Table Of ContentPI ' --- -'
~_-c
- --- - -- "'-- - ,--, -- '-":=- -.
Published in 1975 Published in 1975
in Great Britain by In the United States by
Arms and Armour Press Hippocrene Books, Inc.
lionel Leventhal Limited 171 Madison Avenue,
2-6 Hampstead High Street New York, N.Y. 10016.
London NW3 1 PR
ISBN 0-88254-354-7
SBN 85368 330 1 Library of Congress Catalog
Card Number 75 -12783
© Lionel Leventhal Limited, 1975
© John Milsom, 1975
All rights reserved. No part of this
publication may be reproduced,
stored in a retrieval system, or
transmitted in any form by any
means electrical, mechanical or
otherwise, without first seeking the
written permission of the copyright
owner and 01 the publisher.
Printed by T. & A. Constable Limited, Edinburgh, Scotland.
Contents
Introduction 6
The First Generation of Half-Tracked Vehicles (Zugkraftwagen) 7
Automotive characteristics of the early semi-tracked vehicles 8
Bodywork of the early semi-tracked vehicles 9
Leichter Zugkraftwagen 1-ton Sd.Kfz.1 0 9
Leichter Zugkraftwagen 3-ton Sd.Kfz.11 10
Mittlerer Zugkraftwagen 5-ton Sd.Kfz.6 11
Mittlerer Zugkraftwagen 8-ton Sd.Kfz.7 12
Mittlerer Zugkraftwagen 12-ton Sd.Kfz.8 12
Schwerer Zugkraftwagen 18-ton Sd.Kfz.9 13
The Second Generation of Half-tracked vehicles 60
HK 100 Series: kleines Kettenkraftrad Sd.Kfz.2 60
HK 300 Series 61
HK 600 Series 61
HK 900 Series 61
H K 1600 Series 62
HK 2400 Series 62
HK 3500 Series 62
The Third Generation of Half-Tracked Vehicles . 74
The Le.WS 74
The S.WS 75
Maultiers (Mules) 79
2-ton Sd.Kfz.3 80
Appendices 87
1: Special chemical warfare adaptations of half-tracked vehicles 87
2: Manufacturers engaged in the production of half-tracked vehicles 88
3: Aids to snow-crossing performance 88
4: Conversion of armoured half-tracks to load-carriers 89
5: Technical Data Tables 88
---.--~
Introduction
As far as the Wehrmacht period is concerned, the could also act as substitute for Hon and 3-ton semi
provision of military transport vehicles to the German tracked tractors.
armed forces began with the introduction of the re 4-Hon Maultier vehicle. Substitute for S-ton semi
armament programme in 1932. There was, however, a tracked tractor, which was no longer being produced.
great deal of earlier work in this field, that greatly It was used for towing the 8.Scm Pak 43.
contributed to the final selection of vehicle types. t-Ion semi-tracked tractor. For towing 3.7cm Pak 36 and
Over the period 1927-S the General Staff introduced Scm Pak 38, and as an SP mounting :or the 2cm Flak 30.
the Kraftfahrrustungsprogramm (the Motorisation Pro 3-lon semi-Iracked tra ctor. For towing 7.Scm Pak 40 and
gramme), with which they attempted to lay down the Pak 41. 1Scm s.I.G.33 or 10.Scm le.F.H.1S.
specifications and requirements for military automotive B-ton semi-Iracked traclor. For towing 8.Scm Flak, 10cm
equipment. The Programme was finalised during 1929. K.1S, 1Scm s. F.H.18 and as an SP mounting for 3.7cm
When Hitler came to power in 1933, a great impetus Flak and 2cm Flakvierling Also used as bridging
was given to military motorisation in Germany and vehicle.
efforts were made to mould industry into an organisation 12-ton semi-tracked traclor. For towing 10.Scm Flak.
more suited to fulfilling military requirements. With the 17cm K in Mrs. La!. and 21cm M6rser 18 (both in two
foundation of the new Wehrmacht, attempts were made sepa~ate loads). 1Scm K.18 and 16. Could be used as
to standardise vehicle types adopted by the army. For a tank-to',ving vehicle.
