ENGINEERING ANALYSIS OF THE RUSSIAN T34/85 TANK(Sanitized)

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP81-01044R000100070001-4
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 463
• Document Creation Date: November 9, 2016
• Document Release Date: November 30, 1999
• Sequence Number: 1
• Publication Date: September 1, 1951
• Content Type: REPORT

Ap rod, v f or Release 2000/04/18 : CIA-RDP81-01044R000100070001=4-
Approved For Release 2000/04/18 CIA-RDP81-01Q44Rp,QO1O0070001-4
 '--A
Approved For Release-2000/04/11 ..
I; ' E of 044R00010"0070001-4
AIR INTELLIGENCE LD4N DOCUMENT
(DO NOT DESTROY -- DO II0T DETACH FROM THIS DOCUMENT)
SUSPENSE DATE
This document is being routed on loan. It is the
only copy available to the Assistant Chief of Staff,
Intelligence. Your cooperation in returning; this
document by suspense date listed above will be
appreciated. If additional time is desired, please
call or write, prior to established suspense date,
to address given below.
Please return this document at the earliest possible
date to:
Intelligence .Documentation Branch
Al' CIN-1D3
ACS/Intelligence
The Pentagon, Room 4r) 1'7
Phone: LI 13-670C), Code 131,
Ext. 75208
AIR. INTELLIGENCE WAN DOCUMENT
C tl -n NTIAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved" For FRelease 2000/04/18 : CIA-RDP81-01044R000100070001-4
CIA, 00-T-61
USSR SEP 51
ENGINEERING ANALYSIS OF THE RUSSIAN
25X1A
.r 34/8
C era
25X1 B
11/12/51-100-0
I, y
' 2:, ...FD ...CP
Ic
0 0 ? n I:1 .P.1AJ
a n r 7
UEfli j To REDORD3 CEUTER
RF7EU USE
/3 3 5.
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/%4dU i41I?# RQ74Q.1044R000100070001-4
25X1A
ENGINEERING ANALYSIS
OF THE
RUSSIAN T34/85 TANK
25X1 B
25X1A
SEPTEMBER, 1951
CIA Information Report
Number 00-T.00061
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/CM 81F lURIML01044R000100070001-4
THIS DOCUMENT CONTAINS INFORMATION AFFECTING
THE NATIONAL DEFENSE OF THE UNITED STATES
WITHIN THE MEANING OF THE ESPIONAGE LAWS,
TITLE 18, U.S.C., SECTIONS 793 AND 794. THE TRANS-
MISSION OR THE REVELATION OF ITS CONTENTS IN
ANY MANNER TO ANY UNAUTHORIZED PERSON IS
PROHIBITED BY LAW.
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 App qql ftFppA%2000/04/18: CIA-RDP81-01044R000100070001-4
INDEX
Preface ........................................ 1
Object ........................................ 3
Conclusions ..................................... 4
Detailed Description, Comment, Findings, including
Comprehensive Photographic Coverage and Wiring
and Piping Diagrams
Complete Vehicle .............. . . . . . ...... 19
Engine ................................... 25
Engine Lubrication System ..................... 59
Air Starter System .......................... 77
Engine Accessory Drive System ................. 81
Clutch, Fan ............................... 87
Fuel System ............................... 91
Cooling System ............................. 114
Electrical System ........................... 122
Transmission .............................. 143
Steering System ........................... 157
Final Drive ............................... 163
Suspension ................................. 165
Controls (Driver's Controls) ...................... 173
Hull .................................... 177
Turret ................................... 189
Hull Accessories ............................ 193
Armament ................................ 199
Approved For Release 2000/04/18: CIA-RDP81-01044R0?V X79% 1I A L
 Approved For Release 2000/04/18 : CIA-RQP81-01044%MfdO%fi% M ! L
INDEX
25X1A
Appendices
1 - Metallurgy
Ferrous ............................... 201
Non-ferrous ............................ 297
Bearings .............................. 375
Protective Coatings ....................... 377
2 - Fuel and Lubricants ..................... . .. 381
3 - Rubber Parts ............................. 391
4 - Plastics and Fabrics ........................ 397
5 - Sealing Compounds ......................... 399
6 - Ball and Roller Bearings - List ................ 401
7 - - Report on Roller Bearings .............. 405
25X1 B
8 - Production Techniques ....................... 419
a. Production Appraisal by the Master
Mechanics Group
b. Machining Details - Transmission Case
c. Manufacturing Methods Comment
9 - Weights ................................. 429
10 - Fuel Injection System ....................... 433
11 - Accessories - List ......................... 443
12 - Valves - List ............................. 445
13 - Controls - List ........................... 447
14 - Fastenings ............................... 449
15 - Failures . ............... ................ 451
16 - Unexplained Items ......... ................. 453
17 - Design Changes ............................ 455
19 - Supplementary Photographs .................... 465
CONFIDE-NTAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 AA"fd Fb 6lse 2000/04/18 : CIA-RDP81-01044R00010007888 A E
PREFACE
1. The engineering analysis of the Russian T34/85 tank forming the sub-
ject of this report is based almost entirely on an examination of one
tank and one sre en ne ca tured in Korea late in 1950 and forwarded
25X1 A in March, 1951:
25X1 B
This analysis was confined to engineering appraisal, - to materials,
manufacturing methods, and design. For more comprehensive infor-
mation on the Russian T34 tank, reference may be made to the fol-
lowing reports by other Agencies:
A. "U.S.S.R. Armored Vehicles and Anti-Tank Weapons" dated June
1948, produced by the Intelligence Division, G.S., U.S.A., Department
of the Army.
B. "Performance of Standard U.S.S.R. Tanks ", Intelligence Review,
Serial 156, Issue of March 1949.
C. "U.S.S.R. Tank Development", Intelligence Review, Serial 106,
dated March 1948.
D. "Metallurgical Examination of Armor and Weld Joint Samples from
Russian Medium Tank T34 and KV-1" No. W.A.L. 640/91, 24 Nov.
1943.
E. "Russian Radio and Interphone Equipment Installed in Russian
Medium Tank T34 and Russian Heavy Tank KV" Camp Cole Signal
Laboratory, Red Bank, New Jersey C.C.S.L.. Engineering Report
#6, 1943.
F. "Second Partial and First Consolidated Report on Russian Medium
Tank T34 and 10th Report on Ordnance Program #588711, dated
2 Dec. 1943, Army Ordnance Research Center.
3. In the course of this study, many comparisons have been made with
information appearing in other reports. The following abbreviations
have been used to facilitate reference to this other material:
Aberdeen Report
"Second Partial and First Consolidated
Report on Russian Medium Tank T34
and 10th Report on Ordnance Program
#5887", dated 2 Dec. 1943, Army Ordnance
Research Center.
Approved For Release 2000/04/18: ttA tDP81-01044R'AON@Q 9W914 L
 ApproAved For Release 2000/04/18 : CIA-RDP81-0104480M000OM1A4
German Report - "The Soviet Tank Diesel Motor", two
articles appearing in the German magazine
"Motortechnische Zeitschrift" for May
and July, 1943.
Watertown Report - "Metallurgical Examination of Armor and
Weld Joint Samples from Russian Medium
Tank T34 and KV-1" No. W.A.L. 640/91,
24 No. 1943.
25X1A
4.
this investigation was identified as the
G812 Program. The tank and engines were then identified as follows: 25X1 A
G812 Tank The Russian T34/85 tank sent
25X1 A for s
analysis. 25X1 A
G812 Engines The two T34 tank engines studied
one from
25X1 A the G812 tank, the other a spare engine
received in addition to the tank.
25X1 B
25X1 B
25X1 B
5. The main body of this report has been confined to information of general
interest. The more highly specialized data and discussions have been
segregated into a number of Appendices.
Duplicate negatives of these
photographs can be provided in response to official requests directed to
the Office of Collection.and Dissemination, Central Intelligence Group.
Much additional information uncovered in the course of this study and
consisting of some 200 detail photographs can be obtained from the
C.I.A. Graphics Register. These photographs will be found especially
valuable for use in comparing details of the vehicle here described
with those of vehicles acquired in the future.
aE i 2
A$Frovecf Four Ref&ease 2000/04/18 CIA-RDP81-01044R000100070001-4
 Apgxm* 5qp Jg*ge 2000/04/18: CIA-RDP81-01044R00010007009934CT
OBJECT
This investigation of the Russian T34/85 Tank was undertaken for the fol-
lowing purposes:
1. To provide a general engineering appraisal of the vehicle in the light
of American practice and design goals and in comparison with T34 tanks
previously analyzed elsewhere.
2. To determine the condition of the tank as received, especially to un-
cover incipient failure of any components and thereby to estimate
service life.
3. To appraise the materials used, - metals, rubbers, plastics, and others.
To uncover evidence of adequacy of supply, and to judge the wisdom
exhibited in materials selection.
4. To appraise manufacturing methods and equipment used for T34 pro-
duction.
5. To note the extent of use of ball and roller bearings, items that were
in critically short supply during World War II.
6. To study any engineering development revealed, and to evaluate the
importance of this development.
Approved For Release 2000/04/18 :(CIA-RDP81-01044EN1Pp8 41 -A4 L
 ApQOb 11 DJIW'I k%&e 2000/04/18: CIA-RDP81-01044R00010Q QJ%*NS
CONCLUSIONS
General Engineering Appraisal
A. This investigation of the Russian T34/85 tank has provided a wealth
of evidence to substantiate and explain the reputation for service-
ability credited to 'this tank. This evidence falls under the fol-
lowing headings:
1. Virtually all parts were in operating order.
2. There had been a generous use of high alloy steels and other
high quality materials.
3. Manufacturing methods had been adequate for the job, with
crude exterior finish being countered by precision machining
on functioning parts, according to need.
4. Ball and roller bearings were widely used, there being 88 in
all.
5. Engineering development had been very actively continued; it
was evident that most of the changes found through the com-
parison with the Aberdeen and German reports had probably
been made to improve tank performance and especially tank
service life, rather than to simplify or to reduce cost.
B. While no accurate estimate of the probable cost of this vehicle
can be made from the information available, it is believed that the
cost at the time of manufacture, converted to U.S.A. currency,
would exceed $50,000.
C. The T34/85 tank examined was found to have many of the features
regarded as important by American tank designers. This is brought
out by the following tabulation of the major advantages and disad-
vantages of this tank, based on a comparison between the findings
of this investigation and a set of specifications covering certain
American tanks now in the course of design and development.
1. Desirable Features of the T34/85 Tank
(a) Materials were found ample for the job - better than
those to be used in American tanks, in some instances.
(b) Accessibility for servicing was good, especially of engine
components and storage batteries from the fighting com-
partment.
Approved For Release 2000/04/18 :-CAA-RDP81-01044FRM9, RQb7 c 1,-A L
 CONCApP d For Release 2000/04/18 : CIA-RDP81-MAItbB6*96#bb01-4
(c) Plates containing operating instructions were conveniently
located throughout the vehicle.
(d) Design was simple to the degree that the average mechani-
cally trained crewman could attempt repairs with some
assurance of success.
(e) Fire hazard was minimized through the use of a diesel
engine rather than one requiring gasoline, and a major
source of radio interference was eliminated.
(f) Ventilation of the crew compartment could be greatly
augmented through the use of the, engine cooling fan. This
method could be used during gun firing to keep bore gas
concentration in the fighting compartment at a minimum.
(g) A safety switch was provided in the gun firing circuit to
prevent the gunner or commander from firing the gun
until the loader signified his readiness by setting this
switch. The switch was tripped by the gun during recoil.
(h) The engine crankcase breather tube was readily accessible
from the fighting compartment, so that gasoline or other
diluent could be added to the lubricating oil to insure the
starting of the engine in extremely cold weather.
(i) The T34 is of lighter weight than the current U. S. medium
tanks, but carries a gun only slightly smaller (85 mm
vs. 90).
(j )
Desirably low unit ground pressure of 10 lbs./sq.in. - our
current design goal.
(k) Escape hatches were provided as considered desirable by
U. S. designers.
one in hull over driver,
two in the turret,
one in the floor under the
machine gunner.
(1) A machine gun was mounted coaxially with the tank gun,
and another machine gun was mounted on the turret for
use against anti-aircraft as well as ground targets.
(m) A pistol port was provided on each side of the turret.
(n) The turret could be rotated through 360? by power or by
hand. Power traversing could be used for slewing, and
C o ppI Pi t FbAlRelease 2000/04/18 : CIA-RDP81-01044R000100070001-4
 f yoW&~ MIlpase 2000/04/18: CIA-RDP81-01044R000dO ZOOR
a quick shift to hand traversing could. be made for placing
the sight and gun on target and for tracking a target.
Turret position was indicated on an azimuth ring graduated
from 0 to 60.
(o) The flat sloping armor in the front could be expected to
provide desirable 'shell deflection properties.
(p)
Armor thicknesses were approximately the same as those
used in U. S. tanks.
(q) The cruising range could be expected to be 185 to 225
miles. This range was estimated by applying the Aberdeen
finding of 150 to 187 miles for 120 gallons to the greater
fuel tank capacity (147 gallons) found in the G812 tank.
(r) There was provision for both intercommunication and
radio equipment; this equipment had probably been stripped
from the tank in the field.
(s) Lifting hooks had been provided on both turret and hull,
and there were towing hooks front and rear.
(t) An auxiliary starting means - the compressed air starting
system - may have been more necessary because of the
use of a diesel engine, but would be advantageous for
gasoline engines as well, especially in very cold weather.
(u) The engine and transmission could be removed and re-
installed with a fair degree of ease, since there were a
minimum of lines and no electric wires to disconnect.
The use of aluminum alloys for all castings of any size,
except the cylinder head covers, eased the lifting problem.
A smaller crane or hoist could be used than otherwise.
Permanent lifting eyes were provided on both engine and
transmission.
(v) Protective coatings seemed most effective. Very little
rusting or other corrosion was found on functioning parts,
despite the fact that the tank had been shipped from Korea
without any weatherproofing, and had stood outdoors through
several weeks of rainy weather before examination.
(w) Accessories not connected to the engine lubrication system
were apparently expected, to run for life on the initial
lubrication given in manufacture. There was no provision
for adding oil or grease to such accessories as the starter,
generator, ventilating fan, and the traversing motor..
Approved For Release 2000/04/18 - aIA-RDP81-01044 ft Q'AQPJW fl AL
 CONCLUSIONS CC EElxi A
Approved For Release 2000/04/18: CIA-RDP81-01044ROSONd01000~ ~4
2. Undesirable Features of the T34 Tank
(a) Rough steering due to the use of clutch and brake steering
control, and
(b) Difficulty in shifting due to the use of a spur gear clash-
shift transmission (no synchronizers, no clutches) and a
multi-disc dry clutch, undoubtedly make driving this tank
a difficult and very fatiguing job.
(c) Rough ride under some conditions, due to absence of shock
absorbers, could contribute greatly to crew fatigue, as
could
(d) Probably excessive noise resulting from the solid mounting
of the engine in the hull (no rubber mountings) and the
absence of mufflers. All-steel tracks contributed to this
noise.
(e) Ground clearance was only 16" (Aberdeen figure). This
was two inches below that considered necessary by the
U. S. designers.
(f) Power traversing could not be used for putting the gun on
target, but only for slewing. Hand traversing had to be
used for the final positioning on a fixed target, or for
tracking a moving target.
(g)
All elevation was obtained by hand cranking. There was
no provision for power assist.
(h) The liquid cooled engine and its attendant radiators made
for greater vulnerability, due to loss of coolant because
of concussion, small arms fire, or freezing.
(i) There was no basket platform in the turret. Greater
risk of injury during slewing was imposed on the turret
crew as the result.
(j) Fire protection was poor, consisting of two hand extin-
guishers containing pressurized carbon tetrachloride. The
lingering poisonous vapor resulting from their use would
be very likely to drive the crew out of the tank before
it could be cleaned out by ventilation.
(k) There were many gaps at the joints in the armor that
could have allowed entry of bullet splash and shell frag-
ments.
CONFIDENTIAL - 8 -
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 AeI6r rp fVf4VWjse 2000/04/18: CIA-RDP81-01044R0001899R IBAs
(1) There was no bore gas evacuator or other means of avoid-
ing the discharge of bore gases into the fighting compart-
ment when the breech was reopened. Note the item on
ventilation, however, under "Desirable Features of the
T34 Tank" above.
(m) The electrical system was only partially waterproofed.
Except for the generator, starter, and starter relays,
the electrical components could all be readily penetrated
by water, with resulting acceleration of corrosion and
deterioration of insulation.
(n)
No auxiliary engine - generator unit was provided to keep
the batteries charged or to supplement them, although only
100 ampere hour batteries were used. The generator
on the propulsion engine probably did not exceed the 75
ampere charging rate appearing on the ammeter as a full
scale reading.
(o) No provision was found for heating the oil as an aid to
starting in extremely cold weather, although other measures
had been taken, such as the provision of the compressed
air starting system and of access to the crankcase breather
tube for the adding of gasoline or other diluent.
(p)
(q)
All the lubricating oil in the two oil reservoir tanks and
all the coolant in the radiator cores, as well as in the
engine had to be drained or be spilled into the hull when
the engine was removed from the vehicle. No shut-off
valves were provided, and no shut-off couplings. The
connections to be opened were all rubber hoses held in
place by screw clamps. Expanded beads had been provided
at the steel tubing ends to keep the hoses from slipping off.
The seals on rotating shafts throughout the vehicle were
for the most part simply felt or fabric packing rings,
generally without conical compressors, springs, or other
means of insuring continued close contact with the shaft.
The only lip-type seal found was in the fuel injection
pump. There were no carbon seals.
(r) Wholly inadequate engine intake air cleaners could be
expected to allow early engine failure due to dust intake
and the resulting abrasive wear. Several hundred miles
in very dusty operation would probably be accompanied
by severe engine power loss.
Approved For Release 2000/04/18 : -CFA-RDP81-01044FL080A9q%T 1 6 L
 ~pprove~d i-or Release 2000/04/18 : CIA-RDP81-0104 ftW1%bftbb# h
II Appraisal of Vehicle Condition
The tank and spare engine received :for. this investigation were both
found in good. condition. The tank appeared to require only track and
charged batteries to put it in operation, though other equipment such
as radio, intercommunication system, and machine guns had also been
removed. The spare engine would have been ready to run after the
flushing out of the vaseline-like grease used as a corrosion inhibitor.
