Small and large hatch M4 Shermans
Composites (Hybrid)
Most of the information on this page is courtesy of Joe DeMarco. Note: some of the information on this page was compiled using a technique informally referred to as "counting heads." It is based on the ongoing study of period documents and photographs, as well as surviving Shermans. Due to the limited nature of available reference sources, some of the information presented here must be considered as "educated guesswork."
A "photo op" showing "The First (sic) Chrysler Built M4 Tank Shipped Aug 28th 1943." This tank can be seen to be USA 30100471, so while it may have been the first one shipped, we believe 30100462 was the first one built. Many improvments and modifications were beginning to filter into the Sherman production lines by August, and a number of them can be seen on 30100471. Note the factory installation of applique armor, gun travel lock with the corresponding "late" siren position, 2 inch smoke mortar, late E8543 differential housing, and the recently introduced "no pistol port" turret. On the other hand, periscope guards are not installed, and the bogies are "still" equipped with the straight return roller arms.
A photo of a small hatch M4 Composite (SN 44256, September 1943 acceptance) on display in Tennessee. It is one of only two known surviving examples. The early front end casting is similar in appearance to the small hatch M4A1, but includes a pair of ventilators by the drivers' hatches, such as were standard on welded hull M4s. The protrusion on the right front was used as an antenna bracket on the M4 and M4 Composite, whereas it housed a ventilator on the M4A1. 44256 was retrofitted with the E9 modification. While the "no pistol port turret" is appropriate, it is not original, as it was cast by Union Steel, which was not a supplier to Chrysler. The early M34A1 gun mount with lifting rings was not used by Chrysler either. Most likely all of these, as well as the commander's vision cupola, were added during a remanufacture in Spring 1945. Photo courtesy of Paul and Lorén Hannah.
"Counting heads" evidence suggests that only about 50 small hatch M4 Composites were produced. Consequently, there are very few period photos of them. Above left a crew of the 499th Armored Field Artillery Battalion, 14th Armored Division poses during Tennessee Maneuvers in January 1944. Note the applique armor patch on the turret. A few Composites, both small and large hatch, were made with earlier D50878 turrets with the "patches" and welded up pistol ports. At right is a rare "combat shot" of a small hatch Composite, serving with the 40th Tank Battalion, 7th Armored Division in Niedersorpe, Germany, April 7, 1945. Unfortunately, not much can be seen due to the extensive use of camouflage, but this tank appears to have extended fenders, which suggests it was a remanufactured unit. Although 75mm Shermans were no longer "required" in the ETO, a number of remanufactured jobs were shipped there in 1945 to make up for losses suffered during the Battle of the Bulge.
The 20th Armored Division was the last US armored division deployed to the ETO, arriving in France on 17 February, 1945. Previous armored divisions had been issued tanks when they arrived in theater, however the 20th were instructed to bring their vehicles with them from the States. Oddly, for this late stage of the war, the vast majority of their tanks were not the army’s preferred Ford GAA powered M4A3s, but rather Continental radial engined M4s & M4A1s, many of these being older variants that had been remanufactured. The two tanks seen here can be identified as small hatch Composites by the ventilator (1) located on the shoulders of the tank’s hull, and we point out to readers the distinctive twin drain holes in the ventilator (2). On the left we see Pedro of the 27th Tank Battalion, while on the right Cpl. Dale Ellis, the gunner of Petunia II, stands next to his tank of the 2nd Platoon, B Company, 27th Tank Battalion. The original Petunia is recorded as having been knocked out by a German mine and was presumably one of the 17 medium tanks lost by the 20th in its 8 days of combat. Most likely both of these tanks were made with D50878 turrets with the "patches" (3) and welded up pistol ports (4). Both have stowage modifications commonly seen in the 20th Armored Division, such as field installed turret bustle baskets, as well as extended fenders with the sand shields fitted upside-down, creating stowage for jerry cans and machine gun ammo. (Left side photo: author’s collection; right side photo courtesy of Gary Ellis).
One of the deficiencies of the original Sherman design was the hazardously small size of the drivers' hatches. In February 1943, larger hatch dimensions were submitted, but it was found that "increased size not possible of application to present hull design." Development work was begun to reconfigure the front of the Sherman to accommodate larger hatches. Chrysler's cast front concept was used, & in May, the new casting was attached to a tank pulled off the line at Pullman Standard. This project was part of the "ultimate" redesign of the Sherman, which also included the introduction of the new 76mm turret as can be seen above. By June, the Ordnance Department approved of making all subsequent welded hull Shermans as large hatch Composites. However, in that same month, Fisher Body submitted an alternate large hatch design that featured a single 2 1/2 inch glacis plate that was found to be ballistically superior. As a result, the cast front concept was abandoned except at Chrysler which had already made commitments and started production.
The M4 Composites that began to roll off the lines in September, 1943 were the first "large hatch" Shermans of any type. Improvements were added as they became available. Most of them appear to have been equipped with the new "upturned" return roller arms (circled). In November, Chrysler transitioned to the new high bustle D78461 turret that added a loader's hatch and reintroduced the pistol port. Above is a nearly as built, December 1943 production M4 Composite currently preserved in a private collection in the US. While the hand crank may be a reproduction, it is appropriate, since Chrysler appears to have introduced the simplified one piece design. Photos courtesy of Mark Holloway.
Chrysler started M4A4 production using side armor plates that had nicely beveled top edges (left). In July, 1943, the company transitioned to the use of square cut side armor plates, a practice already employed by most of the other builders. It is thought that, from August, 1943 to the end of production in June, 1945, all Chrysler Shermans, including the M4 Composites, were built with square cut side armor plates. Our example on the right, shows the Firefly Composite in Klein-Willebroek, Belgium. Modelers might note that on M4 Composites and welded hull M4s, the air scoops (1) are seen to sit ON TOP of the sponson plate, whereas the holes on cast hull Shermans were machined out in such a way that the scoops were flush mounted (inset).