specially-designed military vehicles a new system of 18-ton semi-trac.ked traclor. For towing 3S.Scm Morser
numbering was introduced, and these Sd.Kfz. (Sonder (7 separate loads) and 24cm K3 (S separate loads),
kraftfahrzeug) numbers were allocated to vehicles to carrying mobile crane (6-ton or 10-ton) or as tank
denote their tactical or military function irrespective of towing vehicle.
make or model. The Germans also made a considerable attempt to
Prior to the outbreak of World War Two, an officer obtain production of complete half-tracked vehicles,
named von Schell introduced a standardisation pro parts for assembly into new half-tracks and spare parts
gramme for the armed forces whereby select commerc:al for these vehicles by a number of firms dispersed
and specially-developed automotive equipment was throughout France. The major firms involved were
categorised. Under this programme, efforts were made Peugeot. Renault, Lorraine. Panhard and Simca.
to reduce the variety of existing types to a bare Extensive use was made by the Luftwaffe and the
minimum. Half-track tractors had proved extremely Wehrmacht of captured French semi-tracked vehicles
popular with the army and the Luftwaffe and their (produced by SOMUA. Unic, Panhard and Citroen), but
production was therefore continued. Eight models of these are not dealt with in this volume.
half-track were kept in production--including the motor
cycle tractor and two Maultier (mule) vehicles. as
follows:
Motor-cycle tractor Sd.Ktz.2. Used by despatch riders,
infantry, harassing detachments, etc, for anti-tank and
mountain guns. and for ammunition supplies and
weapons in special trailers.
2-ton Maultier vehicle. Replaced the medium cross
country lorry for armoured and mo:orised units and
t.
6
The First Cieneration
of Half-Tracked Vehicles
(Zugkraftwagen)
- _ c':: - semi· Much use was made in the German Army of 'Zugkraft sprocket. This track system permitted high speeds
wagen' (Zg.Kw), or towing tractors, with one or more with relatively low power. The degree of sensitivity in
: -';'" semi' steered wheels at the front and a tracked suspension the steering system required for road travel could not,
:~ -; : "Jduced. system at the rear. These were classified not by load· however, be obtained by track braking. In order to
carrying capacity but by trailer load and would be compensate for this, the vehicles were provided with
-:- = ~~ 36and referred to either by this means or by their special additional front wheels which were used only for steer·
Flak 30. vehicle number (Sd.Kfz.Nr.) . As distinct from the ing through slight angles (and thereby at high speeds) :
- ::: - =~ .co and Maultier (mule) vehicles, which were purely load and for greater steering angles, operation of the steering
carriers, these were solely for towing. The adoption of wheel brought into play the steering brakes of the
=:: - =2~. 10cm this type of vehicle followed experience gained during track system. It is considered that the use of lubricated
-; ':r 3.7cm World War One with Daimler-Benz 'Marienwagens' and steel tracks enabled the prolonged towing of heavy
::>ridging ·Kraft-Protze'. loads
The design of German half·tracked (strictly speaking During 1932, a standardised family of semi-tracked
- -: : :-n Flak, three-quarters-tracked) vehicles commenced during vehicles was scheduled for production under the control
: ::- in two 1926 to fulfil a requirement for motorising the artillery of Wa.Pruf.6 (Heereswaffenamt Branch 6), embracing a
: : C' Jsed as arm. Pursuance of this form of vehicle has been wide range of towing capacities. At first the army re
attributed to the personal endeavours of Ernst quested three basic classes-light, medium and heavy;
orser Kniepkamp (head of the Heereswaffenamt, who was also but these deSignations were later modified and vehicles
oads) , attributed with the successful adoption of overlapping were classified according to their trailer capacity. The
: . ?s tank· wheel arrangements). During 1928, Krauss·Maffei AG light class became the 5-ton, the medium the 8-ton, and
tested a prototype MS 4·wheeled tractor with tracks in the heavy the 12·ton class; during 1934 a parent firm
place ' of the rear wheels. This was a dual purpose was selected to conduct the design and development
.:.: ~: .ehicles, vehicle in that the tracks could be removed for road work for each weight class. At this time, two further
_-: ~: o.-e parts driving. The adoption of the semi-tracked configuration vehicles were ordered-the 3-ton class and the Hon
~ -~ : spersed resulted from a series of extensive trials. Richard class; and during 1936 the last class (18-ton) was
. •,,_ were Student wrote': Development of the half·tracked ordered. Other firms were requested to assist in produc
tractor in Germany evolved from studies with the con· tion whenever necessary.