Detailed examination revealed that most parts were in excellent con-
dition, with no likelihood of early failure. The exceptions are listed
in Appendix 15, "Failures". Most important among these were the
transmission and final drive, - inadequate in design, and the front
suspension members, - a manufacturing and inspection slip-up. Com-
ment on the condition of individual parts has been included in the
descriptive material accompanying the pictorial section of this report.
Ci PI'MUR NVr e'rease 2000/04/181 CIA-RDP81-01044R000100070001-4
 Appa @OFF1( dWd ppMQ,2000/04/18 : CIA-RDP81-01044R000100QN&1 4,ONs
III Materials Appraisal
Two facts, clearly emerged from the materials. study made on, G812
tank components:
A. Ample supplies of high grade material, including alloy steel consti-
tuents that might have been critical, were made available to the
tank manufacturing program at the time the G812 tank was built -
late in 1945.
All materials analyses were made on the 1945 tank components,
none of the 1948 engine parts being so tested.' There was no
evidence under visual inspection of the parts of the later engine
that suggested any substitutions had been made. The later engine
had even more aluminum, in the three cast aluminum cooling
fans added to the generator. Furthermore, the aluminum samples
tested indicated virgin metal or the equivalent 'rather than secondary
metal.
The materials provided for the tank program had been wisely used,
not extravagantly. Alloying materials had been effectively used
to obtain toughness along with the desired hardness. The armor,
for example, was much harder than our specifications call for,
yet at the same time tougher.
In general, the accompanying heat treatment seemed equally well
suited to requirements, and control seemed quite satisfactory
judging from the extensive hardness data obtained for this study.
Departures from optimum materials treatment seemed likely to
be the result of production imperfection rather than any lack of
understanding. The inadequate drawing of the case-hardened trans-
mission gears was an example.
Examination of rubber parts - natural and synthetic - again indicated
a clear understanding of the special properties of the several types
used. Heavy loading with fillers and resulting loss of physical
properties - tensile strength and service life, especially, - sug-
gested the possibility of shortage of synthetic rubber stocks, both
of the neoprene and the buna types.
Plastics parts, the few that were found, were made of materials
known in commercial practice for many years, materials that
varied from poor to excellent in quality yet were regarded as
adequate for the job in every application.
Approved For Release 2000/04/18 : ClA1RDP81-01044RQQW 7fi%A A L
 CONCLUS IONS
Approved For Release 2000/04/18 : CIA-RDP81-01044&?Mfd T b 1A4"
N Manufacturing Methods Appraisal
A. There was much evidence of comprehensive and detailed knowledge
of modern manufacturing techniques. The following are indications:
1. Excellent castings, both steel and aluminum. Castings were
generally found to be quite sound, free from blow holes and
sand inclusions, and well filled out, though non-functioning
surfaces were frequently found conspicuously rough.
2. Generally good heat treating, including nitriding and carburizing
as well as through-hardening. Maximum surface hardness had
been reached in many of the carburized parts, e.g., 67 Rockwell
C on the oil pump idler gear.
3. Use of several types of welding technique, both manual and
machine, including the submerged arc process.
4. Skillful handling of the plates used in the multiple plate clutches,
to result in their staying flat in service. Cross rolling of
the stock and careful grinding are required to prevent warping
when the clutch is heated during slipping.
5. High grade finishes and close tolerances held on such parts
as the fuel injection pump plungers and barrels and the rack
and pinions. The injection nozzles and the air starter dis-
tributor also offered such examples.
6. High quality engine valve springs, free from seams and die
marks and otherwise smooth-surfaced, and zinc plated despite
the risk of hydrogen embrittlement.
7. Ground worms with smooth, chatter-free finish were found in
the turret traversing and gun elevating mechanisms.
B. Knowledge and understanding of manufacturing methods were some-
times not matched by execution in actual production. For example,
1. The aluminum castings were generally very good. The sand
castings, however, suffered from unskilled molding technique,
from soft ramming, inferior mixes, and rough handling of
cores. There were many instances of core wire and sand
inclusions. The permanent mold castings were admirably
clean, free of blow holes, and well filled out. However, im-
proper closing of the molds had resulted in heavy parting
lines and flash, requiring much extra cleanup work, a hand
job (snagging) that was crudely done.
CONFIDENTIAL - 12 -
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 AA id Pi ldlelse 2000/04/18: CIA-RDP81-01044R0001 W# fl io s
2. Heat treatment, found very effectively controlled in most parts
tested, was imperfectly controlled in the all-important trans-
mission gears where insufficient drawing of the case had re-
sulted in excessive surface cracking under load. This con-
tributed to transmission failure, though perhaps of secondary
importance. The lower sloping front armor plate on the hull
had been poorly quenched or tempered, the temperature having
been too low. The upper plate was found properly treated.
3. Knowledge of various welding techniques was not matched by
welding skill; many cracks were found in and under the hull
welds, some seriously weakening the joint. Most of the manual.
welds were very rough and irregular in appearance, adding
to the impression of a low order of skill.
4. Lack of skill in flame cutting had apparently been the reason
for the grinding of the corners of the driver's hatch opening.
C. Manufacturing equipment was being run at capacity or overloaded,
judging from the plentiful evidence of extremely course feeds,
severe chatter, and tearing and rubbing of machined surfaces. In-
adequate machine maintenance and the running of tools much beyond
the optimum point for resharpening could have contributed materi-
ally. It should be emphasized again, however, that low grade
machining was essentially confined to stock removal, to the pro-
vision of clearance space. Mating surfaces were machined with
much greater care, though even this machining was frequently
compared unfavorably with American workmanship.
D. Examination of the G812 tank parts suggests the following picture
of manufacturing equipment committed in 1945 to the T34/85 tank
program:
1. The largest casting required of the foundry facilities was the
turret, weighing about 9,000 pounds. , Problems of casting
technique and equipment had been simplified by the building
up of the hull from a number of cast and rolled components.
Even the turret roof was found to be a separate piece welded
on.
2. Demands on armor plate rolling equipment had also been
eased by the built-up hull construction. No bent plates were
used, nor had the plates been taper-rolled.
3. Considerable use was made of closed die forgings. The crank-
shaft and the four camshafts were so formed, the former
requiring at least a 25,000 pound hammer.
. Approved For Release 2000/04/18 T G11PA RDP81-01044qtQ9W PQB Q U L
 A WW Release 2000/04/18: CIA-RDP81-01044A6b~'Mftbi 4L
4. Stampings and drawn parts were more widely used in the
G812 tank than in the T34 on which the Aberdeen Report had
been based. The fuel tanks were among the largest parts
so made, being built by welding two. drawn halves together
rather than by welding up flat stock as was formerly done.
5. Molded and laminated plastics parts found on this tank could
have been made with. the simplest and crudest equipment. The
generator and fuel injection pump coupling discs, the valve
knobs, and the molded battery cases are examples.
6. There was no evidence of any unusual ? machining equipment
being required. The heavier machining could all have been
done with conventional horizontal lathes and mills, vertical
lathes and mills, drill presses, and other pieces of standard
equipment. Machine tools used in railroad equipment manu-
facture could well have been applied to the job. There was
no definite indication of gang machining; it was difficult to
say whether the many flange holes in the transmission case
were drilled successively or simultaneously. It was clear,
however, that extensive use had been made of drill jigs.
7. Shapers and hobbing equipment had been used for the ma-
chining of most of the gears. The spiral bevel gears used
at the input of the transmission had required a special gear
generating machine. The worms used in the turret traversing
and gun elevating mechanisms had required a thread grinder
and probably also a thread mill.
Hand polishing of the connecting rods.
Hand finishing of the cam noses on the four camshafts in
each engine.
Hand grinding at the driver's hatch to dress up rough flame
cutting.
Extensive hand snagging of aluminum castings to make up for
poor mold closure and the resulting heavy seams.
Breaking of edges on many machined. parts.
Hand welding of the fuel tanks, suggesting the lack of seam
welding equipment.
Af~~9hi l tkse 2000/04/18: CIA-RDP81-01044R000100070001-4
 A ll ft4gl ,se 2000/04/18 : CIA-RDP81-01044R0001 &19&s
Blacksmith forming of most of the special purpose tools found
in the vehicle. A small American-made end wrench was one
of the few exceptions.
Hand hammering and bending of small sheet metal parts the
hollow chamber found : in the engine cooling system, for. example,
and the radiator top tanks.
Yet a failure. to machine sufficient clearance at the clevis root
of the front suspension spring arms had not been caught by in-
spection. As the result, both front suspension spring guide rods
had been bent and had worn severely. The sticking of these bent
rods in their bushings could have caused loss of track tension and
consequently loss of track. It is not known whether the track had
actually been lost before the tank was captured.
No cooling tests were run on the G812 tank, but earlier data had
indicated insufficient radiator cooling capacity. It was therefore
of particular interest to note that the exceptionally poor soldering
job that had been done on the radiator core fins and tubes on the
G812 tank had not been rejected by inspection (or that these radi-
ators had been used despite rejection). As the result of this poor
soldering, the fin-to-tube contact was probably less than 10% of that
obtainable. By the most conservative estimate, the G812 radiators
had much less than 50% of the capacity that could have been reached
through the correction of just this one manufacturing operation.
Approved For Release 2000/04/18-: CIA-RDP81-01044E8QA'gq9J TP~ -4L
 ' .4` Ir r - Release 2000/04/18: CIA-RDP81-0104460MI Qn6WDfAII.
25X1A
25X1A
V Ball and Roller Bearings
Of the 88 ball and roller bearings found in the G812 tank, only six
could be positively identified as of other than Russian make. These
were the six American-made bearings, identified as
having been manufactured during the World War II Lend-Lease period.
Ball bearings comprised, 54 of the total, the other 34 being roller
bearings including needle bearings. All bearings are listed in Appendix
6, being described by application or location and by size. Also included
is a breakdown by types - thrust, self-aligning, etc.
Eight of the roller bearings were tested for geometry and finish as well
as material, and one of these was given a controlled life test. This
work was done by Their report,
included as Appendix 7, indicates that the bearing un er life test failed
after only 14 hours under conditions expected to produce few failures
at 300.hours in comparable- bearings. The eight had been
found to conform to American practice so far as metallurgy, surface
finish, and geometry were concerned. It was surmised that residual
stresses may have been responsible for the premature failure.
Aper8Vr F8J AYpjjje 2000/04/18: CIA'RDP81-01044R000100070001-4
25X1 B
 Apj505#b1l1lDIREl ie 2000/04/18 : CIA-RDP81-01044R000i0@Q AQt#HbNs
VI Evaluation of Engineering Changes
A. The 37 items listed under "Design Changes", Appendix 17, suggest
active continuation of engineering development of the T34 tank in
the two to three' years between the manufacture of the T34/85 tank
examined in this study and the T34/76 studied for the Aberdeen
Report, aside from the obvious change in armament. The G812
engines were both provided with many improvements over the
engines described in the Aberdeen and German Reports.
B. Most of this continued development seemed directed toward prod-
uct improvement, especially toward increase in the tank's service
life. The following are illustrative:
1. Cast steel bogie wheels with solid tires, rather than drawn
steel wheels with perforated tires.
2. 3" turret wall thickness, rather than 2".
3. Higher capacity generator.
4. Improved generator drive coupling.
5. Improved water pump drive coupling.
6. Lighter water pump impeller.
7. Better lubrication of the water pump bearing.
8. Fuel tank capacity increase of 23%.
9. Better fuel tanks - less welding.
10. Greater air cleaner capacity. However, the higher dirt removal
efficiency intended was probably not achieved.
11. Better lubrication of the engine accessory drive.
12. A large filter, rather than merely an oil strainer, for the
lubricating oil.
Among the changes listed above were corrective measures for
virtually all the T34 defects revealed in the course of the tests
run at Aberdeen in 1943 (see the Aberdeen Report). The only
important defects not so recognized were the lack of shock ab-
sorbers - the G812 tank had no shock absorbers - and the trans-
mission deficiencies.
Approved For Release 2000/04/18 :-CAA-RDP81-01044Fj~0OWkriL
 oqwgaeror Release 2000/04/18: CIA-RDP81-01 AVMb 0 ffl -4
C. Not all of the changes made were successful. It is very doubtful
that any improvement in air cleaning efficiency was obtained when
the old air cleaner over the engine intake manifolds was replaced
with the two tractor-type cleaners. The latter had the same
general appearance as American tank air cleaners, but could be
expected to have very inferior efficiency. Centrifugal separation
of dirt from air was abandoned several decades ago in America
as being very ineffective in motor vehicle application.
With this serious defect combined with the low cooling efficiency
due to poor radiator soldering, this tank would have made a very
poor showing in operation in hot dusty country.
D. Changes included some for the convenience of the crew. An over-
center spring for the main clutch reduced the foot pedal pressure
required to disengage it. Better arrangement of the, engine instru-
ment panel made it easier to reach controls without error and to
read the meters. Bringing the two starter controls together facili-
tated using the air starter to supplement the electric starter and
to use it only as long as was needed. New instruction plates were
offered for crew guidance and were very brief and to the point.
E. As noted under "Design Changes", there were a few differences
between the two G812 engines, including the improvement in the
lubrication of the lower accessory drive. That the older engine
found in the tank was as nearly like the service replacement engine
suggests the possibility that the older engine had been rebuilt to
bring it more nearly up to date.
CJl M lad Mease 2000/04/18: CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
DETAILED DESCRIPTION
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 AR @4lff4 VMe 2000/04/18: CIA-RDP81-01044R&gA~QgglOQi1Ar~~
G812 RUSSIAN T34/85 TANK
"As Received" Condition:
- No track.
- No intercommunication system or radio, although loose wires that
may have been used for such systems were found.
- Sheet metal bent and tires gouged by rough handling.
- Outside equipment included:
3 auxiliary tanks for lubricating oil or fuel.
5 track sections,
2 tool boxes on running boards.
- No machine guns.
- No lights or horn.
- No periscopes.
- No gun sights.
Identifying Details:
- Radio antenna on turret, ;instead of hull, as on Aberdeen tank.
- Cast steel bogie wheels with solid tires. Aberdeen tank had drawn
steel wheels and perforated tires.
- Sharp edged front (Aberdeen was round nosed.)
- Spare track sections in front (on side on Aberdeen tank).
- Spare tanks on sides, provision for mounting similar tanks on rear
and for dropping rear tanks from within the vehicle.
- Cast turret except for welded top carried 85 mm gun.
- Hatch over the commander had 3/4 opening lid on ball race, ap-
parently to serve as machine gun mount.
- Extra handles, and towing hooks, ,front and rear, with retaining
members.
Approved For Release 2000/04/18-- (9A-RDP81-01044E&OA 0
VIODO jgPP~ A L
 Approved For Release 2000/04/18 : CIA-RDP81-01044RUOO ~b~fD~~'~ 4A L
CONFIDENTIAL - 20 -
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R6Mbbbf60O! CLE
0 C)
c
Z
o
Uri
z
H
U)
z x
0
0
b
4-4
t.
- 21 -
CONFIDENTIAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
25X1A
25X1A
0010.2 - T34 RUSSIAN TANK - RIGHT SIDE
App,roved`ForLL Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 9m b$WPbf M ease 2000/04/18 : CIA-RDP81-01044 Mbb0 & 'E4
23 - CON FIDEN TI AIL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 $9pW4'Y rIVT f kpase 2000/04/18: CIA-RDP81-01044R00010007
ENGINE
V12 Diesel, a conversion of the Hispano-Suiza aircraft engine.
Size 2370 Cubic inches displacement
150 mm bore (5.9 inches)
180 mm stroke (7.1 inches)
Rating 500 Brake horsepower at 1800 rpm
1665 pound feet brake torque at 1200 rpm
Weight 2000 pounds, without fan, clutch, transmission, or fluids.
Materials All large castings are aluminum alloy, excepting only the
cylinder head covers. All major working parts are nickel-
chrome alloy steel, most of them Krupp steel.
Workmanship Not in every case as good as that on American tank engines,
but apparently adequate for the purpose.
Accessory German type fuel injection pump - 12 plunger assemblies
Equipment in line.
24 volt electric starter with over-running clutch drive.
Air starter system in addition, with two storage cylinders
charged at approximately 1000 psi providing the source of
energy.
Electric generator to help carry the electrical load and to
charge the storage batteries. Estimated capacity: 75 am-
peres. (No- auxiliary generator plant was provided in the
T34, however).
Fuel oil filter, with thick felt element.
Lubricating oil filter, with three edge-type concentric cy-
lindrical elements connected in parallel, and with an over-
pressure bypass valve.
Centrifugal water pump with a pressurized grease reservoir
for continuous lubrication of the pump bearing.
Lubricating oil pump, actually three pumps in tandem, with
one pump serving as pressure source for the engine, and
the two other pumps serving as scavenge pumps to transfer
oil from the engine crankcase to the oil cooler and the two
oil storage tanks.
Fuel oil pump, vane type, constant displacement, with relief
valve, to transfer fuel from the fuel tanks to the injection
pump and to maintain a constant pressure on the latter.
Approved For Release 2000/04/18 ?5C IA-RDP81-010VP_a
U-M o j~Q j,pf p -L4
 n
0
z
v
m
z
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
4.
Air starter distributor
1
Water pump
filter
:
2
Fuel transfer pump
5.
Fuel
Oil Filter
ti
.
3.
Head cover
6.
ng
Lubrica
0100 a - ENGINE ~ FRONT RIGHT VIEW
use 2000/04/18 : CIA-RDP81-01044R000100070001-4
25X1 B
 C^VoC 95Vrte 700 a r{e ease 2000/04/18 :CIA-RDP81-010448000100070001
01-4
- FRONT LEFT VIEW
1.
Water pump
6.
Cylinder block
2.
Fuel transfer pump
7.
Cylinder head
3.
Lower crankcase
8.
Cylinder head cover
4.
Upper crankcase
9.
Camshaft drive shaft housing
5.
Generator
10.
Tachometer drive
- 27 - CONFIDENVIAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
0100 f - ENGINE
25X1 B
1.
Fuel filter
4.
Water connections
2 _
Feel infector connections
5.
Exhaust manifold
3.
Intake manifolds
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
25X1 B
0100 g - ENGINE
REAR RIGHT VIEW
1.