At the outset of production, Chrysler M4s were equipped with the "original design" exhaust deflector (above left, but not a Composite). This had been added to M4 and M4A1 models starting in the Spring of 1943. The Barber-Colman Increased Air Flow System became available in late 1943, and featured an improved exhaust deflector (1), along with "pyramid turning vanes" (inset) over the air intake on the engine deck. The "Freeze Date" on this item at Chrysler was Jan. 1, 1944, which, along with a few period photos, suggests that it was installed on some of the final Composites built in late 1943/early 1944.
It would appear that Chrysler was supplied exclusively with the "square" type of air cleaners. Surviving examples have been noted with an identification and instruction plate from the "Vortox Mfg. Co. Claremont, Ca. USA" (inset). The rear hull was constructed of armor plate with an angled transition piece joining to the the belly plate (outlined in red). Trailer towing pintles were standard on the Sherman series by the time Chrysler began M4 production, but they don't appear to have been factory installed on any of their Composites. Chrysler was directed to install the pintles on M4A4s starting in April 1943, but it was found that they bent up in service, making it impossible to open the engine access doors. Consequently, "It was immediately burnt off as many new tanks M4A4 as possible," and further installation was suspended. At the change over to M4 production, it is likely that Chrysler had trouble finding a supplier for the pintles, so that the Government gave them a temporary "pass." In any case, in period photos showing only the rear, an M4 without a towing pintle is likely to be a Chrysler built Composite. The M4 Composite at the RAAC Museum, Puckapunyal, is shown in the photo on the right and is SN 59427, indicating December, 1943 acceptance. Note the fittings (circled) for the Barber-Colman exhaust deflector.
Midway through their M3 Lee program, Chrysler designed and introduced the pressed metal type of bogie wheel. They used them throughout production on their VVSS equipped Shermans. Their distinctive drive sprocket (right) was also employed throughout, including HVSS production.
All large hatch Shermans had a U shaped ventilator between the drivers' hatches (above left). Note the little water drainage hole just below. The front contours of the large hatch M4A1(76) were very similar to the Composite's. However, the M4A1(76) was equipped with an additional ventilator next to the bow gunner's hatch, whereas this area was blanked off on the Composites, and could serve as an antenna location for a command tank.
M4 Composites were, and still are, often mistaken for M4A1s. If one can see it, the little "nubbin" (asterisked) in the center of the glacis is a sure indication of a Composite. Remanufactured tanks can be a challenge when trying to determine the "as built" appearance. It was noted that, 98% of the time, power trains didn't require replacement, but our example had its original replaced with one featuring a three-piece differential housing. The tank was also retrofitted with the E9 track modification, the modified M34 gun mount with "wing piece," commanders' vision cupola and the late armored housing for the gunner's periscope.
Sand shields were mandated to be factory installed by the time Chrysler began production. This seems a waste, as most crews removed them. The little notch (item 1) seen on the sand shield attachment strip, might serve as a minor recognition feature, as it appears to have been exclusive to Chrysler's late production and remanufactured M4A4s, as well as their M4 Composites. Our example shows a POA-CWS-H1 Flamethrower Sherman of the 713th Tank Bn on Okinawa, June 1945. A Ronson flame gun replaced the main armament, and was "hidden" inside the 75mm gun tube. Note the overflow pipe emerging from the turret splash (item 2) - a Flamethrower Sherman recognition feature.
The engine decks were in the typical pre 1944 M4 / M4A1 configuration, where each of the four main fuel tanks had its own filler nozzle. However, the Composites' engine deck lift handles (circled in red) were oriented front to back rather than side to side. The pioneer tools on our example are mounted in their "initial" positions. "Tokyo or Bust" of the 44th Tank Battalion was photographed in action near Manila on March 10 1945.
An M4 of the 775th Tank Battalion, Luzon, April 1945. Blanket roll racks (item 1) were standard equipment on the "ultimate design" Shermans. As yet, it can't be confirmed if the racks were ever factory installed on Composites. This modification was charged to Tank Depots starting in late December 1943, however, the modification kit also included parts for the AA Machine Gun stowage on the turret bustle, which is not present on this unit. It is thought that the sledge hammer and wrench were relocated to the rearmost section of the engine deck as seen here, with, or in anticipation of, the introduction of the blanket roll rack. Another item of interest is the "quick release towing shackle with handle" (item 2). These had been installed on the front from the outset, while the rear continued in the original Sherman configuration. The quick release used double towing lugs; it shows up on the rear in a small number of period photos of Chrysler Composites, but as far as we can tell, no surviving examples. Note that this tank can be seen with a fitting (3) on the engine access door that held the Barber-Colman type exhaust deflector.
"Another Dinah" USA 3099241 (above left) of the 763rd Tank Battalion was photographed on Okinawa in April, 1945. By the Registration Number, this tank would have been about the 1026th Chrysler M4, and would have been accepted in November, 1943. Our "counting heads" method suggests that this was about the introduction point of the high bustle D78461 turret; i.e. about 1000 units would have been made with "no pistol port" D50878 turrets. In general, the introduction of changes was "with obsolescence." As the new parts began to enter production, the manufacturer continued to use the old parts until the supply was exhausted. So, for instance, another A Co. 763rd M4, USA 3099276 (above right), built 35 units later, can be seen with the earlier, low bustle turret.
The photo above left was taken in late July 1945 at the Manila Supply Depot. It shows a few Composites along with some "new" remanufactured M4A1(75)s. "Bloodthirsty" appears to be a combat veteran Sherman of the 44th Tank Battalion. The Registration Number is USA 30100748, indicating September 1943 acceptance. We've pointed out the "cast in thickened cheek," typical of D50878 "no pistol port" turrets as well as the later D78461s. The commander's cupola has the positive hatch lock mechanisms that were added to Shermans starting in the Spring of 1943. These were replaced by "turret hatch D69993 with equilabrator," which can be seen on the M4 in the foreground. The improved hatches had integral springs on the hinges, and appear to have entered the production lines at Chrysler in November.
Another view of the Manila Supply Depot which shows some of the remanufactured Shermans. Note the various later features such as all round vision cupolas, gunner’s armored periscope covers, commander's vane sights, and .50 cal MG stowage on the turret bustle, typical of remanufactured tanks. Despite the updates, these tanks were obsolete in the sense that they would not have been wanted for the planned Invasion of Japan, which required that all of the Shermans be M4A3 models with HVSS. We have included this photo since the third tank from the front is a rare small hatch Composite, as evidenced by the ventilator on the hull shoulder of the cast front end. Also of interest, is that the sixth tank in can be seen with a "hole" (arrow) in the drive sprocket, indicative of the E9 suspension modification.