__-
=-~ and the ventional full·tracked type. Following trials with rubber· In order to maintain interchangeability of parts, the
~ : '=: '/ehicles band tracks, German engineers came to the conclusion authorities refrained from introducing new models. It is
=-: : :-) 8n). but that only a steel-type track could meet the demands interesting to note that the models with which the
for durability and long life and lend itself adequately Wehrmacht and the Luftwaffe were equipped prior to
to the replacement of damaged parts. After extensive World War Two appeared in service in the following
proving and research, a tracked running gear was order:
evolved which answered all the demands. Its basic B-ton Sd.Ktz.7. Medium semi-tracked tractor (m.Zg.Kw.)
characteristics were: (a) Lubricated bearings in the 8-ton, developed by KraUSS-Maffei AG , Munchen.
track links; (b) Rubber pads to dampen noise; (c) 5-lon Sd.Ktz.6. Medium semi-tracked tractor (m.Zg.Kw.)
Large wheels with rubber tyres, and a front·located 5-ton , developed by Bussing NAG, Berlin Oberschbn
weide.
12-lon Sd.Ktz.B. Heavy semi-tracked tractor (s.Zg .Kw.)
l. " Das Halbkettenfal1rzeug als militiirlsches Zugmittel " , by von 12-ton, developed by Daimler-Benz AG, Berl in Marien
Dlpl . Ing. Richard Sludenl. VOl, Wehrtechn ische Mona/shelle. No.
B, August 1939. felde.
7
3-ton Sd.Ktz.11. Light semi-tracked tractor (le.Zg.Kw.)
used, ranging from a straight six of about 4,000cc (in
3-ton, developed by Borgward (formerly Hansa-L1oyd
the Zg.Kw,8t) to a V12 of over 10,000cc. Equipment
Goliath AG), Bremen.
fitted included Bosch electric and inertia starters,
Hon Sd.Ktz.10. Light semi-tracked tractor (le.Zg.Kw.)
magnetos and air-compressors, Pallas petrol pumps and
Hon, developed by Demag, Wetter/Ruhr.
Solex twin down-draught carburettors. The engine com
18-ton Sd.Ktz.9. Heavy semi-tracked tractor (s.zg.Kw.)
partment layout followed normal wheeled vehicle
18-ton, deve:oped by Famo, Breslau.
practice.
Each firm was responsible for the development and Transmission. Transmission 'JI!as through a twin-plate
production of pilot vehicles for its particular class. mUltiple-sprung dry clutch mounted on the engine fly
Subsequently, as already mentioned, other concerns wheel, and either a Variorex semi-automatic (pre
were obliged to build its model (s). selector) gearbox, having seven forward speeds or, in
A certain level of standardisation was achieved in that some cases (e.g. the Zg.Kw.3t), an ordinary type of
all models were powered by Maybach engines (either gearbox having four forward speeds and one reverse
6- or 12-cylinder, water-cooled) . speed. In the Variorex gearbox an auxiliary lever had
The first one or two capital letters of a semi-track two steps, forward and reverse, and in a later pOSition,
designation signified the firm originally making the three low gears could be engaged for reversing. With
vehicle, as follows: the ordinary gearbox, an auxiliary box provided high
D-Demag; BN-Bussing . NAG; and low ratios for road and cross-country running.