Oil filter
4.
Governor
2.
Oil return front heads to crankcase
5.
' it starer
3.
Water line connections
6.
25X1 B
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
1. Ivnelawr J. ridLer NllLU
2. Fuel transfer pump 4. Lubricating oil pump
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
100 q - ENGINE
25X1 B
1. Aluminum head gasket 3. Generator bracket
2. Water ports with rubber gaskets Z. Piston
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
1.
2.
3.
Connecting rod assembly
4.
Auxiliary connecting rod pin
Main connecting rod bearing cap
Main bearing cap
5.
Main connecting rod bearing insert
-I ;a.ti. 8 CJA-RfEal-0 -4R00o,J00 4 ,,.-,. ...
 pproved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
0101 b - UPPER CRANKCASE - ENGINE
25X1 B
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
25X1 B
0101.0.1 - LOWER CRANKCASE, INSIDE VIEW - ENGINE
PA?~IA AF ~,. ,_- 1Q44. ,
 C 6pArp . Iease 2000/04/18 : CIA-RDP81-01044R0001000 OT-4
ENGINE - CYLINDER BLOCK
The steel wet liner sleeves. are provided with a top shoulder that fits
directly against the aluminum . casting counterbore and is held in close
contact by pressure from the cylinder head. The liner sleeves are sealed
at the lower end by rubber rings. Natural rubber is used to make the
water seal rings and a neoprene-type synthetic rubber is used for the oil
seal rings. These rings are slid, between the liner and the cylinder block
until they come to a stop against a shoulder on the liner, and are com-
pressed into this space when the block is bolted to the upper crankcase.
Note the triangular pads near the bottom of the cylinder block at each
end. The pad shown at the right of the photograph was used to provide
connection for water from the water pump. The pad at the left was simply
covered and served no purpose on this engine. It appeared as though the
block was made symetrical in this respect to be used as either _a right-
hand or a left-hand block. It seems surprising, however, that all machining
was completed so that studs and a cover plate had to be provided.
The cylinder block is made of a silicon-aluminum alloy. The perma-
nent mold, sand core method of casting is used. The cylinder liners are
made of a nitralloy.steel and..are nitrided on the inside and zinc plated on
the water side.
Four cylinder liners removed from engine - were gauged for
uniformity of bore. Excellence of machining and freedom from wear are
indicated by these measurements. The measurements are contained in the
accompanying table. This table reveals only small variation due to taper
and out-of-roundness in the liners. checked. Taper of the top three inches,
a possible measure of wear such as might have been accelerated by dust
passing through the air cleaners, was very slight. None of the liners
showed any appreciable scoring or other local wear. If the 741 km shown
on the vehicle odometer was correct, it would be likely that very little
dusty operation of the engine occurred.
25X1 B
Approved For Release 2000/04/18 CIA-RDP81-0104eF 1 j%_W9Qc4
 ENGINE CONFIDENTIAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
~fc
Cd
CV
4)
.-r
E
cd
W
r-L
H
N M
00 Co
O r-I
O O
N ri
co O
O ri
O
V V
00 m
cJ O3
co aD
co
O
O O
O O
O co
L co
O
O O
N O
?CD co
O O
O O
00 O) O O O ri co
Co co CD CO L'- Co tf)
O O O O 0 O O
O O O O O O O
LLB Lf) Lf) IL Lt LCi LO
LC; O L6 L6
m c Lf)
N C- L -
(D O O
O O O3
N . co; Co
O O`
a) O O
LCD Lt) tf)
O co
L` L --
C) O
O cn
1w V
O co
p
O o) O
dt Lf)
L Q)
O O
o O O
tom- C- t -
O O O
O O co
co co
N N
O O
O O
co co m r-4 uj
to co C.0 L- L-
O O O O O
O O O Q) O
Lf) tf) U LC LC
N co
L`- t-
O O
O O
co m
L- L-
O O
O O
LC) ? L6 Lt; td L6 LCD
Lt
C> o
LO Ld LL7 ui
m O .-i
O 1: -
O O O_
O C a)
LO LCD If;
O O
co
O O
O O
In Lf) Lfl m
m i
co O
O O
O O
tt~ M
O O
O O
O O
CO L
O CA
O O
O O
c 00 co
t- O O
O' O O
N L--
a0 co
O O
O O
O 0) O
O O O
O O O
N O
co co
O O
O O
CONFIDENTIAL - 36 -
C~1 O'
co 00
O O
O O
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001
co
co co
N Co co
O O O
O O O
L- co co
t- co co
O O O
M. to O
IC) Lf) L6
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
25X1 B
0101.1 c - CYLINDER BLOCK, TOP VIEW - ENGINE
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 ENGINE Q ~1 F p
Approved For Release 2000/04/18 : CIA-RDP81-0104400010~0~~1~-f
ENGINE - CYLINDER HEAD
The cylinder heads fasten to the cylinder blocks by 14 studs of 18
mm diameter, which go through the blocks into the upper crankcase, and
24 smaller studs, which screw Into the head and are secured by nuts under
a shoulder on the block.
An aluminum gasket provides the seal between the head and the cy-
linder liners. Concentric grooves are machined into the face of the head
around each combustion space and into the shoulder of the liners, to pro-
vide a more positive seal with the gasket. The aluminum gasket provides
no water passage seal between the head and block. This sealing is done
by rubber grommets located by clearance holes in the aluminum gasket.
These grommets are provided with tubular brass cores that serve to pre-
vent the reduction of water passage area when the grommets are crushed
between the head and block.
The combustion space in the head has been machined. Four openings
are provided in each combustion space for Inlet and exhaust ports. The
openings (the intake and exhaust ports into the combustion space) are ma-
chined to receive steel valve seat inserts, which are pressed in against
the shoulders provided. The valve guide bushings are also steel. (See
photograph 0101.2k. The German report mentions bronze valve seat inserts
and guides. Two more openings into the' combustion space are provided,
One is for the fuel injection nozzle and is located in the top center of the
combustion space. The other opening is located on the intake side of the
combustion space and is to introduce the compressed air used for starting
the engine.
The head is made of an aluminum-silicon casting. The permanent
o
m
ld with sand core process was used. The sand cores were necessary to
form the intake and exhaust ports and the water jacketing. The clean-out.
holes for removal of the sand cores had been machined and threaded to'
receive brass
lu
A fib
p
gs.
rous cord was wrapped around each plug just'
under the shoulder, presumably to aid in sealing.
The heads were designed so that the same mold could be used for.
castin
either of th
M
g
em.
achining differences made them no longer inter
CONFIDENT L - 38 -
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
0101.2 k - CYLINDER HEAD SECTION - ENGINE
1. Exhaust port
4. Intake port
f% TT..I~... 1.].. G TT..1~.,- at
6. Valve aloe vaiv seat
3. Water jacket ports
d POt Refeas'e.=2000/04/18 : CIA-RDP81-01044R000100070001-4
 ApQtp1*t;lIIdoB'RllMte 2000/04/18: CIA-RDP81-01044R0001000700(F laiNE
ENGINE - CYLINDER HEAD COVERS
Three different designs of cylinder head covers were found on the
two G812 engines. All were cast iron in contrast to the aluminum castings
used for other major engine parts. The covers on engine had no
access plates for servicing of injector nozzles. The entire ea cover had
to be removed to do any servicing of the injector nozzles.
Both covers on engine_ had removable access plates. On
one of these covers, the plates were steel stampings and on the other they
were cast iron. It is probable that the head with steel plates is a replace-
ment, since the other head was finished to match other iron castings on
the engine.
Head covers were cast to be used on either engine bank, but ma-
chining differences made the head covers no longer interchangeable.
25X1 B
Approved For Release 2000/04/18: CIAMDP81-01044R00MWDD Et44T.I A L
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
1a 000/04/18 : CIA-RDP81-01044R000100070001i,4.
 AporriJPUNA 2000/04/18: CIA-RDP81-01044R00010007000W INE
25X1 B
CRANKSHAFT ENGINE
This crankshaft, machined all over, was found to have been forged
rather than turned from a billet. Note the provision of the ba]'.1 thrust
bearing between the two rear main bearings. No difference was found
between the two crankshafts from the two engines examined.
25X1 B
CRANKSHAFT THRUST BEARING - -ENGINE
This precision ball bearing had the following dimensions:
ID
100 mm
OD
135 mm
Width
25 mm
The axial play of this bearing and :retainer assembly would be deter-
mined by the tolerances on five pieces, yet the play was judged to be less
than .002, even though no shims were used.
A corresponding ring groove in the crankcase and in the bearing cap
provided approximately the same precision of location for the bearing at
these points.
Approved For Release 2000/04/18: CIA DP81-01044R00O 71Q O N4I A IL
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
25X1 B
0102 - CRANKSHAFT - ENGINE
1.
Spline for accessories drive,
3.
Rear oil seal assembly
and crankshaft oil supply inlet
4.
Fan and clutch spline
2.
Ball thrust bearing
raved For" Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 ENGINE
fip$W68 TF abase 2000/04/18 : CIA-RDP81-01044R000100070001-4
ENGINE PISTON AND CONNECTING ROD ASSEMBLY
A main and auxiliary connecting rod system was used on this engine,
rather than both connecting rods (of each pair) operating directly on the
crankshaft journal. This arrangement helped to make the engine shorter
and lighter than otherwise would have been possible.
The pistons had five rings. Two of them were compression type and
three were oil seal rings. All rings were 2.5 mm in height. The piston
top was curved to improve fuel distribution and combustion. The lower
edges of the two bottom oil ring grooves were chamfered and drilled to
permit oil scraped from the cylinder walls to collect and return to the
crankcase. The underside of the piston top was finned, probably to aid in
cooling and to give strength to the piston top. The piston pin bosses were
recessed on the outside to reduce weight and small holes were drilled
through to the inside of the piston to return collected oil to the crankcase.
The piston was pinned to the connecting rod with a hollow steel pin. This
pin was a press fit in the piston bosses at room temperature. Piston
pin bosses were drilled to permit oil to reach the pin. This indicates
that the pin may have been intended to float at operating temperatures.
The connecting rod bushing was a running fit. Piston pins and the cylinder
walls were lubricated by oil thrown from the crankshaft.
Pistons shown in the German report had six rings. The ring that
was later omitted was a 5 mm oil scraper ring that had been located im-
mediately above the piston pin bosses. The Aberdeen tank had five rings.
The auxiliary rod was pinned to the main rod by a hollow steel pin,
which was pressed in and held in place by a large cap-type screw. This
screw was locked to prevent loosening by a thin brass washer with a tab
which was bent up into a notch in the screw head. Any tendency of the
screw to loosen would not meet much resistance from the brass washer.
Considering the tendency of the Russians to securely lock every nut and bolt
that could possibly come loose, it is peculiar that. they should depend upon
this type of lock for such an important application as a connecting rod pin.
The main rod bearing cap was fastened to the rod by six studs. The
studs were screwed into the connecting rod and were then drilled and pinned
to lock them. The nuts and bearing caps were marked after assembly to
indicate how far the nuts should be screwed down (if the engine is later
overhauled) to obtain the same torque setting that was originally used.
The nuts were machined all over and were individually numbered to cor-
respond with numbers on the bearing cap so that, if the engine is later
overhauled, the nuts can be returned to the same studs they were removed
from. Nuts were locked by cotterpins.
Approved For Release 2000/04/18 : CIX-RDP81-01044RM'I'b6ba'_ 4A L
 Co N F! D N TI AL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
Engine Piston and Connecting Rod Assembly
The pistons and piston pin plugs were made of a silicon-aluminum
alloy. The connecting rods, pins, and bearing caps were of steel. Piston
rings were cast iron and bearings were of copper alloys.
The connecting rods were forged, machined all over and hand polished.
The pistons were also forged. Part of the inside of the piston skirt had
been milled, probably to help balance the assemblies and reduce their over-
all weight. The milling was not evenly done, the result being uneven wall
thicknesses on opposite sides of the piston skirt. Dimensional checks on
several pistons revealed such random variation in wall thickness as to
indicate that this unevenness was not intentional. The piston diameter
was 150 mm and height was 120 mm.
The piston pin bushing on the main connecting rod and both bushings
on the auxiliary rod were cast bronze and were held in the rod bores with
hollow rivets. The main connecting rod bearings were steel backed lead
copper inserts.
The piston pin plugs were turned from silicon-aluminum bar stock.
They were not fastened to the piston pin, but floated loosely between the
pin and the cylinder wall.
The main connecting rod assembly could not be easily removed from
the upper crankcase because openings in the crankcase were not large
enough to permit passage of either the piston or the large end of the main
rod. To remove one of the main rod assemblies, it would be necessary
to (1) pull the piston pin, separate the piston from the rod, and remove
the rod through the bottom; or (2) remove three of the six stads at the
large end of the connecting rod and remove the assembly through the top.
Before the studs can be removed, however, it is necessary to drill out
the pins that lock them.
All parts in the assembly were well made and, judging from the
number of inspection stamps, had been carefully inspected. It is apparent
that the Russians had recognized the need for dependability of these ;parts
and had made them with extreme care to provide that dependability. Pistons
and bearings showed very little wear on either engine.
CONFIDENTIAL - 46 -
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
25X1 B
0104 - PISTON AND CONNECTING ROD ASSEMBLY - ENGINE
1.
Connecting rod piston pin cap
6.
Auxiliary connecting rod
2.
Connecting rod piston pin
7.
Auxiliary connecting rod pin
3.
Piston rings
8.
Main connecting rod hearing liners(.shells)
4.
Piston
9.
Main connecting rod bearing cap
5.
Main connecting rod
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 ENGINE OO N~y Fp DD EE NN
Approved For Release 2000/04/18 : CIA-RDP81-01044R0-00100~70001T~ A t
25X1 B
25X1 B
ENGINE - INTAKE AND EXHAUST VALVES
These valves were of the same design as that used on the original
Hispano Suiza engine. The valve adjustment is made by screwing the tappet
in or out of the hollow valve stem. The tappet is locked by a serrated
disc, which is splined to the valve stem and held in contact with the tappet
by the valve spring.
On the spare engine the valves were locked to
prevent rotation by ears or lugs on each end of the larger valve spring
which fitted into notches in the cylinder head and the tappet lock.
The engine removed from the tank was not provided with this anti-
rotation device, and the valves were allowed to turn freely. Even on that
engine, however, it appeared as though the valves did very little turning,
having moved only two or three times in the life of the engine. Apparently
this movement was an occasional jump rather than a steady rotation. 25X1 B
The valves and tappets were forged steel. Valve sprin s,on the spare
engine were zinc plated and on engine were oxide
coated. We ves appeared to be well made, except that threads in tappets
and valves did not fit well.
The valves are adjusted by removing the head covers and using a
special wrench to disengage the tappet lock serrations and turn the tappet.
- 41
A1p?c &J pci Me 2000/04/18: CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
0105.1.0 a - VALVES - ENGINE
1.
Exhaust valve
4.
Valve springs
9.
Spring spat and tappet lock
5.
Intake valve
3.
Valve tappet
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
25X1 B
1-4
ye_ eJea 20,001041 18 CIA-RQPJIJ -QJ 0441200010007
 8ewPO LFAWAlgase 2000/04/18 : CIA-RDP81-01044R00010007000*44
ENGINE - CAMSHAFTS
The intake camshaft, driven by one of the accessory drive shafts,
carries a gear cluster consisting of a spur gear and a bevel gear. The
exhaust camshaft is driven from the spur gear. Timing of the individual
camshafts is provided for by splined sleeves between the camshafts and
-driving gears. The sleeve is held in place by a notched head bolt and can
be backed out, allowing the sleeve and camshaft to turn while the gear
remains stationary. The gears are located concentrically on the camshaft
by riding on the shoulders provided. The splines are therefore subjected
to torque load only.
Oil is supplied to the hollow center of these camshafts through the
large hole in the journal nearest the gears, which receives oil through a
groove in its bearing. There is a continuous discharge of oil from each
of the individual cams and at each of the other six bearing journals on
each camshaft. The oil feed holes are .040 inches in diameter.
The individual cams are alike on all four camshafts but are located
differently on exhaust and intake camshafts because of different rotation
directions. Valve lift provided by the cams is .510 inches. The tachometer
drive is driven from the right intake camshaft through a tongue provided
on the front oil plug, which fits into a slot on the tachometer drive input
shaft.
The camshafts were forged roughly to shape before machining. They
were case hardened on the cam surfaces only.
Approved For Release 2000/04/18 : -CPA-RDP81-01044R0Q40Db W@TJ4p- L
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
00
25X1 B
viv.IJ.u - iAwII1LA1,L JJ Ll\r71~L
" !For R~~ a 2x00/04/18: CIA-RDP81-01044R000100070001-4
 ' 4?I JMWT Tease 2000/04/18: CIA-RDP81-01044R000100070001 4
25X1 B
0105.4 - LEFT CAMSHAFT DRIVE ASSEMBLY - ENGINE
1. Exhaust camshaft 3. Intake camshaft
2. Fuel injection nozzle
- 53 - CONFII)ENTIA.L
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 ENGINE
Approved For Release 2000/04/18 : CIA-RDP81-0104A6b&1F0bqfd631I L
25X1 B
On the newer manifold, the second boss was not provided. Apparently
the matter of eliminating bosses had been confused, and it appears as though
one of the bosses removed was the wrong one.
had been made to accommodate the new type cleaner.
ENGINE - INTAKE MANIFOLDS
Intake manifolds were made of stamped steel parts welded together.
Note that the intake manifolds shown are from different engines. On the
older engine, four bosses were provided for the attachment of other parts,
whereas on the newer engine there were only two such bosses. The front-
most bosses (extreme right in photograph) were to support the fuel filter
on both manifolds. The rearmost boss on the older manifold was used to
support the water radiator filler tube. 25X1 B
No provision was made to support the filler tube on engine
although the filler tube provided with the en ' e had the same type of brack-
et that was used on engine
The two middle bosses on the older engine were not used and appear
to have been provided to support the old hat-type air cleaner, even though
that cleaner was no longer used and other modifications of the manifolds
ONFID T Al - 54 -
F
Approved
For Release 2000/04/18 : CIA-RDP81-01044R000100070001-
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
0108.0 - INTAKE MANIFOLDS
25X1 B
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 A~Od For Release 2000/04/18: CIA-RDP81-0104414(!0'4 bb90'IA L
ENGINE INSTRUMENT PANEL
The G812 tank had a panel providing four circular openings for gauges.