In October, 1948, VVSS models of the M4, 75/105mm, and M4A1, 75mm were classified as "Limited Standard" with the note that they were "unsuitable for meeting U.S. requirements but satisfactory for meeting foreign-aid requirements." Even so, a few such types were sent from Japan to Korea in the early days of the Korean Conflict. The above shows USA 3099372, a December, 1943 Chrysler M4 Composite photographed at Masan in September, 1950. This tank, which we suspect served with the 89th Medium Tank Battalion, is fitted with an M1 Dozer Blade, and shows a number of the stowage modifications typical of the Tokyo Ordnance Depot, such as the spare bogie wheel on the turret and spare drive sprockets and track links on the hull sides. It is thought that the few non M4A3 HVSS Shermans seen in photos during the Korean War, would have been replaced eventually, so 3099372 was most likely one of the last M4 Composites to serve with the US Army.
The British Commonwealth received over 2000 M4(75)s as Lend Lease. While the US made no distinction between welded hull and composite hull M4s, the British did, and labeled them “Sherman I” and “Sherman I Hybrid” respectively. Some “Sherman I Hybrid” 75mm gun tanks are seen in Commonwealth service in both the ETO and MTO, but far more common are photos of "Sherman Ic Hybrids," the British designation for Firefly conversions based on the M4 Composite. The January to June 1945 “Half Yearly Report on the Progress of the Royal Armoured Corps” states that “3,260 [Fireflies were] ordered and 2,139 produced by 31st May 1945.” Thus, it would appear that total Firefly production amounted to 2139, since “No further conversions will be carried out as there is no requirement for this vehicle in the Far East.” The production documents refer to the conversions generically as “Sherman 17 pdr.” Unfortunately, there is no break down of the model types, such a Sherman I (M4), Sherman I Hybrid (M4 Composite) or Sherman V (M4A4). In period photos, M4 Composite and M4A4 based Fireflies seem to be represented in about roughly equal numbers, while all welded hull M4 based Fireflies appear less frequently. The M4A1 was not acceptable for Firefly conversion because the rounded contours of the cast hull could not accommodate the arrangement of the Firefly's interior stowage. Despite the cast front end, this was obviously not an issue with the Composites, and one of the converting firms mentioned that those with the D78461 turrets saved them a lot of time and effort since they already had loader's hatches. The photo above shows such a turret on a Sherman Ic Hybrid of the Sherwood Rangers, 8th Armoured Brigade photographed in Geldern, Germany, 6 March, 1945. Courtesy of the IWM, Photo B 15230.
Most surviving M4 Composites in Europe are Firefly conversions (Sherman 1c Hybrid), such as the example above on display at Klein-Willebroek, Belgium. It can be seen to have an earlier D50878 low bustle turret with applique armor and a welded up pistol port. One of the reasons for the introduction of the high bustle D78461 turret, is that the low bustle was stated to have caused some interference issues when mounted on large hatch Shermans. However, the majority of large hatch Composites were produced with low bustle turrets, and we have found no historical records that reported this as a problem.
The only other type of Sherman built in the Composite configuration was the M4A6. This was powered by a radial diesel that was even more massive than the multibank engine of the M4A4. Consequently, the M4A6 was assembled by marrying the large hatch cast front to the M4A4's longer hull. Although the initial contract called for 775 units, it was cut back to only 75, as the Government determined instead to increase production of Shermans powered by the Ford V8 engine. M4A6 production ran from October 1943 to February 1944. To date, no surviving examples have come to light.
Chrysler built Shermans have the Tank's Ordnance Serial Number stamped into the rear towing lugs. Should any readers have the opportunity to examine a surviving M4 Composite, we would greatly appreciate a report.
Some Chrysler built Shermans have been seen to have the Serial Number stamped in the driver's compartment, 6 inches (15 centimeters) left from the dataplate.
Along with the tank's serial number, we try to record the data about the large hatch front casting - Part Number E6289. The casting information can be seen on the top, just behind the driver's hatch. Most of the examples examined have caster's logos indicating that they were produced by the American Steel Foundries East Chicago, Indiana plant. These have been seen to have part serial numbers with an "A" prefix. A few others have been noted with ASF-Granite City, Illinois logos, with "B" prefix serial numbers. "Counting heads" suggests that over 300 more E6289 castings were made than would have been required by Chrysler. Although the historical documentation is pretty "emphatic" that only Chrysler made Composite hull Shermans, a few surviving examples have revealed to us that the American Locomotive Company (ALCO) produced some as well, most likely using front castings that became excess after Chrysler's M4 and M4A6 contracts were terminated.
During a Sherman spotting tour in South America in November 2013, our friend Jim Goetz examined a pair of M4 Composites that have Serial Numbers that were assigned to the final Production Order of the American Locomotive Co. (ALCO). These tanks are former British Firefly conversions that were purchased by Argentina in the late 1940s. The Argentinians re-engined and up-gunned many of their Shermans and labeled them "Repotenciados." Jim reported that the unit on display in Asuncion, Paraguay is Serial Number 40351, while the one in Olavarria, Argentina (pictured above) had Serial Number 40313 stamped on the left rear tow lug.
Jim examined other South American M4 Composite Repotenciados that had Chrysler Serial Numbers. It is to be noted that, on the few ALCO all welded hull M4s we have examined, the serial numbers are stamped "one on top of the other," and only on the left rear tow lug. That is what Jim found on the ALCO built Composites, such as seen with 40351 above left. On the other hand, Chrysler serial number stampings have been noted to be oriented "side by side," and present on both rear tow lugs. The Chrysler orientation can be seen on the right above, from the Repotenciado on display in Cordoba, Argentina. Also of note is that the two Composites with ALCO serial numbers were seen to have double rear towing lugs, whereas the Chryslers had only one.