HL-Hansa-Lloyd (later Borgward); DB-Daimler-Benz; Differential. The differential was of the Cletrac con
H-Hanomag; F-Famo. trolled type incorporating two internal-expanding brakes,
KM-Krauss-Maffei; one for each track. The driving sprockets for the tracks
Since the types developed by these manufacturers were at the front.
were made later by a number of other firms, however, Sprockets. From the steering brakes the drive passed
the mark type is not a reliable guide to the original through two couplings to the final reduction gears, and
manufacturer-whose name could nevertheless be thence to the sprockets. These were fully floating, and
found on the vehicle name-plate. each consisted of two narrow solid rubber-tyred wheels
The very early models were noted for their extremely to which were fitted steel rollers serving as normal
short track sections (half-tracks) , but later models had teeth (twelve roller teeth on the Zg.Kw.1t and fourteen
the track section lengthened to improve cross-country on the heavier models.) An internal expanding brake,
performance (three-quarter-tracks). The earlier models foot-operated and compressed-air assisted, was mounted
also had leaf-spring suspension; but some of the later inside each sprocket. Some of the later models had
versions adopted torsion bars carrying cranked carrier modified tank-type sprockets, the tracks also being
arms. All models in the 1- and 3-ton classes had this modified.
type of suspension. Steering. Rotation of the steering wheel from 0° to 15°
The semi-tracks were designed so that the sides of either side of straight did not bring track steering
the body were sufficiently high to obscure seated into operation. Rotation beyond 15° initiated the
personnel to shoulder height. With all inspection hatches operation of steering brakes on the appropriate track.
of the hull closed, the main body of the vehicle was These brakes were brought into play by a drop-arm on
practically watertight when traversing deep water. the steering box, connected to a rod moving two levers
Development of this first generation of semi-tracks connected to a cross-tube. From these two levers cables
reached a satisfactory conclusion by 1939, the models operated the steering brakes. An indicator, fitted to the
then in production being continued throughout the war steering column, showed the direction in which the
with only minor modification (with the exception of the front wheels were pointing.
5-ton model, which was eventually superseded by the Suspension. The front wheels, fitted with tyres of
S.wS). Some of these vehicles were supplemented by pneumatic or 'run-flat' type, were mounted on a tubular
Maultier (mule) vehicles (see page 79). axle and sprung by a single transverse semi-elliptic
spring mounted at the centre in a swinging cradle. Two
Automotive characteristics of the early semi·
shock-absorbers (Luvac type) were fitted, and the up
tracked vehicles ward movement of the axle on either side was limited
Chassis. The chassis frame was of welded construction by rubber stops fitted on the chassis. The front axle
and consisted of two side-members braced by cross was retained by radius rods anchoring it to the main
members at the front-forming the mounting bracket for chassis cross-brace. Exceptions were the early 1-ton
the front mudguards-under, and supporting, the engine series-models D11 1, D11 2 and D11 3-which had
at the extreme rear. Tubular members, enclosing the centre-wheel pivoting axles and various arrangements
torsion-bar suspension of the bogie and idler wheels, of the torsion-bar springing.
also crossed the side-members and assisted load Track Assembly. Each side consisted of a driving
distribution. Petrol tanks, compressed-air cylinders for sprocket, a number of equal-size double-rimmed bogie
the braking system and, in the case of the larger wheels and an idler wheel, all mounted in a train. Of
vehicles, a winch were held within the chassis frame. the bogie wheels, the odd' numbers (counting from the
Frame-type chassis were used in the heavier models, front) had their rims set close together and the even
hUll-type construction in the lighter ones. numbers had their rims set wide apart. This allowed the
Power Unit. Maybach water-cooled petrol engines were narrower wheels to run between the wider rims, the
8
Occ (in ','Iheels being set rim-to-axle. The idler wheel was differentiate the 5- and 8-ton models. The 12-ton model
_ uipment adjustable, so providing the means of controlling the was similar to the 8-ton but for a distinct hump at the
- _ 5 arters, tension of the tracks. The sprocket had a fixed mount front of the track guard where it cleared the sprocket.
