-1 Jentz, Thomas L.; Doyle, H. L. (2008b). leichter Schuetzenpanzerwagen (Sd.Kfz.250) Ausf.A & B - History of Production, Variants, Organization and Employment in Action from 1941 to 1945. Panzer Tracts 15-1. Boyds, MD: Panzer Tracts. ISBN 0981538207.
- 3-3 Jentz, Thomas L.; Doyle, H. L. (2009). Panzerkampfwagen III Ausf J, L M & N. Panzer Tracts 3-3. Boyds, MD: Panzer Tracts. ISBN 9780981538242.
- 2-3 Jentz, Thomas L.; Doyle, H. L. (2010c). Panzerkampfwagen II Ausführung D, E, and F development and production from 1937 to 1942. Panzer Tracts No. 2-3. Boyds, MD: Panzer Tracts. ASIN B0045W90UK.
- 23 Jentz, Thomas L.; Doyle, H. L. (2011). Panzer Production from 1933 to 1945. Panzer Tracts No. 23. Boyds, MD: Panzer Tracts. ASIN B004WXA45C.
- NB This volume gives Jentz and Doyle's final production estimates for most of the German fighting vehicles covered in their earlier Panzer Tracts series and other publications. The authors state they had not completely understood the complexity of the original documentation. It is essential to use this book in conjunction with any other Panzer Tracts volume to ascertain the correct production figures.
- Köster, Roman (10 August 2008). "Zeppelin: The airship and the need for diversification after WW I (1918–1929)" (PDF). European Business History Association (EBHA). Retrieved 25 July 2021.
- Naunheimer, Harald; Bertsche, Bernd; Ryborz, Joachim; Novak, Wolfgang (2010). Automotive Transmissions: Fundamentals, Selection, Design and Application. Translated by Aaron Kuchle (2nd, illus. ed.). Springer Science & Business Media. ISBN 9783642162145.
- Sawicki, Robert; Ledwoch, Janus (2007). Mittlere ZgKw 5t: Sd Kfz 6 (in Czech and English). Warsaw: Wydavnictwo "Militaria". ISBN 9788372192875.
- von Soden, Alfred; Dornier, Claude (1911). "Mitteilungen des Luftschiffbau Zeppelin in Friedrichshafen: Die Bestimmung des Schiffwiderstandes durch Farhtversuch" [Determination of airship resistance through flight tests]. Zeitschrift fur Flugtechnik und Motorluftschiffahrt (in German). 2. (US access only)</ref>
- Spielberger, Walter J. (1974). Die Panzerkampfwagen I und II und ihre Abarten (in German). Illustrated by Hilary L. Doyle and Uwe Feist. Motorbuch Verlag Stuttgart. ISBN 3879433356.
- Spielberger, Walter (1978). Die Rad- und Vollketten Zugmaschinen des deutschen Heeres 1871-1945 (in German). Illustrated by Hilary L. Doyle. Motorbuch Verlag Stuttgart. ISBN 3879435286.
- Spielberger, Walter J. (1993a). Die Halbkettenfahrzeuge des Deutschen Heeres 1909-1945 (in German). Illustrated by Hilary L. Doyle and Uwe Feist (4th ed.). Motorbuch Verlag Stuttgart. ISBN 3879434034.
- Spielberger, Walter J. (1993b) [1977]. Panzer IV & its variants. Illustrated by Hilary L. Doyle and Uwe Feist. Translated by Edward Force. Atglen, PA: Schiffer Military/Aviation History. ISBN 0887405150.
- Spielberger, Walter (1993c). Panther & its Variants. Illustrated by Hilary L. Doyle and Uwe Feist. Atglen, PA: Schiffer Military/Aviation History. ISBN 0887403972.
- Spielberger, Walter J. (1994). Sturmgeschutze: Entwicklung und Fertigung der sPak (in German). Illustrated by Hilary L. Doyle and Uwe Feist (2nd ed.). Motorbuch Verlag Stuttgart. ISBN 3613013568.
- Spielberger, Walter (1998). Der Panzerkampfwagen Tiger und seine Abarten (in German). Illustrated by Hilary L. Doyle (6th ed.). Motorbuch Verlag Stuttgart. ISBN 3879434565.
- Steude, Heinz (June 1965). "Graf von Soden-Fraunhofen". Tradition: Zeitschrift für Firmengeschichte und Unternehmerbiographie (in German). 10. Jahrg. (3). Verlag C.H.Beck: 97–111. JSTOR 40696961.
External links
[edit]- Panther Tank's Steering and Gearbox conical Synchromesh on Youtube
- Panther Tank Transmission details on Youtube
- Zahnradfabrik 12 E 170 by Kedoki (in Russian)
- Report on Interrogation of Dipl.-Ing. Ernest Kniepkamp (tank engines) Transcription of BIOS report