A comparison of Chrysler-built Composites with the few known ALCO examples reveals some differences. The forward edge of the right front appliqué plate is rounded on the ALCOs, but cut on a straight angle on the Chryslers. The ALCOs feature the so called "plain" drive sprockets, whereas Chrysler used their own distinctive sprockets throughout Sherman production. Most Chrysler Composites can be seen to have the later "upturned" return roller arms. We believe that ALCO finished Sherman production using the earlier "straight" return roller arms. As mention previously, the "notch" in the sand shield strip appears to have been exclusive to Chrysler's late production and remanufactured M4A4s, as well as their M4 Composites. We suspect that the notched sand shields were adjustable by 11 inches, so they could fit equally on M4A4s, Composites & M4A6s. In any case, the few known ALCO Composites have unnotched sand shield strips. Right side photo courtesy of Frank Louw.
Another item observed on the few known ALCO Composites, but not on Chryslers, is the protective splash around the fire extinguisher housing (left). Also, while a few remanufactured examples have been seen with them, it would appear that Chrysler did not factory install the door stops on either side of the engine access doors, while ALCO did (right).
Fireflies were also issued to Commonwealth armored units in the Mediterranean Theater of Operations. No doubt some would have been lost to “wastage” or “attrition,” but the “15 Army Group AFV Holdings as at 25th June, 1945” states that there were 225 “Sherman 17 pdr” in Italy and Greece. Demobilization would have been underway, but 173 were still listed “With Formations” at that time. Period photos show that Commonwealth troops in Italy received a number of Fireflies converted from M4 Composites. The Polish 4th (Skorpion) Armoured Regiment is reported to have been issued a dozen M4 based Fireflies in early 1945. One of the tanks, a Sherman Ic Hybrid named POWAB, was knocked out on April 19, 1945 near Bologna. This M4 Composite has a number of ALCO features, such as the rounded applique plate on the right front (1) and the "plain" sprocket (2). Note the step bracket (3), which appears to have been omitted by Chrysler with the introduction of the gun travel lock. ALCO produced its last Sherman in December 1943, and it is thought that they ended production with the low bustle, no pistol port turret, along with suspension units with "straight" return roller arms (4). Chrysler Composites have a "notch" in the rear section of the sand shield strip (5), while ALCOs do not. Photos courtesy of the Polish National Archives.
Lance Sergeant Michal Krzywoszanski was a fitter attached to the Regiment's Light Aid Detachment. He took a few photos of POWAB as he and his crew salvaged useable parts from the tank. As mentioned previously, the towing pintel became a standard feature on Shermans by the middle of 1943, although they don't appear to have been installed by Chrysler. ALCO began adding them in April 1943, and one can see the pintel's faceplate (1) in the left side photo. In the right side image, note how the ventilator on the turret drains to the front (inset). This appears to be consistent with ALCO Shermans, whereas with Chryslers, it consistently drains to the rear. Photos courtesy of Chris Wroblewski.
This photo of POWAB highlights a few other features not typically seen on Chrysler Composites - the 3-piece engine crank (1), and the round air cleaners (2). One can also see that this M4 has double rear towing lugs (3). Photo courtesy of the Polish National Archives.
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Most of the information on this page is courtesy of Joe DeMarco. Note: some of the information on this page was compiled using a technique informally referred to as "counting heads." It is based on the ongoing study of period documents and photographs, as well as surviving Shermans. Due to the limited nature of available reference sources, some of the information presented here must be considered as "educated guesswork."
The Chrysler Corporation
manufactured M4(75)s featuring cast front ends joined to welded rear hulls. The
US Army did not create a new designation in order to distinguish them from
completely welded hull M4s; officially, all of them were "Tank, Medium,
M4, 75mm, Dry." In period documents, such as unit rosters and even some
Ordnance Dept. Test Reports, these were frequently misidentified as M4A1s. For
convenience, we will use the popular term "M4 Composite." The British
designated them as "Sherman I Hybrid." Chrysler produced 1676 M4
Composites from August 1943 through January 1944.
Production Order T-7903 : 580 tanks manufactured : Serial Number 44228 / USA 30100462 through S/N 44807 / USA 30101041 (August-December 1943)
Prototypes were often made using existing Shermans. In this case, Chrysler removed the original welded front section and retrofitted their new casting. Note the the absence of appliqué armor and gun travel lock, as well as the old style commander's blade sight, and the earlier one piece differential housing.
Production Order T-7903 : 580 tanks manufactured : Serial Number 44228 / USA 30100462 through S/N 44807 / USA 30101041 (August-December 1943)
Production Order
T-7281: 698 tanks
manufactured:
Serial
Number 58623 / USA 3098789 through S/N 59320 / USA 3099486
(November 1943 -
January 1944)
Production Order T-10888 : 398 tanks manufactured : Serial Number 59321 / USA 3031184 through S/N 59718 /
USA 3031581 (December 1943 - January 1944)In addition, evidence from surviving examples has
recently come to light which confirms that the American Locomotive Co. also
manufactured some M4s with Composite hulls. So far, the data suggests that
some or all of the tanks of the last ALCO Production Order were built
as large hatch Composites.
Production Order
T-4305: 300 tanks
manufactured:
Serial
Number 40305 / USA 3072902 through S/N 40604 / USA 3073201
(October -
December 1943)
The original Sherman design
included both cast and welded upper hulls. In the rush to increase production,
it was noted that cast hulls could be manufactured cheaper and faster than
welded hulls, with "a large saving of welding rod and labor." However, in
October 1942, it was concluded that while conversion to all cast hulls might be
advantageous, it was not feasible under the current industrial conditions. In
that same month, the Ordnance Department in conjunction with the Chrysler
Corporation, began design work on a cast front end that offered a partial
solution to the higher cost of the all welded upper hull, since the front is
where a good deal of the welding man-hours were spent. Also, the front casting
as shown above, was a fraction of the size of a complete cast hull, so could be
produced by smaller capacity foundries.
Prototypes were often made using existing Shermans. In this case, Chrysler removed the original welded front section and retrofitted their new casting. Note the the absence of appliqué armor and gun travel lock, as well as the old style commander's blade sight, and the earlier one piece differential housing.