::=-: :: :nps and ing. In the 18-ton vehicle there were only two rows of seats,
- -0 =-; ioe com Two types of suspension system were employed. In including that for the driver and behind these was a
-S~ 0: vehicle the earlier models, the bogie wheels were mounted in larger load space. The mudguard and track guard
threes-two adjacent wheels on a forked axle and the formed a continuous pressing, with a depression and
_ :;- ~ ro'in-plate third on a straight stub-axle. Both axles were then footstep between the two.
--~ =-;Jine fly sprung by a semi-elliptic spring. This type of suspension The various models could be identified by the
(pre was later superseded by one in which each bogie number and shape of the holes in the bogie wheels as
wheel was mounted on a trail ing crank-arm and sprung shown in the following diagram:
by a torsion-bar anchored in the opposite side of the
chassis. The torsion-bars of the corresponding wheels -0
of each track were mounted one above the other or
MOTOR-CYCLE TRACTOR IHK-IOO) SERIES
- =- ,,-s- :)osition, side by side in a tubular chassis member. The upward I' "6H"OL"ES
-=
0-; g. With movement of the crank-arms was limited by stops
:: --:. :ed high mounted on the chassis side-members. The idler wheel-s
---- -g. were fitted with Luvac type shock-absorbers. I-TON TRACTOR ISd.I(Iz.IO)SERIES
-= : 9:-2C con Tracks. These were made up of hinged metal track
-= ::=:--: -; Drakes, plates, each of which had a rubber insert retained by
-"" -:- :-2 iracks four studs-so that the inserts were easily removable. 3-TON TRACTOR ISd.KIl.") SERIES
SHOLE S
Each plate had a small tongue inside, which passed
-s :-,e passed between the rims of the bogie wheels. Small grip chains
- :- ; ,-,"ar5. and were provided for fitting to every third insert when 5 -TON TRACTOR ISd.Kll.6) SERIES
-: ::: '1g. and traversing particularly difficult terrain. A very character 8 HOLES
-.:~--::-_ -s: wheels istic type of track was used, having detachable rubber
---;;:: -":. 0 'onuortremeanl tphaed st raacnkd psienasle-dth elu blaritctaetre dfe antuereed lee-nrsoullreinr gb eloawrin gros llifnogr 8-TON 1RA CTOR ISd.Kll.7) SER IES 7IsH oOnL EeSar ly
models)
:=: :~-: -;; brake, resistance, long track life and constant pitch. \1
::3 mounted Brakes. The foot-brake pedal was connected to an
-~oels had internal expanding brake mounted inside each sprocket; 12-TON TRACTOR ISd.Kll.S) SERIES
SHOLES
_ _ being and the hand brake was connected to the steering
brakes, applying both simultaneously. All brakes were
- )' to 15' assisted by compressed-air, supplied from cylinders IS-TON TRACTOR ISd.Kll.9) SERIES
- " : . steering mounted on the chassis frame, and a Bosch compressor
-. - : 2:8d the driven by the engine. Brakes were not normally fitted
- _~::-:: -2:e track. to the front wheels. In the later models Argus disc
.: s :-,:: -arm on brakes were used . A leading engineer concerned with the development
- :: -;; :'/-, 0 levers of German semi-tracked vehicles stated that, in his
::- =.Sf 5 cables Bodywork of the early semi-tracked vehicles opinion, 'all German semi-tracks tended to be over
to the Zg.Kw. Han. This vehicle was essentially a troop loaded and, as a result, suspension failures were
- .. ilich the carrier, accommodation for a crew of eight (plus the frequent'; for this reason, the bogie wheels on the 3-ton
driver) being provided in the well of the body. No doors model were stiffened by pressing the form of spokes in
:: lyres of were provided, the crew simply clambering over the them and also actually welding reinforcing spokes on
_ : - a tubular sides to mount and dismount. A windscreen and a the inner wheels. Gearboxes were, he recorded, satis
canvas hood, which could be drawn forward to cover factory but difficult to manufacture. As far as was
~= ~=lli-elliptic
~~-;; :--adle. Two both the top and sides, were fitted. The track guards possible, common components were used in the design
-=.- s-j the up were square with bevelled ends, and the body sides of the 3-, 5- and 8-ton vehicles-the difficulty in manu·
- _ _ 2 5 limited were low over the track guards. facture being mainly due to the large number of
--:; '- nt axle Zg.Kw. 3-lon. The 3-ton vehicle differed from the different surfaces that required machining. The engineer
:; ::: l' e main Zg.Kw. Han in that the body was built on more con further stated that engines were not as reliable as they
'" --= % -Iy 1-\on ventional lorry lines. There was a separate driver's cab, should have been, as too little time had been spent
: - o- t,nich had and the front and rear mudguards formed a continuous upon them. They were brought into general service
:: --:: gements pressing. The body and frame were constructed of within a very short time of the production of prototypes.