Three of these were occupied as follows:
Water temperature gauge 0-125 C
Oil temperature gauge 0-125 C
Oil pressure gauge 0-15 atmospheres
The fourth opening at the extreme left was unoccupied but had been
intended for the engine tachometer, judging from the accompanying data
on engine operating speeds. The tachometer, however, was found to be
mounted on the same panel as the speedometer,. just as had been noted
in the Aberdeen report. It appears as though the tachometer may have
been moved. from the earlier location to the engine instrument panel, and
then bacjc to its original location in still later production.
APP1i-11IMNIRe1ease 2000/04/18: IA-RDP81-010448000100070001
 ApCON proved ForVetease 2000/04/18 : CIA-RDP81-01044R000100070 ft~
1.
Water temperature gauge
2.
Oil temperature gauge
3.
Oil pressure gauge
4.
Translated as follows:
"Oil pressure
Normal 6.9 atmospheres
At 600-800 rpm not less than 2 atmospheres
To be run more than 10 minutes with com-
pletely depressed clutch at idle speed."
5.
Translated as follows:
"Outlet oil at not more than 1000 .
Start movement in low gears."
6.
Translated as follows:
"Outlet water at not more than 105?.
Do not start movement until oil temperature
reaches 45 0 and water temperature 50-:i5?.
7.
Translated as follows:
"Number of Revolutions
Not more than 1800
Normal 1600-1700
Warming up
motor
not more than 600-800."
- 57 -
CONFIDENTIAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 App W&Wi h 2000/04/18: CIA-RDP81 EMN4MWWPMb 4TEM
ENGINE LUBRICATION SYSTEM
One oil supply tank of 17.5 gallons capacity was located on each side
of the engine. The tanks were filled from outside the hull, through armor-
plate-covered access openings. The tank inlets were covered by removable
caps. These caps were also pressure relief valves. Output lines from
the two tanks joined and supplied oil to the hand operated oil pump and the
high pressure bank of the engine operated oil pump.
The engine operated oil pump forced the oil through the oil 'filter to
the oil manifold on the front of the engine, at a pressure regulated by a
built-in relief valve. The oil filter also had a pressure relief valve, to
by-pass oil in case the filter element became plugged. The oil manifold
distributed the oil to the various engine components and to the crankshaft
journals. The oil, after lubricating the various engine parts, was drained
to the crankcase. The two low pressure banks of the oil pump received
the oil from the crankcase and pumped it to the scavenge oil control valve,
which directed it either to the oil filter and engine or to the oil radiator.
Oil from the radiator was then piped back to the supply tanks.
Approved For Release 2000/04/18 : CTAADP81-01044R0QjtQQQJ(1t#I A L
 E Nr ve _~ ~Jor i' eie
ase'Tthb4/18 : CIA-RDP81-01044hRd1 d " L
Approve or a ease
- 60
A$$re kh&hse 2000/04/18 : C A-RDP81-01044R000100070001
 ApFORNA MW NA694e 2000/04/18: CIA-RDP8WlW$4RM590081St Enn
25X1 B
5X1 B
ENGINE LUBRICATION SYSTEM - ENGINE DRIVEN OIL PUMP
This three-bank gear type pump serves two purposes: (1) to deliver
oil under pressure to the oil filter and from there to the oil manifold at the
front of the crankshaft; and (2) to remove all oil from the lower crankcase.
This oil is normally sent to the oil radiator and from there to the oil tanks
but can be directed to the oil filter for increasing the supply to the crank-
shaft. The. scavenge oil control valve provides this selective control.
The pump is located under the lower crankcase near the front of the
engine and is driven from the same accessory drive train that drives the
fuel transfer pump and water pump.
High pressure supply is provided to the oil filter by the lowest gear
bank of the pump. Pressure is controlled by an adjustable pressure relief
valve. The other two banks provide the low pressure oil supply to the
radiator. The uppermost bank removes oil from the front of the crank-
case and the middle bank input is connected to a sump at the rear of the
crankcase. Sump draining is thus provided for, during operation at an angle.
The low pressure inlets are covered by a perforated metal screen,
which could be expected to remove only large chips of metal. The Aberdeen
report showed a cup shaped screen which covered the entire pump top.
The screen on both G812 pumps covered only the. inlet port. In the pump
from engine conventional square keys connected the driving shaft
to its gears. In the pump from engine flat keys were used instead.
All body members of the pump are permanent mold silicon-aluminum
alloy castings. All other parts are steel, except for the copper-alloy bush-
ings in the driven gears, which turn on a fixed shaft.
The pump is easily reached for servicing. A plate in the hull bottom
can be removed from beneath the tank, exposing the oil pump for easy
removal.
Approved For Release 2000/04/18 :-C?A-RDP81-01044RftP %QIf.i4A L
 ENGINE LUBRICATION SYSTEM CON F I D E N T I A L
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
0106.1 a. - ENGINE LUBRICATING OIL PUMP - ENGINE
1.
Outlet to oil filter
5.
2.
Oil to scavenge oil control valve
3.
Drive gear
6.
4.
Inlet from front of lower
crankcase
7.
CONFIDENTIAL
Inlet from rear of lower
crankcase
Inlet from oil tanks
Pressure regulating by-
pass valve
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Ci$KUPc'2rIF ease 2000/04/18: CIA-R[ *1bWJI1k '19d0TM'X&4
. ENGINE LUBRICATION SYSTEM
HAND OPERATED OIL PUMP
This small piston-type pump receives oil from the oil tanks and
supplies it to the oil manifold on the front of the engine. The pump is
hand operated and is of such small capacity that it would be of little use
in the event of failure of the engine driven oil pump. It could, however,
be used to pump oil to the engine before it is started, thus insuring enough
lubrication to avoid scoring and scuffing. The pump is located at the rear
of the fighting compartment and would be operated by the fighting crew
rather than the driver or machine gunner.
The pump body is made of cast iron. The piston is of cast iron or
steel and is provided with two felt rings. The pump valves are two spring
loaded ball checks.
Approved For Release 2000/04/1863CIA-RDP81-010 a0DlDQ 1da0M14
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
0106,1,3 b - HAND OPERATED OIL PUMP ASSEMBLY - ENGINE
1. Handle 3. Body
9 Dic-- A l~hnnL .+n1...,
LI, 1 lU4V YL Z? %,XIUCn vaL VC.0
0..f or,,Release.;:2000/04/18 : CIA-RDP81-01044R000100070001-4
 AF (%EhK WJFTAl6&se 2000/04/18 : CIA-RDP? 4U 44 ffMIOYIMT*nn
ENGINE LUBRICATION SYSTEM - OIL FILTER
The three filter elements in this assembly were found to be in parallel.
A pressure relief was provided to by-pass oil if the filter became clogged.
The filter elements were of the edge-type, being formed by winding
a narrow brass strip edgewise into a closely packed helix. Depressions
rolled into the strip provided clearance space of .0032-.0040 inches for
the oil to pass through. The lands which were allowed to remain between
the rolled depressions served to space the successive turns of the helix.
The oil filter assemblies on the two G812 engines differed slightly. 25X1 B
Both had sand cast aluminum-alloy filter housings, but the methods of sup-
port of the wound helix were different. In the filter from engine
the inner wall of each element was formed by the cast aluminum cylinder
on which the ribbon was wound. Ribs cast on the outside of these aluminum
cylinders provide oil flow space. The inner wall of each element in the
25X1 B filter from engine - was formed of a corrugated fiber-like paper
cylinder.
The German report describes a "light alloy oil filter" consisting
of a sieve circuit with 20 circular sieves through which the lubricating
oil flows. They also give the total filtering surface area as 800 square
centimeters, or 52 square inches. The two G812 filters each had a total
filter area of 215 square inches. The filters mentioned in the German and
Aberdeen reports were mounted on bosses cast integrally with the lower
crankcase. The filters on the G812 engines were mounted on cast iron
brackets which bolted to the upper crankcase. Two of the bosses on the
lower crankcase formerly used for the oil filter now support the water
pump lubrication assembly.
Approved For Release 2000/04/18 8iA-RDP81-01044M0nO IJOEOGI L
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
25X1 B
0106.2.1 - OIL FILTER - ENGINE
1. Cover 3. Filter elements
2. Housing
2 1.:8 : CffA-RDP8,1-01044RO00100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
n1 nae2iry - MT. FTT.TF.R - FNGTNE
V1VVVV Vau aasraa~~~ ~~. ~~-.-
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 h+6 f?RN*U?*T 0/04/18: C IA-RDP81-0104MO0U610WF4 QQ t4
ENGINE LUBRICATION SYSTEM - OIL RADIATOR
This radiator appears to be made of the same core that is used for
the two-tube section of the water radiator core. End tanks are made of
drawn steel. The tanks are partitioned to force the oil to go the complete
length of the radiator four times. Inlet and outlet fittings are on the same
end tank. This tank is provided with a by-pass pressure relief valve to
permit oil to go from inlet directly through the tank to the outlet, in case
the radiator becomes plugged. Pressure in the oil radiator would probably
be quite low, since only the resistance of oil flow through it would create
back pressure. The radiator is supplied from the low pressure, high
capacity side of the oil pump.
The cooling area of the oil radiator is approximately 500 square
inches. The core is 1-5/8 inches thick and capacity of the radiator was
3.3 quarts.
The German report mentions "one oil cooler for each cylinder bank."
The Aberdeen report made no mention of an oil radiator, nor did the photo-
graphs show one.
c pre1' FtsriFOeiease 2000/04/18 0CC1A-RDP81-01044R000100070001'
 ENGINE LUBRICATION SYSTEM
CApproved F or fthease 2000/04/18 : CIA-RDP81-01044R000100070001-4
CON FIDENIrIAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 ENGINE LUBRICATION SYSTEM ~~11 pp DD
Approved For Release 2000/04/18 : CIA-RDP81-0104 RMSI00Mb1
ENGINE LUBRICATION SYSTEM - SCAVENGE OIL CONTROL VALVE
This cylindrical plug cock valve is used as a two-port three-way
valve. The long tubular connections brazed to the valve body are in ver-
tical position on the engine, the left end in the photograph being on the
bottom. Oil enters this lower end from the sump -pump output, flows past
the oil temperature fitting shown entering at an angle, and may then be
directed by this valve to the oil radiator or directly to the oil filter, and
so back into the engine. When the latter connection is established, the
sump pumps operate at engine oil pressure, control being provided only
by the pressure relief valve that normally serves the oil pressure bank in
the oil pump. This provision of recirculating the sump oil can serve to
accelerate the adequate supply of oil to all points in the engine when first
starting and to speed the warming-up of the engine.
The valve body is brass. The valve plug is steel, as are the con-
necting tubes brazed to the body. After the tubes were brazed in place,
the valve body and tube assembly was lead dipped. There is no lead
on the inner surface, however, and the steel plug works directly in the
brass body.
The valve is fastened to the engine fighting compartment bulkhead
and is controlled from the fighting compartment.
Tprovec Por e~'ease 2000/04/18 :CIA-RDP81-01044R00010007000'1
 CONFIDENTIAL ENGINE LUBRICATION SYSTEM
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
71 CONFIDENTIAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 ENGINE LUB 1 ATl N SYST
Approved or ielease 100/04/18: CIA-RDP81-01S!?4W,6dAbMb &1-4
25X1 B
ENGINE LUBRICATION SYSTEM - OIL MANIFOLD
This manifold serves as a means for providing connection between the
lubricating oil supply and the crankshaft. Oil coming through this entry
is also piped off in several directions to provide a supply to other parts
of the engine.
The flanged assembly is bolted directly to the crankcase, straddling
the two halves of the case. There is also an entry port from a hand
operated oil pump. There is no check valve to prevent the oil from the
hand operated pump from flowing backward into the oil filter, and from
there into the engine operated oil pump.
On the crankcase on the - engine, there was an additional
port for outgoing oil which directed oil to the group of gears driving the
fuel transfer pump, water pump, and the oil pump. The connection to this
port in the crankcase was made through a drilled passage added to the oil
manifold, requiring no outside piping in this case. The other major oil
feed lines were provided by outside pipes, however, with all of the attendant
risk of the developing of a leak under the severe vibration encountered.
Apparently sufficient oil pressure was developed in this manifold even with.
the bushing away from its face seat to insure that the bushing would be' I
movement to provide for imperfect alignment between the crankshaft and
the oil manifold. The bushing was retained, however, with an internal
expanding snap ring so that no more than .050 axial movement could occur.
Connection to the crankshaft was provided by a brass bushing having
running fit with the end of the crankshaft and a flange that seated against
the inside face of this oil manifold assembly. Apparently oil pressure was
counted upon to push the bushing flange against the face of the housing to
provide a seal. There was no spring to hold the bushing in place before
oil pressure was developed. The bushing was allowed over .030 lateral
pushed onto its seat.
a carburized and hardened surface at the brass bushing running surface.
The oil manifold body was cast iron. The inner flange was steel with
C 0 W~ Poi TF&.IReIease 2000/04/18: CIA-RDP81-01044R000100070
 C O N F I D E N T I A L ENGINE LUBRICATION SYSTEM
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001
CONFIDENTIAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 ENGINE LUBRICATION SYSTE
Approved For Release 2000/04/18 : CIA-RDP81-01044RAMMA J14L
ENGINE LUBRICATION SYSTEM
HOLLOW CHAMBER
The lower connection of this empty vessel was attached to the output
line from the oil radiator. The upper connections went to the two oil tanks.
The vessel was welded all over, with no means provided for
access
to the contents. One possible use of the chamber is to trap water vapor.
The chamber was found in a high point in lines joining the oil radiator
and the t
l
wo oi
storage tanks. Water vapor rising into the chamber would
condense and drop to the bottom where, if it froze, no harm would be
done. Later operation of the tank, with consequent rise of the oil te
mper-
ature to and above the water boiling point, would automatically dispose of
the entrapped water.
VONFIDNTI - 'Y
Approved FFor ft ease 2000/04/18: CIA-RDP81-01044R000100070001
 Approved For Release 2000/04/18 : CIA-RDP PWV&4A8Wffd8Y0b61r 'M
75 CON FIIDENTIAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Ap6RNM8 KF kl(N&We 2000/04/18: CIA-RDP81-01044RUC)04i B'Y 'EM
AIR STARTER SYSTEM DISTRIBUTOR
This distributor serves as a rotary valve to connect a supply of high
pressure air to the several engine cylinders in proper sequence. The high
pressure air (1000 psi) comes from two storage cylinders in the hull. Steel
tubing is used for all connections to and from the air distributor. Check
valves located at the. tubing fittings leading into the cylinder heads prevent
reverse flow of combustion products when the cylinders begin to fire.
The distributor is interposed in the drive train leading to the fuel in-
jection pump. It is timed by the use of a drive bushing that is splined both
internally and externally to permit differential adjustment. This timing
setting also affects the fuel injection pump, since the drive to this pump Is
through the distributor. An adjustment for the injection pump alone can then
be made at the coupling joining the pump to the distributor.
The rotary slide valve is spring loaded. There is no seal other than
provided by the metal-to-metal fit, which is excellent.
About 120 degrees duration is provided for air injection, the valve
opening occurring at about 6 degrees before top center.
This distributor, with its bevel gear drive, is provided with pressure
lubrication through a drilled channel. The shaft to the injection pump is
provided with a spiral groove intended as an oil retainer.
The distributor housing and cover are aluminum alloy sand castings.
The steel shaft at the output to the injection pump runs directly on the
casting. The gears are shaper-cut. The internal and external splines
serving to provide differential adjustment for timing were very well ma-
chined. The mating faces of the rotary valve parts were very smoothly
ground. They showed virtually no wear.
Approved For Release 2000/04/18 : CU-RDP81-01044Fi'000 (MU W11 I L
 AIR STARTER SYSTEM CON F I D E N T 1441,
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 CONFIDINfIAL
Approved For Release 2000/04/18 : CIA-RDP81-0'1044Ft(:fJTMTM TEM
AIR STARTER SYSTEM CHECK VALVES
These valves (one per 'cylinder) screw directly into the cylinder head
and lead to the air discharge passage that opens into the combustion space.
These valves allow compressed air to enter the cylinders during air starter
operation, but prevent combustion products from flowing back into the air
starter during regular firing operation. Both the valve and the seat appear
to be ground. The guide lands on the valve stem are a close fit in the
valve bore. Note that the spring is square ended, having been wound in
this manner and ground.
The member serving as spring seat and nut is knurled to facilitate
assembly without tools. This nut is held to the valve stem by a cotterpin.
Both nut and stem are drilled, and there is no provision for adjustment
unless this drilling is done after assembly, with each spring being set to
provide proper compression.
The check valves found in the engine were the same as
those in engine
25X1 B
25X1 B
Approved For Release 2000/04/18: CIA-RDP81-01044FMOQ44FOWE1ONi.A L
 AIR STARTER SYSTEM CON F I D E N T I A L
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
x
u
U
Ei
~~nca
m
W
a~
Ei
C
..,
W $4
sz: bn ?
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4 =
 APPb%U EM IR6lbbse 2000/04/18: CIA-RDP81-01044 OOMMO Y
DRIVE.SYSTEM
ENGINE - ACCESSORY DRIVE SYSTEM
The main accessory drive gear (item 1) is splined to the crankshaft
in back of the oil inlet bearing and drives the whole accessory system.
This gear, although splined, is not tightly fastened to the crankshaft but
is permitted to slide on the splines in case end play of the crankshaft
occurs. The gear is retained by accessory drive gears in front and by
a hardened forged steel plate at the rear. The plate is provided with
passages to permit oil leaking past the first main bearing to escape to the
crankcase.
The generator drive (items 2, 3, and 4) consists of a series of bevel
gears and shafts. The two shafts run on aluminum alloy bearings. The
final output shaft . to the generator has a helical groove machined in it to
help reduce the amount of oil that leaks past the bearing. No other seal
is provided here. The speed ratio of generator to engine is 1.5 to 1.
The upper accessory drive shaft assembly (item 5) is supported at
the top by an aluminum alloy bearing and at the bottom by a self-aligning,
double ball bearing. The lower bevel gear runs on the main accessory
drive gear. The smaller bevel gear, near the middle of the shaft and
made integrally with the shaft, drives the camshafts. The upper gear drives
the air starter distributor which is, in turn, coupled to the fuel injection
pump and governor. The camshafts, air starter, distributor, fuel injection
pump, and governor all run at 0.5 engine speed.