A "photo op" showing "The First (sic) Chrysler Built M4 Tank Shipped Aug 28th 1943." This tank can be seen to be USA 30100471, so while it may have been the first one shipped, we believe 30100462 was the first one built. Many improvments and modifications were beginning to filter into the Sherman production lines by August, and a number of them can be seen on 30100471. Note the factory installation of applique armor, gun travel lock with the corresponding "late" siren position, 2 inch smoke mortar, late E8543 differential housing, and the recently introduced "no pistol port" turret. On the other hand, periscope guards are not installed, and the bogies are "still" equipped with the straight return roller arms.
A photo of a small hatch M4 Composite (SN 44256, September 1943 acceptance) on display in Tennessee. It is one of only two known surviving examples. The early front end casting is similar in appearance to the small hatch M4A1, but includes a pair of ventilators by the drivers' hatches, such as were standard on welded hull M4s. The protrusion on the right front was used as an antenna bracket on the M4 and M4 Composite, whereas it housed a ventilator on the M4A1. 44256 was retrofitted with the E9 modification. While the "no pistol port turret" is appropriate, it is not original, as it was cast by Union Steel, which was not a supplier to Chrysler. The early M34A1 gun mount with lifting rings was not used by Chrysler either. Most likely all of these, as well as the commander's vision cupola, were added during a remanufacture in Spring 1945. Photo courtesy of Paul and Lorén Hannah.
"Counting heads" evidence suggests that only about 50 small hatch M4 Composites were produced. Consequently, there are very few period photos of them. Above left a crew of the 499th Armored Field Artillery Battalion, 14th Armored Division poses during Tennessee Maneuvers in January 1944. Note the applique armor patch on the turret. A few Composites, both small and large hatch, were made with earlier D50878 turrets with the "patches" and welded up pistol ports. At right is a rare "combat shot" of a small hatch Composite, serving with the 40th Tank Battalion, 7th Armored Division in Niedersorpe, Germany, April 7, 1945. Unfortunately, not much can be seen due to the extensive use of camouflage, but this tank appears to have extended fenders, which suggests it was a remanufactured unit. Although 75mm Shermans were no longer "required" in the ETO, a number of remanufactured jobs were shipped there in 1945 to make up for losses suffered during the Battle of the Bulge.
The 20th Armored Division was the last US armored division deployed to the ETO, arriving in France on 17 February, 1945. Previous armored divisions had been issued tanks when they arrived in theater, however the 20th were instructed to bring their vehicles with them from the States. Oddly, for this late stage of the war, the vast majority of their tanks were not the army’s preferred Ford GAA powered M4A3s, but rather Continental radial engined M4s & M4A1s, many of these being older variants that had been remanufactured. The two tanks seen here can be identified as small hatch Composites by the ventilator (1) located on the shoulders of the tank’s hull, and we point out to readers the distinctive twin drain holes in the ventilator (2). On the left we see Pedro of the 27th Tank Battalion, while on the right Cpl. Dale Ellis, the gunner of Petunia II, stands next to his tank of the 2nd Platoon, B Company, 27th Tank Battalion. The original Petunia is recorded as having been knocked out by a German mine and was presumably one of the 17 medium tanks lost by the 20th in its 8 days of combat. Most likely both of these tanks were made with D50878 turrets with the "patches" (3) and welded up pistol ports (4). Both have stowage modifications commonly seen in the 20th Armored Division, such as field installed turret bustle baskets, as well as extended fenders with the sand shields fitted upside-down, creating stowage for jerry cans and machine gun ammo. (Left side photo: author’s collection; right side photo courtesy of Gary Ellis).
One of the deficiencies of the original Sherman design was the hazardously small size of the drivers' hatches. In February 1943, larger hatch dimensions were submitted, but it was found that "increased size not possible of application to present hull design." Development work was begun to reconfigure the front of the Sherman to accommodate larger hatches. Chrysler's cast front concept was used, & in May, the new casting was attached to a tank pulled off the line at Pullman Standard. This project was part of the "ultimate" redesign of the Sherman, which also included the introduction of the new 76mm turret as can be seen above. By June, the Ordnance Department approved of making all subsequent welded hull Shermans as large hatch Composites. However, in that same month, Fisher Body submitted an alternate large hatch design that featured a single 2 1/2 inch glacis plate that was found to be ballistically superior. As a result, the cast front concept was abandoned except at Chrysler which had already made commitments and started production.
The M4 Composites that began to roll off the lines in September, 1943 were the first "large hatch" Shermans of any type. Improvements were added as they became available. Most of them appear to have been equipped with the new "upturned" return roller arms (circled). In November, Chrysler transitioned to the new high bustle D78461 turret that added a loader's hatch and reintroduced the pistol port. Above is a nearly as built, December 1943 production M4 Composite currently preserved in a private collection in the US. While the hand crank may be a reproduction, it is appropriate, since Chrysler appears to have introduced the simplified one piece design. Photos courtesy of Mark Holloway.
Chrysler started M4A4 production using side armor plates that had nicely beveled top edges (left). In July, 1943, the company transitioned to the use of square cut side armor plates, a practice already employed by most of the other builders. It is thought that, from August, 1943 to the end of production in June, 1945, all Chrysler Shermans, including the M4 Composites, were built with square cut side armor plates. Our example on the right, shows the Firefly Composite in Klein-Willebroek, Belgium. Modelers might note that on M4 Composites and welded hull M4s, the air scoops (1) are seen to sit ON TOP of the sponson plate, whereas the holes on cast hull Shermans were machined out in such a way that the scoops were flush mounted (inset).
At the outset of production, Chrysler M4s were equipped with the "original design" exhaust deflector (above left, but not a Composite). This had been added to M4 and M4A1 models starting in the Spring of 1943. The Barber-Colman Increased Air Flow System became available in late 1943, and featured an improved exhaust deflector (1), along with "pyramid turning vanes" (inset) over the air intake on the engine deck. The "Freeze Date" on this item at Chrysler was Jan. 1, 1944, which, along with a few period photos, suggests that it was installed on some of the final Composites built in late 1943/early 1944.