electrically-welded sheet metal.
- : ' .s driving Zg.Kw. 5-lon 10 Zg.Kw. 18-lon. These were all built on Leichter Zugkraftwagen Hon Sd.Kfz.10
-=---- -sd bogie the same I ines and were provided with two or three Following an official military requirement for a Han
-:: - ~ :rain. Of rows of seats at the front for the crew, behind which semi-tracked tractor, Demag of Wetter/Ruhr commenced
-----; ' am the was a locker for equipment or ammunition. Weather development during 1932. The vehicle was required to
flaps were provided. There was no separate driver's cab, operate as a troop carrier and also as a tractor for
: e even
the driver occupying the left-hand seat of the front row. light artillery and supply trailers (Sd.Ah.32). It was
::: 'ed the
-·'11 s. the Apart from considerations of size, there was little to mainly used to tow 37mm and 50mm anti-tank guns,
9
75mm and 150mm infantry howitzers and 20mm anti 1939 Oemag 08 was a project design only. It was :c
ai rcraft guns. have had one extra bogie wheel per side (total. six
The first experimental vehicle of the series, 011 1, and a new gearbox-model VG 102128H-with an ex'-"
appeared during the first half of 1934. Further develop gear ratio to give a higher maximum speed. Otherwiss
ment resulted in two more trial vehicles-the 011 2 it was to have been similar to the previous machinE'
and the 011 3. The essential changes made in these Work on it was terminated because of the success c'
models was the successive lengthening of the track the 07.
system in order to stabilise the vehicle across country. 1939 Sd.Kfz.10/1 was a specially-adapted light ga~ ·
The 011 1 started with three bogie wheels per side, the detector vehicle (designated Leichter Gasspuhrkrai:
011 2 had four, and the 011 3 had five. These prototypes wagen) based on the 07 model but with seatin;
had bullet-proof tyres. By 1937 a pre-production model arrangements for eight men (see Appendix 1).
06 was completed; and eventually, during 1939, there 1939 Sd.Kfz.10/2 was a specially-adapted light decor'
appeared the 07, which was standardised for service tamination vehicle (designated Leichter Entgiftungskraf:
use as the Sd.Kfz.10. Production of this model continued wagen) based on the 07 model but with seating arrang,,
until 1944 and about 25,000 were produced, excluding ments for four men, racks for eight drums of lime, ane
some 7,500 chassis used for the armoured Sd.Kfz.250 a spreader-hopper at the rear (see Appendix 1).
series. 1939 Sd.Kfz.10/3 was a specially-adapted light-bul~
Although Oemag initiated the series and undertook contamination vehicle (designated Leichter Spruhkra'~
early production, the main manufacturers of these wagen) based on the 07 model but with a spraying un
vehicles were Mechanische Werke Cottbus in Silesia fed from a large storage tank. The original two-man cre·,'.
and the Saurer Werke in Vienna. The reason for this was retained. and the vehicle was used for sprayir ;;
was that Oemag was using its productive capacity to blister gas (see Appendix 1).
the full to turn out chassis for the armoured version Production of the Sd.Kfz.10:
Sd.Kfz.50. French manufacturers such as Lorraine, 1940 1941 1942 1943 19~c.