The bevel gear shaft (item 10) is splined to the spur gear shaft below
it (item 15) which drives the water pump, oil pump, and fuel transfer pump.
Both shafts run on aluminum alloy bearings cast integral with the lower
crankcase. The water pump (item 14) is coupled directly to the gear and
runs at 1.5 engine speed. An idler gear (item 13) to drive the fuel transfer
pump is driven by the spur gear. The idler gear consists of two parts;
a spur gear and a smaller bevel gear pressed into the hollow spur gear.
Another bevel gear, coupled directly to the fuel transfer pump, is driven
by the first bevel gear. Fuel transfer pump speed is 0.7857 engine speed.
The oil pump (item 17) is driven through an idler gear (item 16) which is
supported by a ball bearing. The oil pump is driven at 1.725 engine speed.
All bevel gears are adjusted laterally with steel washers or, when
the gear shaft runs on a removable bearing, paper gaskets.
All gears checked were made of Krupp steel. No failures or signs
of failures were noted on these gears on either engine examined. The life
of the lower gears may have been greatly lengthened by the addition of
the lubricating oil connection provided, by the newer oil manifold described
earlier. The fact ' remains, however, that the gears from the older engine,
which was not provided with this extra oil connection, were also in excellent
condition.
Approved For Release 2000/04/18 :CIA-RDP81-0104f6"p6% Q4Q' (
 ENGINE ACCESSORY
aApW%vA*fiQr Release 2000/04/18: CIA-RDP81-0104 ff810C0W"L4
25X1 B
0109.1 - ENGINE ACCESSORY DRIVES - ENGINE I
1., Main accessory drive gear, splined to crankshaft (27 teeth)
2. Generator drive housing
3. Generator drive, output bevel gear assembly (18 teeth)
4. Generator drive, input bevel gear assembly (18 teeth on each end)
5. Air distributor and injection pump drive assembly
6. Air starter system distributor
7. Camshaft drive assembly from upper gear on air distributor and in-
jection pump drive
8. Camshaft drive shaft
9. Steel plate behind main drive gear to maintain gear alignment
10. Lower accessory drive shaft, upper part (18 teeth)
11. Fuel transfer pump
12. Fuel transfer pump drive (21 teeth)
13. Fuel transfer pump idler gear (23 teeth input, 11 teeth output)
14. Water pump
15. Lower accessory drive shaft, lower part (23 teeth)
16. Oil pump drive idler gear (36 teeth)
17. Oil pump (20 teeth input)
C _A'llfr ,&I1l dl~l#elease 2000/04/12: CIA-RDP81-0104480001000700:
 ENGINE ACCESSORY
Approve or e'Pease 2000/04/18 : CIA-RDP81-01044R000 QQ7090IE44
83 CONFIDEN'T'IAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 ENGINE ACCESSORY
App trMFMWelease 2000/04/18: CIA-RDP81-010441=0+ OOD7 141ta L
ENGINE - TACHOMETER DRIVE
This small bevel gear pair serves to drive the tachometer flexible
shaft. The input shaft has a self-aligning feature which consists of a short
shaft pinned to the input shaft by a single pin. Movement of the camshaft
tongue in a slot in the input shaft end provides the crosswise component
of movement in. case of mis-alignment. The bevel gears are spaced by
steel washers.
The body is of aluminum alloy, cast in a permanent mold with sand
core. Bearings are cast :integrally with the body parts. The assembly is
lubricated by oil splashed from the camshaft into two holes in the input
bearing. The output shaft has a helical groove to help prevent oil leakage
through the output shaft bearing. No other seal is provided at this point.
This assembly was fastened to the cylinder head cover by four studs.
A red sealing compound consisting of iron oxide in a drying oil was used
instead of a gasket. Paper gaskets were used to seal the output shaft
pilot bearing body.
C RpNpM D "' 114 -
i bM*blease 2000/04/18: CIA-RDP81-01044R00010007000
 E ENGINE ACCESSORY
Approved ortJa ease 2000/04/18 : CIA-RDP81-01044R00(9?7OO011
25X1 B
0109.1.4 a - TACHOMETER DRIVE - ENGINE
1. Input shaft from intake camshaft drive 3. Body
2. Output shaft to tachometer cable
85 CONFIDENTIAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 9PO IPbf Mlease 2000/04/18: CIA-RDP81-01044Rp.4AtWW
CLUTCH, FAN, AND STARTER RING GEAR ASSEMBLY
The main clutch consists of 22 alternate drive and driven discs, which
were compressed by 16 springs. The pressure on the discs is relieved
(to disengage the clutch) by compressing the springs with a ball and ramp
arrangement. The drive discs are serrated on their outer edge to match
similar serrations on the inner surface of the outer clutch drum. The
driven discs are serrated on their inner edge and fit over teeth machined
on the outer surface of the driven drum. The clutch output drum is splined
to a flange which bolts to another flange splined to the transmission input
pinion.
The Aberdeen report had indicated difficulty with clutch slippage.
There was no evidence on the G812 tank that the main clutch or the final
drive clutches had been slipping unduly. On most of the clutch discs, it
was possible to see the original Blanchard-type grinding marks. The disc
internal and external diameters had been lathe turned and teeth appeared
to be shaper cut.
The fan is constructed of sheet steel parts, riveted together. The
fan in the G812 tank was found to have the diameter of 35-1/2 inches.
The Germans reported a fan diameter of 872 mm or 34-3/8 inches. The
German report also describes the 30 blades as being 182 mm or 7-3/16
inches "high". The G812 fan blades, also 30 in number, are 6-3/8 inches
wide. The width of the entire fan and flange assembly (without ring gear)
was found to be 8-5/8 inches. If this were the dimension the German
article referred to, it could mean that the G812 tank had a larger fan.
The starter ring gear was bolted to the rear of the fan. The com-
plete assembly was apparently then balanced by drilling metal from the ring
gear flange. The edge of the ring gear was marked all the way around
with angular designations, probably to aid in timing the camshafts and
injection pump.
The assembly is splined to the engine crankshaft and can go on only
one way, because of a missing spline tooth and a matching obstruction on
the crankshaft spline.
Approved For Release 2000/04/1887 CIA-RDP81-0104 qqW JgZgqJJL4
 CONFIDENTIAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
N M U, co
a 1.4 1-4 -1 , r-r
A U U W U- C)
U U U in u
z
L- 00 m C)
T-4
Approved For Release 2000/04/18 : CIA-RDP81-01044R00010007
 FUEL SYSTEM nJ DD EEN
Approved For Release 2000/04/18: CIA-RDP81-010 R0 1000 W 4
c lrWA P& Please 2000/04/18 i'CIA-RDP81-01044R000100070001-4
 C O WOM'ik Release 2000/04/18: CIA-RDP81-0104AbbbTM 01-4
FUEL SYSTEM - INJECTOR PUMP
This 12-cylinder fuel injection pump is a conventional German type
and is described as a "PE 12B-100" injection pump with ball-type governor.
The purpose of the injection pump is to deliver, under high pressure, a
metered volume of fuel oil to the cylinder at the precise time for most
efficient combustion. The amount of fuel to be delivered is regulated
through small valves in the pump by the ball-type governor attached to
the rear of the injection pump.
25X1 B
The pump appears to be fairly well made and, although inferior to
U. S. products in general overall quality and a earance entirely adequate
for the application. The pump examined was comparable
to an American made pump after approximately 3500 hours of service. It
was estimated that the life of this pump would be 1000 hours.
The camshaft was supported by two ball bearings (one at each end)
and five two-piece aluminum bearings uniformly spaced along the camshaft
with two cam lobes between bearings. This is a more rigid support than
is usual in U. S. practice. The tappet rollers had needle bearings. U. S.
practice is to use a loose steel sleeve-type ' bearing between the tappet
pin and the tappet rollers. A desirable feature found on this pump and
not common on U. S. pumps is the provision in the design of the control
sleeves to permit the removal of the plunger from the top of the pump.
Fuel is fed into both ends of the pump to insure adequate supply to all
cylinders. The rear fuel supply line is also connected to an air bleed
valve to remove air entrapped in the fuel system. Fuel leakage past the
nozzle valves and plungers is drained into the crankcase where it mixes
with the engine lubrication oil. Lubrication of the pump after installation
(before leakage provides fuel oil lubrication) is evidently provided by pouring
a small amount of oil into the camshaft compartment. An oil level dip-
stick was provided on the pump to check for the presence of this oil before
the engine was first started. Apparently, this dipstick was never used
after the first oil supply was established. The dipstick location was not
the same on the two G812 pumps (see photographs).
The body of the pump and the five camshaft bearings were made of
an aluminum alloy. Rubber gaskets were used to seal the delivery valve
fittings. All other parts were of steel.
The pump body was cast using the permanent mold with sand core
process. Steel parts were machined all over and wearing surfaces appeared 25X1 B
to be well ground. Tolerances were at the highs limit of U. S. standards,
but were considered satisfactory.
25X1 B
Approved For Release 2000/64? 87- CIA-RDP81-O4VtWM(M4 W O01-4
 FUEL SYSTEM
Approved For Release 2000/04/18 : CIA-RDP81-01044R$6byd '66tJ 14k L
Removal of intake manifolds and fuel injection lines would be neces-
sary for servicing of the pump. The pump is fastened to the three cast
iron brackets by six long thin bolts. The cast iron brackets were bolted
to the upper crankcase. The long bolts were probably used to permit
rocking of the pump to align it more perfectly with the air starter shaft
and thus to minimize load on the phenolic laminate driving disc.
More details on performance and dimensions are available in a sepa-
rate report in the appendix. Photographs of the pump parts may also be
found in the appendix.
A$? IeUP~r ~~i%h
se 2000/04/18: CIA-RDP81-01044R000100070001
I ?I'
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
25X1 B
ngni i ? FTTFT, TNTFCTOR PUMP - ENGINE
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
0301,1 a - FiTFT. INTECTOR PUMP - RIGHT gTnV - ENGINE
25X1 B
CIA-RDP81;-01044R000IQO97Qp 14,
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
25X1 B
0301.1 b - FUEL INJECTOR PUMP - LEFT SIDE - ENGINE
1 nil Laval rlinetirk
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
Aft Al 1 T1T T 11 T TATTT.t/'TllD r TTl1 RTl T t'wm QTT'% '
U3U1,1 e - r ULiL liliriI- ?Vj11 r i;.rir 1".L ~ -+ui+.
llil lotrol - rc+inlr
r ,8 CIA-RDP81-01044R00010,Q:070001.r4 ,..
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
25X1 B
0301.3 - FUEL INJECTOR PUMP ASSEMBLY - ENGINE
1.
Pump mounting bolts
14.
Delivery valve body lock
2.
Lock for pump mounting bolts
15.
Delivery valve assembly
3.
Pump mounting bracket
16.
Pump body
4.
Inspection plate
17.
Fuel rack
5.
Closing plug with felt cushion
18.
Fuel rack stop
6.
Tappet assembly
19.
Coupling
7.
Plunger, barrel, and spring assemblies
20.
Camshaft nut and washer
8.
Barrel set screw
21.
Coupling key
9.
Bearing set screw and washer
22.
Camshaft and camshaft bearing assembly
10.
Fuel inlets from filter
23.
Ball bearing with oil thrower
11.
Barrel set screw
24.
End plate
12.
Screw for, delivery valve body lock
25.
Oil depth gauge
13...-Washer. for.del ivery -valve body lock
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
25X1 B
0301.3 - FUEL INJECTOR PUMP ASSEMBLY - ENGINE
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 FUEL SYSTEM CONFID
Approved For Release 2000/04/18 : CIA-RDP81-01044R00010AM -4
FUEL SYSTEM - FUEL TRANSFER PUMP
This pump is provided to supply fuel to the fuel injection pump at
essentially constant pressure. An internal pressure relief valve permits
fuel to recirculate within the pump when control pressure is reached. On
its way from this pump to the injection pump, the fuel passes through the
fuel filter, with consequent loss of some of the pressure imparted.
This pump was found to be very similar to the Pesco vane-type pump
made in the U. S. and shown with it in the photograph on the next page.
The pump body was sand cast aluminum. The vanes, spider and
barrel were hardened steel. Bearings were copper alloy bushings. The
ground finishes on the steel parts and overall quality of the pump were
excellent. No signs of wear were found.
This pump was different from the pump pictured in the German report,
although the latter was also of the vane-type construction.
25X1 B
C NFID TI I - 100 -
Approved For Release 2000/04/18 : CIA-RDP81-01044R0001000700'
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
25X1 B
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
0302.1 - FUEL TRANSFER PUMP ASSEMBLY ENGINE
25X1 B
r eieasr 2000/04/18 : CIA-RDP81-01044R000100070001-4
 App?ooIcl P WMAa 2000/04/18: CIA-RDP81-01044R00016 0O ' M
AIR CLEANERS
Two tractor-type air cleaners were used on the G812 tank. They
replaced the old hat-type cleaner which was formerly mounted on top of
the engine.
The air cleaners were made in three parts. The bottom section
was merely.a large empty can and was intended to collect dirt removed
by the upper sections. There was very little dirt in this part when re-
ceived. The middle section consisted of a cylindrical sheet metal container
with seven centrifugal dirt separator cones welded inside. The purpose of
the cones was to make the incoming air assume a helical path and, by
centrifugal force, separate the dirt from the air. (Experience with this
type of dirt separator on automobiles has shown it to be almost worthless.)
The upper cleaner section consisted of oil wetted wire mats. The three
sections were fastened together with bolts. The two cleaners were indi-
vidually connected to the two intake manifolds, with no interconnection
between them.
The air cleaner body was made of sheet metal which had been drawn
to shape and welded. It was well made.
To service the air cleaners, at least one transverse louver would have
to be removed from the top of the hull. This required removal of four
bolts from one of the end plates which provided sockets for the louver
trunnions. Because of the poor accessibility of the air cleaners, it is
unlikely that they were serviced very often. The cleaners were of such
low efficiency and low dirt capacity that, in dusty operation, they should
have been cleaned at least once each day and preferably several times if
any appreciable engine protection were to be obtained.
Approved For Release 2000/04/18~ t-RDP81-010441EQ9ij1pP8Qfti& L
 FUEL SYSTEM CONFIDENTIAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 Approved For ~tefease 2000/04/18 : CIA-RDP81-010448000186b7bWE '
CONFIDENTIAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 rUtL 7T ICM Q1~E(p
Approved For Release 2000/04/18: CIA-RDP81-010C44AUUM dOM -4
ELBOW, AIR INTAKE SYSTEM
This casting appears to be one of the few parts on the tank, which
is over-complicated in design. Fins are cast integrally with the body and
are valueless in function. They were probably intended to minimize air
turbulence in the necessary right-angle bend, but are on the wrong bend
and in the wrong direction to do any good. A small steel plate bolts to
the bottom of the casting to cover openings, which were used to support
the core during casting.
The elbow is an aluminum alloy sand casting with rough surface
appearance and good overall soundness.
Intake manifolds and air cleaner ducts are fastened to the elbow by
hose connectors.
C 04F;00vg&FTaelease 2000/04/18: CIA-RDP81-01044R00010007000
 CONFIDENTIAL FUEL SYSTEM
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070061-4
107 CONFIDENTIAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 FUEL SYSTEM
Approved For Release 2000/04/18 : CIA-RDP81-0104 @brl b9 10101A4,
FUEL AND OIL TANKS
The G812 tank had eight fuel tanks of 147 gallons total capacity and
two lubricating oil tanks of 35 gallons total oil capacity. The Aberdeen
report mentioned six fuel tanks of 120 gallons total capacity. The Aberdeen
report photographs show tanks similar to those in the G812 tank, except that
they appear to be made using less preforming of the steel before welding.
All tanks appear to be well and carefully made. All fuel and oil
tank filler openings were equipped with a 40 mesh brass cloth cylindrical
strainer. All fuel tanks had drain plugs with corresponding plugs in the
hull bottom for complete draining of the fuel. The oil tanks had valves
for draining. The tanks, both fuel and oil, are filled by removing small
armor plates bolted over the filler opening caps. The oil tank filler open-
ing caps were also pressure relief caps. Their purpose could be to pre-
vent escape of oil when the tank was tipped sidewise or of oil foam when
the tank is moving over rough ground. The oil tanks were vented to each
other and to the engine crankcase, which was vented to atmosphere through
a breather tube with a crumpled wire filter in the breather tube.
All tanks were made of drawn steel sheet, welded at the seams.
They appeared strong and had no leaks.
C~prr'oiMc 4r dr~#eIease 2000/04/188 CIA-RDP81-01044R00010007000
 CONFIDJNz1AL FUE' Sl!ST 4 M
Approved or Release 2000/04/18 : CIA-RDP81-01044R000100b~l0001
O 4)
:j :J
0
O 'v 4)
Ecd U
cd U cc1 c~
Q4 cz U
^1 U O
bi)
z
>1
O
CONIF IDENI TIAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 FUEL SYSTEM QQ EE
Approved For Release 2000/04/18: CIA-RDP81-0104RA5II9MdW4
FUEL INJECTION PUMP GOVERNOR
This ball type governor is similar to the Novi governor used on the
Ford V8 tank engine, except that it is direct acting on the fuel injection
pump rack which turned all 12 injector valve barrels. No servo mechanism
is used. Outward radial movement of the balls in respect to centrifugal
force causes axial force on the cone faced plate and the opposing flat plate.
The flat plate, being free to slide (except for spring resistance) moves
the operating arm which in turn works on the injection pump control rack.
The engine speed is controlled by manually changing the tension of the
springs which resist axial movement of the flat plate.
All interior parts were smoothly machined and in good condition.
Wear on the pressure plates had occurred to a slight degree. A ball thrust
bearing is used to transmit axial thrust and a needle bearing is used on
the control arm. The governor case and cover plate were permanent mol
aluminum alloy castings.
25X1 B
25X1 B
pprove or%lease 2000/04/18 : CIA-RDP81-01044R0001 00070001-4
 Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
0308 - GOVERNOR ASSEMBLY - ENGINE
A
0
1.
Fuel injector pump control arm - needle
4.