It would appear that Chrysler was supplied exclusively with the "square" type of air cleaners. Surviving examples have been noted with an identification and instruction plate from the "Vortox Mfg. Co. Claremont, Ca. USA" (inset). The rear hull was constructed of armor plate with an angled transition piece joining to the the belly plate (outlined in red). Trailer towing pintles were standard on the Sherman series by the time Chrysler began M4 production, but they don't appear to have been factory installed on any of their Composites. Chrysler was directed to install the pintles on M4A4s starting in April 1943, but it was found that they bent up in service, making it impossible to open the engine access doors. Consequently, "It was immediately burnt off as many new tanks M4A4 as possible," and further installation was suspended. At the change over to M4 production, it is likely that Chrysler had trouble finding a supplier for the pintles, so that the Government gave them a temporary "pass." In any case, in period photos showing only the rear, an M4 without a towing pintle is likely to be a Chrysler built Composite. The M4 Composite at the RAAC Museum, Puckapunyal, is shown in the photo on the right and is SN 59427, indicating December, 1943 acceptance. Note the fittings (circled) for the Barber-Colman exhaust deflector.
Midway through their M3 Lee program, Chrysler designed and introduced the pressed metal type of bogie wheel. They used them throughout production on their VVSS equipped Shermans. Their distinctive drive sprocket (right) was also employed throughout, including HVSS production.
All large hatch Shermans had a U shaped ventilator between the drivers' hatches (above left). Note the little water drainage hole just below. The front contours of the large hatch M4A1(76) were very similar to the Composite's. However, the M4A1(76) was equipped with an additional ventilator next to the bow gunner's hatch, whereas this area was blanked off on the Composites, and could serve as an antenna location for a command tank.
M4 Composites were, and still are, often mistaken for M4A1s. If one can see it, the little "nubbin" (asterisked) in the center of the glacis is a sure indication of a Composite. Remanufactured tanks can be a challenge when trying to determine the "as built" appearance. It was noted that, 98% of the time, power trains didn't require replacement, but our example had its original replaced with one featuring a three-piece differential housing. The tank was also retrofitted with the E9 track modification, the modified M34 gun mount with "wing piece," commanders' vision cupola and the late armored housing for the gunner's periscope.
Sand shields were mandated to be factory installed by the time Chrysler began production. This seems a waste, as most crews removed them. The little notch (item 1) seen on the sand shield attachment strip, might serve as a minor recognition feature, as it appears to have been exclusive to Chrysler's late production and remanufactured M4A4s, as well as their M4 Composites. Our example shows a POA-CWS-H1 Flamethrower Sherman of the 713th Tank Bn on Okinawa, June 1945. A Ronson flame gun replaced the main armament, and was "hidden" inside the 75mm gun tube. Note the overflow pipe emerging from the turret splash (item 2) - a Flamethrower Sherman recognition feature.
The engine decks were in the typical pre 1944 M4 / M4A1 configuration, where each of the four main fuel tanks had its own filler nozzle. However, the Composites' engine deck lift handles (circled in red) were oriented front to back rather than side to side. The pioneer tools on our example are mounted in their "initial" positions. "Tokyo or Bust" of the 44th Tank Battalion was photographed in action near Manila on March 10 1945.
M4
Composites were produced at the time when Shermans were most needed
overseas. The majority of them appear to have been sent to the US Army
in the Pacific Theater of Operations. The US employed them in much
smaller numbers in the European Theater. At present, we haven't been
able to find any photos of their use in US service in the Mediterranean
Theater. The Signal Corps photo above was reported to have been take
during a training exercise in the British Isles on 26 April 1944. The caption identifies the tank commander as Sgt. George D. Vinyard of Poplar Bluff, Missouri, but
does not name his unit. The tactical markings (1) were censored out
except for "C[ompany]-10" (2). "Find a Grave" has it that SSgt.
Vinyard died at age 26 on March 26, 1945. He is buried at Jefferson
Barracks National Cemetery in St. Louis, Missouri, and "69 Tank Bn, 6
Armd Div, World War II" is engraved on his headstone. Rest in peace,
SSgt. Vinyard. As for the tank, USA
30100929 would have been accepted in October 1943. It can be seen to
have a "no pistol port" turret, and the "original design" exhaust
deflector. The tools on the upper rear hull plate reflect the "initial"
configuration. About a month later, the sledgehammer and
wrench were relocated to the rearmost section of the engine deck. Note
the absence of tool or fittings on the left rear sponson. From the
standpoint of this piece, we would note that period photos suggest that
the 6th Armored Division was equipped with a fair number of M4
Composites (as a subtype) after it arrived in the UK in February 1944.
An M4 of the 775th Tank Battalion, Luzon, April 1945. Blanket roll racks (item 1) were standard equipment on the "ultimate design" Shermans. As yet, it can't be confirmed if the racks were ever factory installed on Composites. This modification was charged to Tank Depots starting in late December 1943, however, the modification kit also included parts for the AA Machine Gun stowage on the turret bustle, which is not present on this unit. It is thought that the sledge hammer and wrench were relocated to the rearmost section of the engine deck as seen here, with, or in anticipation of, the introduction of the blanket roll rack. Another item of interest is the "quick release towing shackle with handle" (item 2). These had been installed on the front from the outset, while the rear continued in the original Sherman configuration. The quick release used double towing lugs; it shows up on the rear in a small number of period photos of Chrysler Composites, but as far as we can tell, no surviving examples. Note that this tank can be seen with a fitting (3) on the engine access door that held the Barber-Colman type exhaust deflector.
"China
Clipper" was photographed in September 1944 while undergoing repair at a
workshop set up by the 6th Armored Division’s 128th Ordnance
Maintenance Battalion in a hangar at Saulxures Airfield near Nancy,
France. We could not quite get a definitive read of the unit marking of
this tank from the original glossy print. It was either 68th or 69th
Tank Battalion (inset). It would appear that while
in the UK before D-Day, the 6th AD directed that their tanks carry a
spare road wheel on the front.
“Counting heads” from period photos suggests that the road wheel holder in a “T configuration,” as seen here, was exclusive to the 69th Tank Battalion.