Panhard, Peugeot, Renault and Simca were also drawn 3,096 ? 2,868 2,724 873
into the programme. And some vehicles were produced
by Adler, Bussing NAG and MIAG: Bussing NAG and Leichter Zugkraftwagen 3·ton Sd.Kfz.11
Adler produced 4,500 and 5,360 respectively, excluding Development of this vehicle was initiated during 193~
some 7,500 chassis used for armoured versions. under the sponsorship of Hansa-Lloyd-Goliath (laI6
Chronological development was as follows: Borgward) AG in Bremen. In that year the first mode
1934 Oemag 011 1 was the first prototype in the series appeared and was designated HL kl 2. Shortly after this
and it weighed 4 tons. It had a crew of two men, was during 1935, the HL kl 3 was produced. An attempt was
powered by a BMW-315 6-cylinder engine developing then made to transfer the engine to the end of th"
28hp, had a ZF gearbox, hydraulic brakes, and torsion vehicle so as to facilitate the application of an armourec
bar suspension on both wheels and tracks. There were body, and in this form the vehicle was designated the
three bogie wheels per side. HL kl 3(H). During 1938 developmental responsibi li
1934 Oemag 011 2 was the second prototype. Weigh for this series was transferred to Hanomag of Hanove
ing 2~ tons, it was similar to 011 1 but had an extra who subsequently became the parent firm for the entire
bogie wheel on each side (total, four). 3-ton semi-track series. The final version was producec
1936 Oemag 011 3 was the thi rd prototype. Weighing during 1939 and standardised as the Sd.Kfz.11. Hansa
3} tons, it carried four men in addition to a two-man Lloyd became Borgward during this year.
crew. It was powered by a new BMW-319 6-cylinder The Sd.Kfz.11 was eventually produced by Hanoma!;
engine, developing 42hp. Provided with an extra bogie of Hannover-Linden, Borgward of Bremen, Auto-Unior
wheel on each side (total, five), it was otherwise similar AG of Frankfurt, Adler (from 1942-45), Horch AG oi
to the previous models. Zwickau, and Skoda of Prague. In France, Oelahaye was
1936 Oemag 04 was a project design only. It was to intended to participate in the production programme
have been fitted with a Maybach 4-cylinder 65hp HL25 during 1942 but no vehicles were ever delivered. A total
engine, and was to have had transverse leaf suspension of over 25,000 of this type, excluding 16,000 armoured
on the front wheels. Otherwise, it was to have been versions, were produced.
similar to the 011 3. The vehicle was employed initially to tow the 105mm
1937 Oemag 06 was a 4-ton pre-production vehicle howitzer or an ammunition trailer, and was also used
built between 1937 and 1938. It was powered by the for drawing 75mm and 88mm anti-tank guns. Some
Maybach NL38 TRKM 6-cylinder in-line OHV engine of vehicles were used by chemical warfare units. Nebel·
3.79 litres capacity with an output of 83hp at 2,400rpm, werfer units, in particular, used the 3-ton vehicle to tow
and it had a Demag-Adler gearbox. Otherwise, it was rocket launchers and to carry ammunition-in whic
similar to the previous model. role it was fitted with special ammunition racks.
1939 Oemag 07 was the final production machine, Towards the end of the war, some vehicles received
standardised as Sd.Kfz.10. Production began in 1939 a wooden load platform and had their fuel capacit
and ended in 1944. Powered by a Maybach HL42 6 increased to 160 litres to fulfil the role of long-range
cylinder 100hp engine, the vehicle had a Maybach logistic vehicles. Others were fitted as ambulances.
Variorex model SRG 10218H pre-selective gearbox. As a result of the retreat of the German Army in
Otherwise, it was similar to the previous model. Russia, the manufacture of 3-ton semi-tracked vehicles.
10
Description:Content:IntroductionThe First Generation of Half-Tracked Vehicles (Zugkraftwagen)The Second Generation of Half-tracked vehiclesThe Third Generation of Half-Tracked VehiclesMaultiers (Mules)Appendices