Z
bearing roller presses against flat pres-
5.
sure plate to restrain axial movement
6.
n . r iat pressure plate - with ball thrust num casting, Tension springs connect
bearing - rotated by balls, moved axially to control arm
7_ Cnver plate - permanent mold aluminum
3. Ball weight guide plate - steel, keyed casting, possibly die casting
to injection pump shaft, drives bails
as :, i l l s: 1, ''
25X1 B
Ball weights
Conical pressure plate
Governor body - permanent mold alumi-
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 FUEL SYSTEM
Approved For Release 2000/04/18 : CIA-RDP81-0104 1PAVb5 bbb4
FUEL FILTER
The fuel filter consisted of a tubular metal sieve, used as a core
for a stack of square felt pads. The fuel was thus required to travel
radially through one-half to one inch of felt before reaching the perforated
core. This type of filter appears vulnerable to early plugging. Five mesh
screens were provided on the fuel tank openings to prevent large pieces
of dirt from entering the fuel system.
An air bleed connection was provided on the output side of the filter
to remove entrapped air. A line leading to a valve near the driver's seat
was fastened to this connection.
This filter is apparently similar to that used on the Aberdeen and
German tanks. The German report describes it as being a copy of the
Bosch filter.
The filter is readily accessible for servicing.
CCINFIDEN i - 1~ -
Approved or+eIease 2000/04/18 : CIA-RDP81-01044R00010007000.1
 CONFIDENTIAL FUEL SYSTEM
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
- 113 -
CONFIDENTIAL
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
 COOLING SYSTEM
Approved For Release 2000/04/18: CIA-RDP81-010449954 b k
114
9 : CIA-RDP81-01044R000100070001
rb r%Iease 2000/04/18
 Ap$?oa d R& * I ake 2000/04/18: CIA-RDP81-01044ROO0MM '1a-1WM
25X1 B
25X1A
WATER RADIATORS
According to the Aberdeen report, considerable trouble was experi-
enced in proper cooling of the engine. The report said that if the tank
were operated in an ambient .temperature of 700 or over, the cooling would
not be satisfactory because of boiling of the water.
The G812 tank demonstrated some possible causes of the poor cooling
in the Aberdeen tank. Tube and fin construction of the radiators was very
poor, particularly the soldering of the fins to the tubes. It was estimated
that over 90% of the fins were non-functional, either for heat dissipation
or core support because of the poor contact area of fins to tubes. There
was no oil radiator in the Aberdeen tank, as there was in the G812. The
addition of the oil radiator would help solve the cooling problem and may
represent a change in design for that purpose. There was no way to tell
if a change in the size of the fan had been made since the Aberdeen report,
but the fan in the G812 tank may be bigger than that described in the
German report (dimensions in the German report are too vague to be sure
of a change). 25X1 B
Each water radiator was made of four parts, two of them bein of
two-tube thickness and the other two of three-tube thickness.
Water radiators were very close to the exhaust manifold. Areas close
to the exhaust manifolds were not different in appearance however; the
poorly soldered tube-to-fin connections were the rule, rather than confined
to this area.
Area of the water radiator was approximately 1600 square inches.
Capacity of each radiator was 7-1/2 gallons..
furnishes more details on radiator construction.
The following report,
SECTION OF RADIATOR CORE REMOVED FROM RUSSIAN TANK
The construction of this fin and tube type core.was very poor, indi-
cating that the radiator was either made from very poor tools, or was
made without extensive use of tools.. The selection of materials for the
core was inconsistant in that one section had brass fins and the other
copper. In general, it appeared that the radiator was made from available
equipment and material, rather than designed for the specific application.
There was no apparent attempt to conserve on the amount of solder used,
however, this may have been necessitated to some extent by the poor tool-
ing setup.
Approved For Release 2000/04/18-: -RDP81-01044% 4 PQOIWA L
 COOLING SYSTEM
Approved For Release 2000/04/18 : CIA-RDP81-01044PRAfiAMNA
The core depth was approximately 3-15/16", consisting of two ad-
jacent parallel cores; one section having a 2-3/8" copper fin, three tubes
deep; and the other a 1-9/16" brass fin, two tubes deep; all fins had poorly
formed rolled edges. The fin spacing was approximately 6-3/8 fins. Per,.
inch. Several reasons can be advanced for the divided construction of the
core; such as,
1. Lack of the of sufficient depth.
2. Addition of a second section to gain necessary cooling.
3. An attempt to prevent curvature or disfiguration of core when installing
The distance from the last tube in each row to the ends of the fin
varied from 1/2" to 2". The angle of cutoff varied, which indicates that the
fin die was not equipped with an automatic cutoff and that the strips of
fin material were snipped apart by hand. It also suggests that the core
may have been assembled by applying the fins to the tubes individually,
rainer man mserting the tubes into the fins.
Tubes were made of flattened seamless tubing with a wall thickness
of .0111', including solder coating. Tubes were located on 1/2" centerlines
and 60 angle to core face. Cross-sectioned tubes measured approximately
.665 x .145 ". The openings in the fins exceeded the .14511 dimension by
several thousandths throughout the core section. This condition resulted in
only an occasional point of contact between the fins and tubes. As the
result, over 90% of the entire fin area was non-functional, either for heat
conduction and dissipation, or necessary core strength. The flanged openings
were crudely formed as far as any intended fit to the tube contour. The
dies used in forming the fins can be presumed to be very crude, particu-`
larly in regard to shape of punches.
The last tubes in each row were plugged with solder at the header.
This condition can prevent failure of the tubes due to stress, these points
being the most susceptible. However, it does not remedy tube to header;
solder joint failures. A tube to header solder joint failure was. noted at
the leading edge of one plugged tube at the end of the outside row. The
.032" header thickness is very light for an assembly using bolted on tanks=
Shown below is an analysis of the Russian Tank radiator as com
25X1 A pared with the standard material used for - fin and tube radiators.
Cu. Sn.
Pb.
Zn.
Material
Russ. Russ. Russ.
Tank M Tank ^ Tank W
Russ.
Tank
Header Brass (.032)
62.9
66. -
- -
-
Bal.
Bal.'
Tube Brass (.011)
96.9
85. -
- -
Bala
Bat;
Fin Brass (.005)
62.9
- -
- -
-
Bal.
Fin Copper (.006)
100.
100. -
- -
-
-
Header Solder
-
- 38.2
30. Bal.
Bal.
=
Tube Solder
-
- 25.6
30. Bal.
Bal.
-
25X1A' 25X1A
25X1A
116
'AV JJ 1WT tease 2000/04/18: CIA-RDP81-01044R000100070001-4
 Approved-FOrWlethe 2000/04/18: CIA-RDP81-01044R0dd1MT&M
SECTION OF THE G812 RADIATOR CORE
Approved For Release 2000/04/18-: K-RDP81-010441ZUUPODI1QIi. 4L
 COOLING SYSTEM CON FIDENT Ilk L
Approved For Release 2000/04/18 : CIA-RDP81-01044R000100070001-4
II
~~77met uiraiu t i 1 t
~{{{Ati$i1NnIk11UM %
Aitll~iiKlDigiPld~ipYE9?~i~Wit{II~ ~N ~.~ '
9Mtir9&Ilii iti&I~iIHItN~~4ptHd _
p(b191tftlrt +i1611~1i1H1 9~iNHN(lK - ~_ _
#III I M$If1lN'.t1iFNI~tIl4~tiiltt'Ut.
5aI ICMFfRk'hIItfl ll{u1~l b
M *1 iy pl11HMr1iNA?+1'P
U tiM 1 iN+JNd)
1 A MI - NWiIN IG(O~ti~
IM I II _I tl1t N9tNY
Ibt nW~i114111 tIIIPI,I AUTO
iillnu+l i!iIH1 hhuii11041&w 1 Y 1
101 PIll nufddfyd4,OI,WIl ~I
anaL,mi~d -, =Rockwell "B'.' 63 -64 ~-:
Microstructure:
The structure is ferrite with scattered areas of spheroidized pearlite
which resulted from an annealing treatment. The hole is decarburized
0.002 to 0.003 " and some scale is present. The diameter of the hole
is not perfectly symmetrical, measuring 0.072 to 0.080 ". On the out-
side surface of the tube the decarburization is nil. The outside diame-
ter of the ~ tube is 0.280 ". "
Air Starter Injection Tube
The tubes were made of seamless steel tubing. The composition corres-
ponds to F. S. 1010. The tubes were plated with approximately 0.0004"
of zinc.
Microstructure:
There is a small amount of pearlite scattered in a ferrite matrix
.with cementite in some of the grain boundaries. This,. is a typical
low carbon structure.
The outside diameter of the tubing is 0.313 ". The inside diameter
is 0.229" with a wall thickness of 0.042 ".
Spray Nozzle and Spring from Bosch Fuel Injection System
The coating on the surface is an iron oxide, probably heat treat scale.
Air Starter Nozzle Assembly
The -steel cap is copper plated - C u 0.0006 ". The other parts .are not
coated.
Strap -Generator Mounting Bracket
The steel strap is plated with approximately 0.0004" zinc.
Approved For Release 2000/04/18-: ~I~-t~DP81-01044~~~ pQ87~~'~ ~ ~
 ~~Approve~or ~t~I~aYSe 2000/04/18 :CIA-RDP81-010Ob~h~~Q0~11L4
Flywheel Ring Gear
The gear was used as machined with no subsequent heat treatment. The
.edges of the teeth are battered from the action of the starter pinion. The
gear is not significantly file resistant.
Cylinder Head Cover
The cylinder head cover on each bank of the engine is cast iron.
Oil Manifold Bearing Flange -Accessory End of Crankshaft
The bearing seat of this steel part was carburized 1/32" and hardened. A
bronze bushing slips over the hardened end of the crankshaft. The bushing
can turn on the crankshaft or against the hardened flange of this part.
- Gilt/ -
~ ~~r~~r~~~d~elease 2000/04/18 :CIA-RDP81-01044800010007000.1-4
 ~P~~~~ ~~~se 2000/04/18 :CIA-RDP81-0164A~~1
AI
d
~' o
~U
F!HHF E~HE
F H ~ H E
A
AAAAA
E-H
C3' (~ C~' CD' U U C4' Cd' O'
t~ CD' Z U GD' CD' U U
CD'
~~~~~ a
CD' C4' CD' CD' C~' 7.,
~ ~ c~ ~
O' U U U
M
~" N N
M M M
moo.-~`? `?"?
N V~t[~tDOM~MM
MMMMCD tONMM
O O
ti M
O O
+~
.ti
-
I
cd y
~
O 00
O O
~C~r- ?
O d
UA
I
ti M .-~ tD er N
.?I N ~-1 r-1 0 0
W
C tN .-1
O rI N
p) o
V N
A
. Z
Ld O N Op rl 00 N r-1 tC.1
Oc'Q>O~h00rIr100
M MMMNN ~eNM
ODOsrO~eOL ONCG
m oo ~n m N r- r? co cc
rl ti rl r-1 ri ~-i r-1
CG N O
~/Iri rl rl
NI
U
~fl O.-~c0OO tOOer
~I NNerMNNQ.1 d~N
~~
sM V~NcD CO OO OON Oi
rl N ~--1 e-1 rl M rl ri N
0 0.O 0 0 0 0 0 0
CO r1OMC0 r-IML~C-
.-~ N .-~ +-~ rr N r .-+ N
000000000
L OMOOOO0~ er
d+MeMeNeMMd+eMd~
117 M .y p~
M ~tn
MOM~MOfAON
M MCC COMN~AM
00 QOM Q~0000 C^01
00 ~ ti tD M M t0 tD
MGM ~r-~ ~MNN
MOD OCONL~Q~01
~nco~.~rn.~r-N
rl ~-1 r1 O r-1
OD tr N 01 C- CD Ifl ~M
NNN~-I~NMM
N
srO oOMMCD CDO
N N N ~"~ .-i N .-1 N
0 0 0 0 0 0 0 0
C- O N 00 O 00 .ti N
tiN.-~.~NNNti
00000000
M Oa O O
O O~ CO SO N
N N~ '~~~NNNMtNOtO0~
N erM O f." ASIA M~-I
O O C O O, O O N N r -1
O O M P'i M M N CV ~-1 }-1 CO e-1 00
M N
M .-1 CO O D- .-~ O O C?
MMM VIM O'cr~ ,~
VAN OD V~C1 V'NCO
NNM+'aMNN.-1
Os N
M O)
O O! O ry IA tD O! M N N N d~
NNMNNrIMMMN.-~N
If.100 tD tp CON CON00N 01
O O O O O .-~ 0 0 0 0 0
CO lL~ Ifl If`~ Oi 00 eM d~ N L'- M
*"~~"~~~N.-~ONNMN
ooooo,-:.~,oooo
Nt~eH MM C~ N OML'-O~ N
d~MM d~ert[7 MtliCDMtflM
r-1 rl
t!7 O O CO op CO t~ Q~ 00 O~
M l[1 Ifi d~ tN ~ ~"~ N M rl
M pj
N rNi
V~ M O N l[i N N Oi Oi
U I r-1 ~-1 .-1 N ~ r-I M r-1 r-i
N ~
d ~" x+ y
~ y U ~ aai y w aBi O~ ~~ ;~~ '~w
d V a'j .O ~ U F. U F o-'~Op ~ p O ,~ w
~ '~ b0 TfO.i d ~ ~i ~ ~ ~ ~ ~ .~ ~ p d ~ d ~
~c~xxaa~~~U ~ o tiwyy y ~ y ~~, ~a ~ a~ m ~ ~ d awa~
~~~Uaa~~,~v~r~HCi~wSwSwa,~awwSS~wSooo"3
CO
ti
C` CO rl O CO M ri N
000N NepsNrl00
Approved For Release 2000/04/'T825~IA-RDP81-0104~~QQ:~Q~@~pat4
 FE'~b~`~aSe 2000/04/18 :CIA-RDP81-o1~~b8~1~0~0~ibb~~ -4
ACCESSORY_ DRNE PARTS
Crankshaft Gear
The crankshaft gear is an upset forging made of Krupp steel. The analysis
is shown in Table V I. The gear -was carburized and hardened.
Hardness Test:
Surface of tooth Rockwell "C" 62
Center of tooth at pitch line Rockwell "C " 43
Center of tooth at root Rockwell "C " 39
Core of gear Rockwell "C" 27
Microstructure:
Case depth at pitch line 0.050"
Case depth at root 0.050. Probably hardened beyond the 0.50cj'o carbon
level penetration.
Case -Martensite, possible low temper, excess carbides in form of
spheroids.
Core -Martensite, some transformation products, and ferrite.
Crankshaft Gear Thrust Plate
The thrust plate was made of through hardening spring steel of the approx-
imate composition FS1070. The analysis is shown in Table VI,
Hardness Test:
On ground surface, Rockwell "C " 52-53.
Microstructures:
Quenched and tempered.
Pinion -Main Accessory Drive -Lower (From crankshaft gear)
The pinion is an upset forging made of nickel chromium steel, carburized
and hardened. The analysis is shown. in Table VI.
Hardness Test:
Surface of tooth Rockwell "C " 62
Center of tooth at pitch line Rockwell "C " 40
Center of tooth at root Rockwell "C" 37
Core of pinion Rockwell "C" 37
Microstructure:
Case depth at pitch line 0.030"
Case depth at root 0.027"
Case -Martensite, possibly low temper.
Core -Martensite with some transformation products.
C OQIpl8rlmvet~l~'o~AR.elease 2000/0~/~~2: CIA-RDP81-010448000100070001-4
 C oApproved Fo ~elease 2000/04/18 :CIA-RDP8~~b~~~~~t~D1~bb~'~~~1-4
Shaft -Main Accessory Drive
for 'air distributor, fuel injector and camshaft)
The shaft was made of nickel chromium steel, carburized and hardened.
The analysis is shown in Table VI.
Hardness Test:
Surface of tooth Rockwell "C " 62
Center- of tooth at pitch line Rockwell "C" 27
Center of tooth at root Rockwell "C " 25
Core of pinion Rockwell "C " 24
Bearing surface of shaft Rockwell "C " 60
Microstructure:
Case depth at pitch line 0.028 "
Case depth at root 0.028 "
Case -Martensite with possible low temper, following hardening by
reheating.
Core -Martensite, about 50% ferrite and a slight trace of transfor-
mation products.
Injector Pump Drive Pinion
The injector pump drive pinion is an upset forging made of nickel chromium
steel, carburized and hardened. The analysis is shown in Table VI.
Hardness Test:
Surface of tooth
Core of pinion
Microstructure:
Case
Case
Case
Rockwell "C " 62
Rockwell "C " 38
depth at pitch line 0.050 "
depth at root 0.050"
- Martensite with grain boundary network'of carbides. Possibly
low temper.
- Low carbon martensite, mostly blocky ferrite with small amount
of acicular ferrite and trace of transformation products.
The structure indicates a reheat after carburizing. The case extends
all over the outside surface of the pinion. The bore and internal
splines do not appear to be carburized.. In fact, the splines are slightly
decarburized.
Lower Camshaft Drive Gear with Internal Splined Sleeve
The drive gear is an upset forging made of nickel chromium steel, car-
burized and hardened. The analysis is shown in Table VI.
- 253 -
Approved For Release 2000/04/18 :CIA-RDP81-~1~~F~b~1~0~'~b'01-4
 Fi~ppr?oVed~FFor~'e~ease 2000/04/18 :CIA-RDP81-010D~b~h~(~ddd~9~4
Hardness Test:
Surface of tooth Rockwell "C " 61
Center of tooth at pitch line Rockwell "C" 41
Center of tooth at root Rockwell "C " 39
Core of gear Rockwell "C" 32
Bearing surface of sleeve Rockwell "C " 60-61
Microstructure:
Case depth at pitch line 0,035"
Case depth at root 0.028" - 0.030"
Case -Martensite with only a trace of excess carbides.
Core -Low carbon martensite, acicular and blocky ferrite and some
transformation products.
The pinion was hardened by reheating after carburizing.
Camshaft Drive Pinion
The camshaft drive pinion was made of nickel chromium steel, carburized
and hardened. The analysis is shown in Table VI.