The
tanks of the other TBs of the 6th AD, the 15th and the 68th, are
typically seen with the spare wheel on a straight steel rod secured with
a washer
and nut. Of course a repaired tank was not necessarily returned to its
original crew, who may have drawn a replacement in the interim. Again,
we could not get a
definitive read of the Registration Number, but
like 30100929 shown in the previous caption, "China Clipper" has a "no
pistol port" turret. Period photos suggest
that most of the M4 Composites shipped to Allied Forces in Europe were
equipped with the earlier turrets without loader’s hatches. Chrysler
manufactured its own power trains. Throughout the M4A4 program, they had
three piece differential housings. At the outset
of the M4 program, Chrysler PTs were reconfigured with the late
one-piece housings (Part Number E8543) as seen here.
"Another Dinah" USA 3099241 (above left) of the 763rd Tank Battalion was photographed on Okinawa in April, 1945. By the Registration Number, this tank would have been about the 1026th Chrysler M4, and would have been accepted in November, 1943. Our "counting heads" method suggests that this was about the introduction point of the high bustle D78461 turret; i.e. about 1000 units would have been made with "no pistol port" D50878 turrets. In general, the introduction of changes was "with obsolescence." As the new parts began to enter production, the manufacturer continued to use the old parts until the supply was exhausted. So, for instance, another A Co. 763rd M4, USA 3099276 (above right), built 35 units later, can be seen with the earlier, low bustle turret.
A
pair of M4s of the 706th Tank Battalion in action in Agana, Guam,
August 1944. The lead tank "Cognac" can be seen to be USA 3099305,
indicating December 1943 acceptance. "Counting heads" suggests that this
was about the point where the supply of low bustle turrets must have
been exhausted. Note that "Cognac" has the crow bar mounted on the left
rear sponson whereas the trailing tank "Cupid" does not. The
crow bar appears to have been repositioned from the right to the left
sponson in November, probably coincident with the relocation of the
wrench and sledge hammer. "Cupid"
was likely one of the last to be built with the tools in their original
locations. The tank was KO'd on August 7th, during the Battle of Yigo,
and was once on display as a monument there. It can be seen as USA
3099165 indicating November, 1943 production.
The photo above left was taken in late July 1945 at the Manila Supply Depot. It shows a few Composites along with some "new" remanufactured M4A1(75)s. "Bloodthirsty" appears to be a combat veteran Sherman of the 44th Tank Battalion. The Registration Number is USA 30100748, indicating September 1943 acceptance. We've pointed out the "cast in thickened cheek," typical of D50878 "no pistol port" turrets as well as the later D78461s. The commander's cupola has the positive hatch lock mechanisms that were added to Shermans starting in the Spring of 1943. These were replaced by "turret hatch D69993 with equilabrator," which can be seen on the M4 in the foreground. The improved hatches had integral springs on the hinges, and appear to have entered the production lines at Chrysler in November.
Another view of the Manila Supply Depot which shows some of the remanufactured Shermans. Note the various later features such as all round vision cupolas, gunner’s armored periscope covers, commander's vane sights, and .50 cal MG stowage on the turret bustle, typical of remanufactured tanks. Despite the updates, these tanks were obsolete in the sense that they would not have been wanted for the planned Invasion of Japan, which required that all of the Shermans be M4A3 models with HVSS. We have included this photo since the third tank from the front is a rare small hatch Composite, as evidenced by the ventilator on the hull shoulder of the cast front end. Also of interest, is that the sixth tank in can be seen with a "hole" (arrow) in the drive sprocket, indicative of the E9 suspension modification.
In October, 1948, VVSS models of the M4, 75/105mm, and M4A1, 75mm were classified as "Limited Standard" with the note that they were "unsuitable for meeting U.S. requirements but satisfactory for meeting foreign-aid requirements." Even so, a few such types were sent from Japan to Korea in the early days of the Korean Conflict. The above shows USA 3099372, a December, 1943 Chrysler M4 Composite photographed at Masan in September, 1950. This tank, which we suspect served with the 89th Medium Tank Battalion, is fitted with an M1 Dozer Blade, and shows a number of the stowage modifications typical of the Tokyo Ordnance Depot, such as the spare bogie wheel on the turret and spare drive sprockets and track links on the hull sides. It is thought that the few non M4A3 HVSS Shermans seen in photos during the Korean War, would have been replaced eventually, so 3099372 was most likely one of the last M4 Composites to serve with the US Army.
The British Commonwealth received over 2000 M4(75)s as Lend Lease. While the US made no distinction between welded hull and composite hull M4s, the British did, and labeled them “Sherman I” and “Sherman I Hybrid” respectively. Some “Sherman I Hybrid” 75mm gun tanks are seen in Commonwealth service in both the ETO and MTO, but far more common are photos of "Sherman Ic Hybrids," the British designation for Firefly conversions based on the M4 Composite. The January to June 1945 “Half Yearly Report on the Progress of the Royal Armoured Corps” states that “3,260 [Fireflies were] ordered and 2,139 produced by 31st May 1945.” Thus, it would appear that total Firefly production amounted to 2139, since “No further conversions will be carried out as there is no requirement for this vehicle in the Far East.” The production documents refer to the conversions generically as “Sherman 17 pdr.” Unfortunately, there is no break down of the model types, such a Sherman I (M4), Sherman I Hybrid (M4 Composite) or Sherman V (M4A4). In period photos, M4 Composite and M4A4 based Fireflies seem to be represented in about roughly equal numbers, while all welded hull M4 based Fireflies appear less frequently. The M4A1 was not acceptable for Firefly conversion because the rounded contours of the cast hull could not accommodate the arrangement of the Firefly's interior stowage. Despite the cast front end, this was obviously not an issue with the Composites, and one of the converting firms mentioned that those with the D78461 turrets saved them a lot of time and effort since they already had loader's hatches. The photo above shows such a turret on a Sherman Ic Hybrid of the Sherwood Rangers, 8th Armoured Brigade photographed in Geldern, Germany, 6 March, 1945. Courtesy of the IWM, Photo B 15230.
Most surviving M4 Composites in Europe are Firefly conversions (Sherman 1c Hybrid), such as the example above on display at Klein-Willebroek, Belgium. It can be seen to have an earlier D50878 low bustle turret with applique armor and a welded up pistol port. One of the reasons for the introduction of the high bustle D78461 turret, is that the low bustle was stated to have caused some interference issues when mounted on large hatch Shermans. However, the majority of large hatch Composites were produced with low bustle turrets, and we have found no historical records that reported this as a problem.
