 |
|
The first T26E3s were accepted just over two and a half years after the first M4A1 Shermans, but the Pershing appears thoroughly more modern thanks to its long gun tube, torsion bar suspension, and wider stance. The 90mm gun M3 was fitted with a large muzzle brake, contrasting with the smaller single-baffle muzzle brake on the M26A1 Pershing and M46 Patton.
 |
This rear view of the M26 Pershing differentiates it from the M46 Patton. M26's engine exhaust was vented through the port in the upper rear plate, and M26 lacked the transmission access plates that M46 featured in its rear hull plate. The mounting post on the rear of the turret was for the .50cal machine gun.
 |
This view is peering into the open driver's hatch. The fire extinguisher bottle is obvious, and behind this with the two red knobs is the master switch box. The white-tipped lever in front of the fire extinguisher is the left throttle lever, and in front of this is the left speed range selector in its gated quadrant. The white-tipped right throttle lever can be seen on the opposite side of the tank, and in the middle is the black-tipped parking brake lever.
 |
The bottom of the driver's position is shown here. The floor escape hatch contrasts with the white of the vehicle interior, and the large accelerator pedal can be seen to the front of the tank. The steering brake levers flank the driver's seat, and the black-tipped lever next to the escape hatch is the left fuel tank shut-off valve control lever.
 |
The position of the drivers' instrument panel can be seen in this image. The ventilator bewteen the drivers can also be seen on the hull roof.
 |
The assistant driver was provided with a duplicate set of controls as well as the bow machine gun. The left steering brake lever and the speed range selector lever can be seen through the hatch. Unlike the driver's position, the accelerator pedal was under the assistant driver's left foot.
 |
The driver's seat back and turret floor are shown here. On each side of the turret collector ring box are three 90mm ammunition stowage compartments. Hinges and handles for these and the fighting compartment rear floor stowage plates can be seen across the turret floor.
 |
The right side of the Ford GAF engine is shown here. The engine was the GAA of the M4A3 Sherman but lower in height. The carburetors were different between the two designs, with the GAA using two NA-Y5G Stromberg carburetors and the GAF using two HD-5 Stromberg carburetors. Displacement was 1,110in³ (18,000cm³) with a 5.4" (14cm) bore and 6" (15cm) stroke, and compression ratio was 7.5:1. (Picture from TM 9-1731B Ordnance Maintenance--Ford Tank Engines (Models GAA, GAF, and GAN).)
 |
The power train of the M26 is shown here. (Picture from TM 9-1735A Ordnance Maintenance--Medium Tanks M26 and M45, Power Train.)
 |
This image shows right-hand and front views of he torqmatic transmission. The first speed range was a 1:1 ratio, and moved the tank from 0 to 9mph (0 to 14kph); second range was 1:2.337 and could operate from 6 to 19mph (10 to 31kph); third range was a 1:4.105 ratio and could operate from 12 to 30mph (13 to 48kph). Reverse was 1:1.322 and could operate from 0 to 9mph (0 to 14kph). (Picture from TM 9-1735A Ordnance Maintenance--Medium Tanks M26 and M45, Power Train.)
 |
The controlled differential and steering brakes were encased in the same housing carrier. Using one brake to slow its track caused the power to be sent through the differential to the opposite side, increasing the speed of the non-braked track. Applying both brakes would stop the tank. (Picture from TM 9-1735A Ordnance Maintenance--Medium Tanks M26 and M45, Power Train.)
 |
A exploded view of the left side final drive is shown here. The final drives reduced the input speed, with a gear ratio of 3.95:1. The final drive housings were made of cast iron. (Picture from TM 9-1735A Ordnance Maintenance--Medium Tanks M26 and M45, Power Train.)
Questions? Comments? Corrections? Email me
© Copyright 2001-12 Chris Conners