Hardness Test:
Surface of tooth Rockwell "C " 61
Center of tooth at pitch line Rockwell "C " 42
Center of tooth at root Rockwell "C" 3$
Core of pinion .Rockwell "C " 35
Bearing surface of shaft Rockwell "C " 61
Microstructure:
Case depth at pitch line 0.030"
Case depth at root line 0.030"
Case -Martensite, excess carbides and some austenite with low temper:
Hardened from reheat.
Core - Martensite and some transformation products.
Camshaft Drive Pinion Thrust Washer
The thrust washer was made of through hardening steel of the .approximate.
composition FS 1090. The analysis is shown in Table VI.
Hardness Test:
On ground surface Rockwell "C" 58-59.
Microstructure:
Martensite with small spheroids of carbide dispersed through the
matrix. There was possibly a low temper.
Cl~~ 4~dr~ M~~iease 2000/04/18 :CIA-RDP81-010448000100070001-4
 CONFIDENTIAL FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Generator Drive Shaft
The drive shaft was forged from Krupp steel, machined all over, carburized
and hardened. The analysis is shown in Table VI.
Hardness Tests:
Surface of tooth
Rockwell "C "
62
Pitch line of tooth
Rockwell "C "
47
Root of tooth
Rockwell "C "
44
Core of tooth
Rockwell "C "
38
Bearing surface of shaft
Rockwell "C "
62
Surface of washers used
Rockwell "C "
55-57
Microstructure:
Case depth at pitch line of tooth 0.032"
Case depth at root of tooth 0.032"
Case - Martensite, a few excess carbides and some austenite. Possi-
bly low temper.
Core -Low carbon martensite and some transformation products,
Generator Drive Gear
The drive gear was machined all over from nickel chromium steel, car-
burized and hardened. The analysis is shown in Table VI.
Hardness Tests:
Surface of tooth Rockwell "C " 62
Pitch line of tooth Rockwell "C " 40
Root of tooth Rockwell "C " 32
Core of tooth Rockwell "C " 29
Microstructure:
Case depth at pitch line of tooth 0.038"
Case depth at root of tooth 0.038"
Case -Martensite, excess carbides, possibly low temper.
Core -Martensite and about 10-20% ferrite.
The part was probably reheated for hardening after carburizing.
Generator Coupling Drive Shaft
The drive shaft was made from -Krupp steel, probably a forging, machined
all over, carburized and hardened. The analysis is shown in Table VI.
Hardness Tests:
Surface of tooth Rockwell "C " 59
Pitch line of tooth Rockwell "C " 45
Root of tooth Rockwell "C " 44
Core of tooth Rockwell "C" 42
Bearing surface of shaft Rockwell "C " 62
- 255 - CONFIDENTIAL
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010~~F~~~~OF0~0~~~'-4
Microstructure:
Case depth at pitch line of tooth
Case depth at root of tooth
Case -Martensite, and small amount of austenite. Possibly low
temper.
Core -Martensite with a small amount of transformation produci~s.
The part appears to have been direct quenched from the carburizing
operation.
Camshaft Drive Gear
The drive gear was forged by upsetting so that the flow lines are length-
wise of the teeth. A carburizing grade of nickel chromium steel was used.
The analysis is shown in Table VI. The gear was machined all over,
carburized and hardened.
Hardness Tests:
Surface of tooth of straight tooth gear Rockwell "C " 61-61
Core of tooth of straight tooth gear Rockwell "C" 29-30
Surface of tooth of bevel tooth gear Rockwell "C " 62-64
Core of tooth of bevel tooth gear Rockwell "C " 28-30
Microstructure;
Case depth at pitch line of tooth
Case depth at root of tooth
Case -Martensite with a large amount of spheroids of carbide.
Core -Martensite, blocky ferrite and a small amount of transformation
products.
Camshaft Timing Adjusting Sleeve and Screw
The parts were machined of through hardening steel.
Hardness Tests:
Hub of sleeve Rockwell "C " 39-40
Head of screw Rockwell "C " 29-30
- 256 -
C o~~~~~ ~b~l~elease 2000/04/18 :CIA-RDP81-010448000100070001-4
 C O N F I D E N T I A L FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
~~
zl
Fa
U
V]
h
U ~' U U U U U U U U U
L
C-
~
O
N
tf~
00
Q1
N
00
N
M
N
M
M
M
M
N
d~
N
O
~
to
CD
1
N
N
N
N
N
~
.~
N
N
N
N
CU
~
CO
cD
cD
CD
CO
CD
cD
CD
cD
O
O
00
O
~
O
N
00
N
O
~
M
N
~
M
M
M
M
M
~
O
O
O
O
O
O
O
O
O
O
~
~
~''~
C-
O
Z
N
.--~
tf)
O
L
O
tf~
O
O
r1
N
M
O
N
M
~
~
N
N
.~
d~
N
Q)
N
~
O)
.O~
~
O
~
M
M
N
N
N
N
~
N
M
M
cD
~
~
N
,-i
.~
00
O
~
,~
tf>
'~
~
O
Q?
O
O
C-
O
.--~
cD
.-i
Q~
C-
.--i
0p
O
M
cD
~
O
~
C-
.-~
O
M
QO
N
N
~
N
M
N
CV
M
N
N
N
N
,--I
O
~
O
r-1
?-I
00
O
00
N
M
*-~
~
~
N
M
+~
1
M
r--1
O
O
O
O
O
O
O
O
O
O
tf)
to
O~
~
O
O
~-i
O
-~
~
M
N
N
~
N
O
M
O
.--1
O
N
O
N
O
N
O
M
O
*
O
O
.
O
ri
M
O
M
~
'~
00
O
CD
O
CD
~
O
~
'~
~
di
M
~
d~
V~
~
tL~
tD
00
tf)
M
'~
'~
N
.--1
N
- 257 -
Approved For Release 2000/04/18 :CIA-RDP81-OC1S44~~S0100070001-4
 ~A~~r~~i~-~'se 2000/04/18 :CIA-RDP81-010~t6~011b~Q~7~~A1t4
Lower Gear -Oil -Water - -Fuel Pump Drive Main Shaft
The gear was forged from a carburizing grade of nickel chromium steel,
machined all over, carburized and hardened.
Hardness Tests:
Surface of tooth Rockwell "C " 62
Surface of bearing on sleeve Rockwell "C " 60-61
Microstructure:
Case depth at pitch line of tooth 0.024"
Case depth at root of tooth 0.024 "
Case - Martensite with few scattered excess carbides.
Core -Low carbon martensite, transformation products and acicular
and some blocky ferrite.
The part was probably reheated for hardening after carburizing with
a low temper following.
Fuel Pump Drive Idler Gear
The gear was forged from a carburizing grade of nickel chromium steel,
machined all over, carburized and hardened.
Hardness Tests"
Surface of tooth Rockwell "C " 60
Ground surface of ,stem Rockwell "C " 35 -38
Microstructure:
Case depth at pitch line of tooth 0.023 "
Case depth at root of tooth 0.023 "
Gase - Martensite with large carbides in the grain boundaries on the
very surface, light carbide network just below the surface.
Core -Low carbon martensite with some transformation products.
The part was probably reheated for hardening after carburizing with
a low temper following.
The part was probably reheated for hardening after carburizing with a
lower temper following.
Oil Pump Drive Idler Gear
The gear was machined from a carburizing grade of nickel chromium steel,
machined all over, carburized and hardened on the teeth.
Hardness Tests:
Surface of tooth Rockwell "C " 62
Hub Rockwell "C " 35
CO
~p~r$~ ~ 4~elease 2000/04/158 :CIA-RDP81-010448000100070001
 C O NApprov~ec~ gor Release 2000/04/18 :CIA-RDP81 01044~~~Oa~~~0~0001-4
Microstructure:
Case, depth at pitch line of tooth 0.028"
Case depth at root of tooth 0.028"
Case -martensite, a few globular carbides on surface with a fine
carbide network just below the surface.
Core -low carbon martensite, transformation products and acicular
ferrite.
The part was probably reheated for hardening after carburizing with
a low temper following.
Oil-Water -Fuel Pump Drive Bevel Gear to Crankshaft
The gear was forged from a carburizing grade of nickel chromium steel,
machined all over, carburized and hardened.
Hardness Tests:
Surface of tooth Rockwell "C" 58-60
Surface of bearing on shaft Rockwell "C " 62-63
Center portion of shaft Rockwell "C" 25-33
Top of splines Rockwell "C " 33
Microstructure:
Case depth at pitch line of tooth 0.030"
Case depth at root of tooth 0.030"
Case -martensite with very light carbide network in grain boundaries.
Core -low carbon martensite and some transformation products.
The part was probably reheated for hardening after carburizing, with a
low temper following.
Tachometer Drive Gear -Bevel, Driven
The gear was machined from a carburizing grade of nickel chromium steel,
carburized and hardened.
Hardness Tests:
Surface of tooth File hard to a R "C " 59 File
Pilot End Rockwell "C " 37
Spiral Spline Rockwell "C " 51
End of stem Rockwell "C " 49
Microstructure:
Case depth at pitch line of tooth 0.022 "
Case depth at root of tooth 0.022 "
Case -martensite with a grain boundary carbide network.
Core -low carbon martensite with some transformation products.
The part was probably reheated for hardening after carburizing with a
low temper following.
- 259 -
Approved For Release 2000/04/18 :CIA-RDP81 ~~~~F~~ 1~~~~001-4
 ~~~p?pr~ov"~~8~'1~ase 2000/04/18 :CIA-RDP81-o1tb~4~Fb8~b0~Ori~a1-4
Tachometer Drive Pinion -Bevel, Drive
The pinion was machined from a carburizing grade of nickel chromium
steel, carburized and hardened.
Hardness Tests:
Surface of tooth Rockwell "C " 60
Bearing surface of stem Rockwell "C " 60-62
Microstructure:
Case depth at pitch line of tooth 0.022"
Case depth at root of tooth 0.022"
Case -martensite with a few scattered carbides.
Core -low carbon martensite, transformation products and acicular
ferrite.
The part was probably reheated for hardening after carburizing, with
a low temper following.
C O ~~~~~,~T~~.tRelease 2000/04/18 :CIA-RDP81-01044800010007000.1
 CONFIDENTIAL FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
TRANSMISSION
The 'transmission gears and shafts were made of Krupp steel. The analysis
of the individual parts is shown in Table VII. The gears and reverse
idler shafts were carburized and hardened. The transmission mainshaft
and countershaft were quenched and drawn, only. The carbon content of
these two shafts remained the same and the nickel and molybdenum was
increased over the carburized parts to provide increased hardenability to
through-harden the 3-1/8" section. All of the carburized parts have a
hypereutectoid case with excess carbides to a depth of 0.017" to 0.033 ".
There are massive carbides at the surface with a continuous network be-
neath, fading into discontinuous carbides. This condition is conducive to
brittleness and spalling on the ends of clash gears as was shown in this
transmission. It is likely all of the transmission gears were reheated
for hardening after carburizing. The gears with internal splines in the
hub appear to have been quenched on a plug fixture as the splines are
not file hard. The web of each gear is file hard.
In measuring case depth of the gears difficulty was experienced because
of the similarity of case and core structures under the microscope due
to the high hardenability-of the Krupp steel. To check -the depth of case
as measured on the cross section of a hardened tooth, a Vickers hardness
traverse of the case was made and the location of the Rockwell "C" 45-50
hardness position noted. As a further check, a gear tooth was annealed
and the depth of penetration to the 0.4?Ja carbon point estimated.
The residue, scraped from the bottom of the transmission case, after
draining the lubricant consists of iron (96?Jo) oil and carbon. There is
no aluminum and no silicon.
This material came from the flakes and ground up chips from the gear
teeth mixed with oil, and was not formed from particles from the trans-
mission case or dirt from the outside.
Transmission Mainshaft
The mainshaft was machined from a bar and after heat treatment was
shot blasted and then the splines were finish ground.
Hardness Test:
Surface of shaft B.H.N. 387
1/2 Radius B.H.N. 387
Surface of spline B.H.N. 375,-R "C " 42
There was a Russian Brinell impression near the center shoutder on' top
of one of the 10 splines. The preparation was a rough grind and the im-
pression was close to the edge of the spline and metal was forced over
the edge.
- 261 - oox DENTIAL
Approved For Release 2000/04/18 :CIA-RDP81-01~44R~~0100070001-4
 FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-O'1~0~4~~~~I~~Tlb98~1-4
Microstructure:
Law carbon martensite with a small amount of transformation products
present.
Transmission Countershaft
The countershaft was machined from abar -and after heat treatment was
shot blasted and then the splines were finish ground.
Hardness Test:
Surface of shaft B.H.N. 387
1/2 Radius B.H.N. 387
Center of shaft B.H.N. 37$
Surface of spline B.H.N. 387, R"C" 41
There was a Russian brinell impression. near the outer shoulder on
top of one of the 10 splines.
Microstructure:
Tempered low carbon martensite throughout the cross section.
Reverse Idler Shaft
The reverse idler shaft was machined from bar stock- and after carburizing
and hardening was finish ground. The end of the shaft for a distance of
3 -1/4 " outside the bearing surface was- left as rough turned. The balance
of the shaft was ground.
Hardness Test:
Surface
Rockwell "C " 61
Core 1/2 Radius
B.H.N. 321
Center
B.H.N. 302
Microstructure:
Case depth - 0.078"
Case - Martensite with spheroids of excess carbides. Carbide also
in grain boundaries.
Core -Low carbon martensite and transformation products.
Reverse Idler Gear
The reverse idler was upset to form two gears in a cluster: so that the
flow lines were bent to form the tooth section of each gear. It was ma=
chimed all over, carburized and hardened. The gear was shot blasted and
the finish grind operations performed. The finish ground bore of the gear;
which acts as a bearing seat, was file hard. The chamfered edge, of thee
15 tooth gear is battered and worn and chipped. The base of the tooth hoar
a heavy groove worn on a taper starting at the edge of the tooth. -The-16
tooth gear has grooves worn the full length ~ the tooth at the base. Photo:='
graph 0702.5.8 a
- VV4 -
C O t~~'~~~,~T~~.iRelease 2000/04/18 :CIA-RDP81-0104480001000700
 C O N F I ?E N T I A L FERROUS METALL.URG`f
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
0702.5.6 a -REVERSE IDLER GEAR CLiJSTER
- 263 -
Approved For Release 2000/04/18 :CIA-RDP81-O~O~~tF0~~1 ~0700~1-4
 FERRppprOVedA~OP~elease 2000/04/18 :CIA-RDP81-~'1~~~ttiB~l~dd~~01-4
hardness Test:
15 Tooth Gear
16 Tooth Gear
Surface of tooth
Rockwell "C" 61-62
61
Center of tooth at pitch line
42
41
Center of tooth at root
41
40
Core of gear
39
38
Microstructure:
Case -depth at pitch line 0.075 "
Case depth at root 0.062 "
Case -Martensite with excessive carbides to a depth of 0.033 ". Pos-
sibly low temper.
Core -Low carbon martensite, some acicular ferrite and transfor-
mation products.
2nd Speed Gear
The second speed gear was forged, machined, carburized all over and
hardened except for the bore. The gear was then shot blasted and the top
of the splines on the inside of the hub rough ground. The chamfered ends
of the teeth were battered. Grooves were worn on both -sides of the teeth
at the bottom. Photograph 0702.3.2
Hardness Test:
Surface of tooth Rockwell "C " 61
Center of tooth at pitch line Rockwell "C " 39
Center of tooth at root Rockwell "C " 37
Core. of gear Rockwell "C'' 37
A Russian brinell impression had been made on the end of the splined
hub on the machined surface.
Micxostructure:
Case depth at pitch line
0.065 "
Case depth at root
0.060 "
Case -Martensite with excess carbides to a depth of 0.027 ". Possibly
Core -Martensite and a small amount of transformation products
1st Speed Gear
The first speed gear was forged, machined, carburized all over and: hard;
ened except for the bore. The gear ,was then shot blasted and the top'~of
the splines on the inside of the hub rough ground. The ends of the , hubs
were faced. Both engaging ends of the teeth were battered and chipped"
There appeared to be inadequate chamfer. The teeth were heavily worn
on opposite ends on both sides. Photograph 0702.3.1 a
C O c~JLt~ Ip~~ Release 2000/04/18 :CIA-RDP81-01044R00010007Q
low temper.
 CONFIDENTIAL FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
0702.3.2 -SECOND SPEED DRIVEN GEAR
- 265 -
Approved For Release 2000/04/18 :CIA-RDP81-O~O~~tF0~D~00070001-4
 ?J ~ ~r~reTC~'~~a~~'elease 2000/04/18 :CIA-RDP81-~1 ~4~F~~~i ~~1$b01-4
~ ~~-p~"D~ f1aA~ Release 2000/04~'~'~ : CIA-RDP81-010448000100070001-4
 CONFIDENTIAL FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Hardness Test:
Surface of tooth Rockwell "C " 61
Center of tooth at pitch line Rockwell "C " 37-39
Center of tooth at root Rockwell "C " 37
Core of gear Rockwell "C " 36.5
A Russian brinell impression had been made on the end of the splined
hub on the machined surface. '
Microstructure:
Case depth at pitch line 0.055 "
Case depth at root 0.055 "
Case -Martensite with excess- carbides to a depth of 0.021 ". Possibly
low temper.
Core -Low carbon martensite. Acicular ferrite and transformation
products.
3rd and 4th Speed Sliding Gear (Photograph 0702.3.3)
The 3rd and 4th speed sliding gear was upset to form two gears in a cluster
so that the flow lines were bent to form the tooth section of each gear.
It was machined all over, carburized and hardened. The gear was shot
blasted and the top of the splines on the inside of the hub rough ground.
The engaging ends of both gears of this cluster are chipped and battered.
The 14 tooth gear has evidence of pitting at the base of the teeth on one
side and both sides of the teeth are burnished below the tool marks. The
21 tooth gear has considerable wear on one side of the tooth face.
Hardness Test:
14 Tooth Gear
21 Tooth .Gear
Surface of tooth
62
61
Center of tooth at pitch line
40-41
41
Center of tooth at root
40-41
39
Core of gear.
37-39
40
A Russian hardness test was made on the hub on the 21 tooth gear side.
There was a slight grind and a near miss of the brinell impression.
Microstructure:
Case depth at pitch line 0.058 "
Case depth at root 0.055 "
Case -Martensite with excess carbides to a depth of 0.028 ". Possibly
low temper.
Core -Low carbon martensite and transformation products.