The only other type of Sherman built in the Composite configuration was the M4A6. This was powered by a radial diesel that was even more massive than the multibank engine of the M4A4. Consequently, the M4A6 was assembled by marrying the large hatch cast front to the M4A4's longer hull. Although the initial contract called for 775 units, it was cut back to only 75, as the Government determined instead to increase production of Shermans powered by the Ford V8 engine. M4A6 production ran from October 1943 to February 1944. To date, no surviving examples have come to light.
Chrysler built Shermans have the Tank's Ordnance Serial Number stamped into the rear towing lugs. Should any readers have the opportunity to examine a surviving M4 Composite, we would greatly appreciate a report.
Some Chrysler built Shermans have been seen to have the Serial Number stamped in the driver's compartment, 6 inches (15 centimeters) left from the dataplate.
Along with the tank's serial number, we try to record the data about the large hatch front casting - Part Number E6289. The casting information can be seen on the top, just behind the driver's hatch. Most of the examples examined have caster's logos indicating that they were produced by the American Steel Foundries East Chicago, Indiana plant. These have been seen to have part serial numbers with an "A" prefix. A few others have been noted with ASF-Granite City, Illinois logos, with "B" prefix serial numbers. "Counting heads" suggests that over 300 more E6289 castings were made than would have been required by Chrysler. Although the historical documentation is pretty "emphatic" that only Chrysler made Composite hull Shermans, a few surviving examples have revealed to us that the American Locomotive Company (ALCO) produced some as well, most likely using front castings that became excess after Chrysler's M4 and M4A6 contracts were terminated.
During a Sherman spotting tour in South America in November 2013, our friend Jim Goetz examined a pair of M4 Composites that have Serial Numbers that were assigned to the final Production Order of the American Locomotive Co. (ALCO). These tanks are former British Firefly conversions that were purchased by Argentina in the late 1940s. The Argentinians re-engined and up-gunned many of their Shermans and labeled them "Repotenciados." Jim reported that the unit on display in Asuncion, Paraguay is Serial Number 40351, while the one in Olavarria, Argentina (pictured above) had Serial Number 40313 stamped on the left rear tow lug.
Jim examined other South American M4 Composite Repotenciados that had Chrysler Serial Numbers. It is to be noted that, on the few ALCO all welded hull M4s we have examined, the serial numbers are stamped "one on top of the other," and only on the left rear tow lug. That is what Jim found on the ALCO built Composites, such as seen with 40351 above left. On the other hand, Chrysler serial number stampings have been noted to be oriented "side by side," and present on both rear tow lugs. The Chrysler orientation can be seen on the right above, from the Repotenciado on display in Cordoba, Argentina. Also of note is that the two Composites with ALCO serial numbers were seen to have double rear towing lugs, whereas the Chryslers had only one.
A comparison of Chrysler-built Composites with the few known ALCO examples reveals some differences. The forward edge of the right front appliqué plate is rounded on the ALCOs, but cut on a straight angle on the Chryslers. The ALCOs feature the so called "plain" drive sprockets, whereas Chrysler used their own distinctive sprockets throughout Sherman production. Most Chrysler Composites can be seen to have the later "upturned" return roller arms. We believe that ALCO finished Sherman production using the earlier "straight" return roller arms. As mention previously, the "notch" in the sand shield strip appears to have been exclusive to Chrysler's late production and remanufactured M4A4s, as well as their M4 Composites. We suspect that the notched sand shields were adjustable by 11 inches, so they could fit equally on M4A4s, Composites & M4A6s. In any case, the few known ALCO Composites have unnotched sand shield strips. Right side photo courtesy of Frank Louw.
Another item observed on the few known ALCO Composites, but not on Chryslers, is the protective splash around the fire extinguisher housing (left). Also, while a few remanufactured examples have been seen with them, it would appear that Chrysler did not factory install the door stops on either side of the engine access doors, while ALCO did (right).
Fireflies were also issued to Commonwealth armored units in the Mediterranean Theater of Operations. No doubt some would have been lost to “wastage” or “attrition,” but the “15 Army Group AFV Holdings as at 25th June, 1945” states that there were 225 “Sherman 17 pdr” in Italy and Greece. Demobilization would have been underway, but 173 were still listed “With Formations” at that time. Period photos show that Commonwealth troops in Italy received a number of Fireflies converted from M4 Composites. The Polish 4th (Skorpion) Armoured Regiment is reported to have been issued a dozen M4 based Fireflies in early 1945. One of the tanks, a Sherman Ic Hybrid named POWAB, was knocked out on April 19, 1945 near Bologna. This M4 Composite has a number of ALCO features, such as the rounded applique plate on the right front (1) and the "plain" sprocket (2). Note the step bracket (3), which appears to have been omitted by Chrysler with the introduction of the gun travel lock. ALCO produced its last Sherman in December 1943, and it is thought that they ended production with the low bustle, no pistol port turret, along with suspension units with "straight" return roller arms (4). Chrysler Composites have a "notch" in the rear section of the sand shield strip (5), while ALCOs do not. Photos courtesy of the Polish National Archives.
Lance Sergeant Michal Krzywoszanski was a fitter attached to the Regiment's Light Aid Detachment. He took a few photos of POWAB as he and his crew salvaged useable parts from the tank. As mentioned previously, the towing pintel became a standard feature on Shermans by the middle of 1943, although they don't appear to have been installed by Chrysler. ALCO began adding them in April 1943, and one can see the pintel's faceplate (1) in the left side photo. In the right side image, note how the ventilator on the turret drains to the front (inset). This appears to be consistent with ALCO Shermans, whereas with Chryslers, it consistently drains to the rear. Photos courtesy of Chris Wroblewski.
This photo of POWAB highlights a few other features not typically seen on Chrysler Composites - the 3-piece engine crank (1), and the round air cleaners (2). One can also see that this M4 has double rear towing lugs (3). Photo courtesy of the Polish National Archives.
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