1st and 2nd Speed Countershaft Gear
The 1st and 2nd speed countershaft gear was upset to form two gears in
a cluster so that the flow lines were bent to form the tooth section of
- 2fi7 -
Approved For Release 2000/04/18 :CIA-RDP81-010~~d(~d'~6D~~~'k4
 iF~ERROUS METALLURGY C O N F I D E N T I A L
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
0702.3.3 - THIRD AND FOURTH SPEED DRI~TEN GEAR CLUSTER
:?t~t3 --
~ o ~~Ib~v~'1~9r{Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 C~ [V E I D E N T I A L ~= ERRC~US METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
0702.5.2 -FIRST, SECOND, AND REVERSE IDLER ]DRNE GEAR CLiJSTER
~f'S~ pNFiDENTIAL
Approved For Release 2000/04/18 :CIA-RDP81 10448000100070001-4
 FE Approved Fo R le ease 2000/04/18 :CIA-RDP81-O'~b~~~b~'~f~~~61-4
. each gear. It was machined all over, carburized and hardened. The gear
was shot blasted and the top of the splines on the inside of the hub rough
ground. The engaging ends of both gears of this cluster are chipped and
battered. Photograph 0702.5.2. The 13 tooth gear has pne side of the
teeth pitted and worn by both mating gears. The other -side of the teeth
is burnished below the tool marks. The 21 tooth gear has one side of the
teeth pitted and worn; the other side is burnished below the tool marks.
Hardness Tests:
13 Tooth Gear
21 Tooth Gear
Surface of tooth
Rockwell "C " 61.5
61
Center of tooth at pitch line
39
37
Center of tooth at root ~
36
35
Core of gear
29
30
A Russian Brinell impression had been made on the splined end of the hub
on the 21 tooth side.
Microstructure:
Case depth. at pitch line 0.072 "
Case depth at root 0'.065 "
Case -Martensite with excess carbides to a depth of 0.028 ". Possibly
low temper.
Care -Low carbon martensite, transformation products and some acic-
ular ferrite.
4th Speed Countershaft Gear
The fourth speed gear was forged, machined, carburized and hardened,
except for the bore. The gear was then shot blasted and the grinding
operations performed. The chamfered ends of the teeth were battered. A
flat was worn at the pitch line of the drive side of the teeth.
Hardness Test:
Surface of tooth Rockwell "C " 62
Center of tooth at pitch line Rockwell "C " 42
Center of tooth at root Rockwell "C " 42
Core of gear Rockwell "C" 39-42
Microstructure:
Case depth at pitch line 0.048 "
Case depth at root 0.045 "
Case -Martensite with excess carbides to a depth of 0.017 ". Possibly
low temper,
Core -Martensite with transformation products.
3rd Speed Countershaft Gear
The third speed gear was forged, machined, carburized all over and hard-
ened except for the bore. The gear was then shot blasted and the top of
- 270 -
C 0,~- ~~- release 2000/04/18 :CIA-RDP81-01044800010007000
 CONFIDENT 1 A L FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
the splines on the inside of the hub rough ground. The chamfered ends
of the teeth were battered and worn. The tooth face on both sides was
burnished below the tool marks.
Hardness Test:
Surface of tooth
Rockwell "C "
60 to 61
Center of tooth at pitch line
Rockwell "C "
36
Center of tooth at root
Rockwell "C "
34
Core of gear
Rockwell "C "
34
A Russian brinell impression had been made on the splined end of the hub.
Microstructure:
Case depth at pitch line 0.065"
Case depth at root 0.065 "
Case -Martensite with excess carbides to a depth of 0.027 ". Possibly
low temper.
Core -Martensite with transformation products.
The spiral bevel ring gear is bolted to the 4th speed countershaft gear.
It was forged, machined, carburized and hardened all over. The gear was
then shot blasted and the finish grind operations on the bore and back of
the gear performed. The teeth show even wear with the bearing full tooth
to the toe on the drive side.
Hardness Test:
Surface of tooth
Rockwell "C "
60
Center of tooth at pitch line '
Rockwell "C "
45
Center of tooth at root
Rockwell "C "
45
Core of gear
Rockwell "C "
37
The ground surfaces of the bore and back of the gear are file hard.
Microstructure:
Case depth at pitch line 0.045 "
Case depth at root ~ 0.042"
Case -Martensite with excess carbides to a depth of 0.024 ". Possibly
low temper.
Core -Martensite with transformation products. No free ferrite vis -
ible.
Transmission Drive Pinion
The spiral bevel stem pinion was upset to form the head, machined, car-
burized and hardened. The finish grinding operations were performed after
hardening. The machined finish on the teeth has the appearance of rough-
ness. The bearing on the teeth is toward the toe on the drive and reverse
sides.
- 271 -
Approved For Release 2000/04/18 :CIA-RDP81-O'IrO~~~b~1~f~7~~1-4
 ~~.~...~~ ~.~~ ~ ~~~~~..~ ~ CONFIDE NN
Approved .For Release 2000/04/18 :CIA-RDP81-01044R000100~~~b1-4
Hardness Test:
Surface of tooth
Rockwell "C "
62
Center of tooth at pitch line
Rockwell "C "
39
Center of tooth at root
Rockwell "C "
38
Core of pinion
Rockwell "C "
38
Bearing seat of shaft, surface,
Shaft at spline, surface
Brinell - 277
Brinell - 277
Surface hardness survey of shaft- 294 - 279
(From pinion to spline end -converted from R "C ")
The pinion, only, is case hardened; the bearing seat, remainder of
the stem and the splines are not file hard.
A Russian Brinell impression had been made on the end of a tooth on a
rough ground spot.
Microstructure:
Case depth at pitch line 0,055"
Case depth at root 0.055 "
Case -Martensite with excess carbides to a depth of 0.022 ". Possibly
low temper.
Core -Martensite with some transformation products. Carbon- some-
what spheroidized deep in core.
Starting Motor Pinion
Hardness Test:
Top of pinion teeth Rockwell "C " 39-40
Bearing seat of shaft Rockwell "C" 35-37
Spiral spline Rockwell "B" 92
The spiral splines on the driven end of the shaft have been tempered at
a high temperature. This portion of the pinion shaft mates with the bronze
drive hub in .the clutch assembly.
A Rockwell impression on top of the pinion ~ teeth was made by Russian
inspectors. This is the only instance of Rockwell hardness testing noted.
on this vehicle.
The gear shift rails were machined from through hardened steel .bars `o
medium carbon, Cr., Ni., Si. composition. The analysis is shown in Table_
VII. The bars were cut to length and centered before heat treatment?
Possibly a certain amount of rough machining was also done before .heat;
treatment, but the whole surface of the rail except the centered ends had.
been machined or ground after heat treating. There was no special hard='_
erring at the ramps and some wear had resulted at the shoulders.
CONFIDENT ALA - "` -
pproved ~or elease 2000/04/18 :CIA-RDP81-01044800010007000"
 C O N F I D E N ~' I A L FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
1st and 2nd - 3rd and 4th Reverse
Surface at Ramp R "C " 27 to 29 R "C " 28 to 30 R "C " 28 to 29
29 to 31
29 to 32
Surface between ramps B.H.N. 286 R"C" 32 B.H.N. 277
Core of rail B.H.N. 269
Microstructure:
Tempered martensite resulting from high draw.
The gear shift forks were forged from a medium carbon, chromium, nickel,
silicon steel and through hardened. They were machined after heat treat-
ment. ~ The analysis is shown in Table VII.
There was no special hardening on the tips or wearing surfaces of the
forks.
Tip or fork surface R "C " 27 to 29 R "C " 32 R:' C " 28 to 29 (I.D.)
Core of fork R "C " 28 R "C " 28.5 R "C " 31 to 32
Microstructure:
Tempered martensite resulting from high draw..
- 273 -
Approved For Release 2000/04/18 :CIA-RDP81-01 ~~~0~~~1~~~~1-4
 FERROUS METALLURGY C o N F I D E N T.1 A
Approved For Release 2000/04/18 :CIA-RDP81-01044R0001000700'Q'1-4
A A , A A A A A A
m'm'UUUUUUUUUUC~'C~"O'm'C~"C~
0p tf~ O tf~ QO N 00
~~ 0 0 0 0 0 0 0
~M r-1 ~M M ri M r-1
M MOO rl .--~ ri
O tf7 ,--~ 07 O .--I N O C- t!7 M Oa lf~ d~ O N cp
C- C- C- CO CO tD C- tf~ lfl tL~ M tL~ C- tD L~ CO ~M
ri r-1 rl r-1 r-1 ~--1 ~--1 ri ri ri ~-1 rl ~-1 r-1 ri r-1 e-I
00 O CO .--~ CG N O L~ to O 00 N Q~ LL7 ri O ~M .-1
Z I N tf~ O tD O L`- CD ti7 OO d+ N N N N W M N M
d+d+MM MM MMMM~N~
N 00 rl
00 C- N N L C O C-
M M M W M M~ M
~
Q~ d~ O M N cD
M M eM M N N
M
r-~ C- Op
M N N
O
O I
O
rl O~ Q1 N C7 O~
~~ CO CV N M N N
O
~
U
M M ~--~ .-~ .--1 ~--~ .-~ .-i N
ON o0 C- 00 a0 L~ N
O
MMCDCOCDCDCOCDCDCDCpcCNNNNNM
al
UI
N N N ~--~ M N ~--1 ri ~-i r-1 CV N 0 0 0 ri M Ch
. . . . . . . . . . . . . . . . . .
ri rl t-1 r-1 r-1 ri
C-CCll~d+ON MO~t1~,--it-~OCV OC~NMO
N N N N N N ~--1 N N N N N M N N +-~ N N
000000000000000000
N ri ~-i N Q1 ~M M C- tp rl O l!~ N di O tf~ Q~ M
N N N N rl ~--1 N N N N N N N N N .--I rl N
000000000000000000
Q~ O O ~ M M O CA 00 M er c0 Q~ O~ O 00 O Q1
M~M~M~MMMMW'W MMMM~~Md~d~
t0 tf~ ~M M ~M M lfJ tD L~ fA Op CO CG tf) d~ CO CG N
tJ~ N M ~ N tL7 L`-
00.-0000
C oApproved FoARelease 2000/04/18+: CIA-RDP81-010448000100070001
y ~ N ~
Li
~ O ~
ty ~ 'COs ~ [d
~~ ~aNd~R',--~M
~ ~ -ter ~" ~ ix-i iii i~-~
Uj f/1 ~ a ~ O O O
R~ ,-+ M W W W
UV~ ~_.._.._.._.._.._...
~ O ~
O O O ~
 CONFIDENTIAL FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
STEERING PARTS
Brake Lining
The brake lining was made of cast iron, cast in segments, curved to fit
the brake drum.
Chemical Analysis:
T.C.
3.29?,6
Si
2.49
C.C.
0.37
Cr
0.16
P
0.122
Ni
0.33
S
0.098
Mo
None
The manganese is high for comparable American practice. The chromium
and nickel content shown indicate additions.
Physical Tests:
A tensile test piece was machined from the segment and gave the following
results:
Ultimate tensile strength 26,900 psi
Brinell Hardness (3000 Kg.) 196
Microstructure:
Graphite - Type A (some C), Size 4.
Structure -Coarse pearlite, graphite and small
amount of ferrite. ~rTo porosity was evident.
Pins -Steering Clutch Spring
The pins were machined from 3/4" round, cold drawn bars with no hard-
ening operation. The approximate grade is FS 1030.
Chemical Analysis:
C
0.30?,(0
Si
0.23%
Mn
0.59
Cr
0.18
P
0.018
Ni
0.25
S
0.023
Mo
None
Hardness Test:
Surface of pin -Rockwell "B " 82.
Microstructure:
Apparent grain size 7 to 8. .Annealed structure of blocky ferrite and
fine pearlite.=: Surface- has partial decarburization 0.010" deep.
-275-
Approved For Release 2000/04/18 :CIA-RDP81-6~~~6~bbb'!'+doo1-4
 AB~c~`~~e~e 2000/04/18 :CIA-RDP81-0104~F~~I~~~~b8#~~
Spring -Steering Clutch
The springs were coiled of spring wire of the approximate grade FS 1070.
Chemical Analysis:.
C
0.72%
Si
0.22
Mn
0.63
Cr
0.04
P
0.021
Ni
0.20
S
0.029
Mo
0.04
V
None
Physical Tests:
Load at 3-1/4" - 57.5, 57.7, 57.3, 57.0 pounds
Solid Height - 2-3/8"
Bend Test -Satisfactory
Hardness on wire -Rockwell "C" 43-44
Surface Examination:
Springs examined were free from surface defects except for small die
mark' on wire inside one spring. It is doubtful that any shot peening had
been done on the spring.
Steering Clutch Disc
The clutch discs or rings with internal teeth ? for the drive discs and ex-
ternal teeth for the driven discs were machined from steel of the approxi-
mate composition F.S. 1080. The LD, and O.D. were ?turned, the teeth
.were shaper cut and the face was ground on both sides. The discs were
heat treated to a hardness range which remained Rockwell "C" 35-40 after
service.
Chemical Anaylsis:
C
- ~
0.85%
- ?
Si
0.22%
Mn
0.69
Cr
0.13
P
0.029
Ni ~
0.20
S
0.037
Mo
None
Pitch line of teeth Rim
R "C " 35 35-37
34 32-36
35 .. '? 34-36
38-40 39-40
39 39-41
32 ~ X34-35
~,A~ ff~~'RAl~ase 2000/04/18 2~IA-RDP81-010448000100070001-4
 CONFIDENTIAL FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Profilometer readings of disc .surface in microinches.
Original Finish
Smoothest Area
from wear
Average
wear track
100-120
15-20
20-30 '
180-220.
15-50 ~
30-40
40- 50,
15
30 ~.
120-140
15-25
30-40
80-100
15
30-40
170-190
15-20
20-30
- 277 -
Approved For Release 2000/04/18 :CIA-RDP81-01~~4~~f~~l ~~~lb~'I -4
 FERROUS METALLURGY C O N F 1 pp EE
Approved For Release 2000/04/18 :CIA-RDP81-01044R000100~1~b~4
FINAL DRIVE PARTS
Final Drive Gear
The final drive gear was forged -from Krupp steel. The analysis is shown
in Table VIII. The gear was machined, carburized all over and hardened
except for the bore. It was then shot blasted and the finish grinding oper-
ations performed. Flats were worn on both sides of the teeth at the pitch
line. Photograph 1008.4
hardness Test:
Surface of tooth Rockwell "C" 61-62
Center of tooth at pitch line Rockwe111"C" 34
Center of tooth at root Rockwell "C " 33
Core of gear (web) B.H.N. 321
10 Kg. Vickers traverse near pitch line of tooth.
Distance from Edge Converted to Rockwell "C "
0.010"
59
0.020
58
0.030
55
0.040
50
0.050
42
0.060
39
0.075
36
0.090
34
0.13 5
34
The gear teeth, rim and web, are file hard. The hub, bearing seat and
internal splines are only file resistant.
Microstructure:
Case depth at pitch line 0.(}40"
Case - Martensite with excessive carbides at the surface.
Core -Low carbon martensite with transformation products including
ferrite.
Profilometer reading on teeth: - 90-120 micro inches.
Final Drive Pinion
The final drive pinion was forged from Krupp steel in such a manner that
the flow lines show the stock bent to form the tooth section. The analysis
is shown in Table VIII. The pinion was machined, carburized all over
and hardened. It was then shot blasted and the finish grinding operations
performed. The teeth were worn and pitting had occurred at the bottom
of the tooth face.
Photograph 1008.4
CONFIDE 1
Approvec~~or~
- 278 -
'elease 2000/04/18 :CIA-RDP81-010448000100070001
 ~ ?!i! F !DENT ! A L F ERR'OUS META-_LURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
1008.4 - FINAL DRIVF. MINION AND BULL GEAR SECTION
~~C~NFI~EN1r1Al.
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 FEi~_Q~J~,SOV@E~rO1L"~e~iease 2000/04/18 :CIA-RDP81-01~~4~~d~l~~~l~'I-4
Hardness Test:
Surface of tooth Rockwell "C" 61
Bearing surface Rockwell "C" 57-59
Top of spline Rockwell "C " 50
Core of pinion B.H.N. 430
Bore of pinion File hard
A Russian Brinell impression had been made on the spline end of the shaft
with. a rough grind preparation.
Microstructure:
Case depth at pitch line 0.030"
Case depth at root 0.030"
Case - Martensite with excessive carbides, possibly low temper.
Core - Marsenite and transformation products.
Axle -Drive Shaft
The drive shaft was machined from Krupp steel. The .analysis is shown
in Table VIII. The shaft was. machined and then heat treated by means
of a quench and draw. Following this, the shaft was cleaned and the final
grind operations performed.
Hardness Test:
Surface of spline Brinell 364
Core of shaft Brinell 364
The hardness tests show this hollow bored shaft to be hardened through.
A Russian Brinell impression had been made on the surface of the -shaft
in the center of the length.
Microstructure:
The structure is uniform throughout the section and shows the effect
of a high temper following the quench.
Speedometer Drive Pinion
The pinion was machined all aver from a heat treated bar length of steel.
The ends of the pinion shaft run in bronze bushings. The pinion is driven
by a bronze worm ring keyed to the final drive hub and flange.
Hardness Test:
Teeth -Not file hard.
Bearing surface of shaft -Rockwell "C " 30-33.
Track Drive Wheel
The drive wheel . is a steel casting of a medium carbon, chromium, nickel,
composition for which there is no exact American specification. The analy-
sis is shown in Table VIII.
C d~~~d~Phut~IR.elease 2000/04/~~a CIA-RDP81-010448000100070001
 CONFIDENTIAL FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Hardness Test:
Near and far plate (or rims) -both locations B.H.N. 207
Microstructure:
Carbides. are spheroidized, probably .the result of a high temper on fine
pearlite. and bainite obtained on quenching the wheel.
Track Drive Wheel Roller
The roller .was forged from a medium carbon, chromium, ;silicon, nickel
steel of no comparable American specification. The analysis is shown in
Table VIII. The roller was hardened by quenching and drawing with no
special effort to harden the surface.
Hardness Test:
Surface of hub -B.H.N. 418
Microstructure:
Martensite, acicular ferrite .and transformation products...
Track Drive Wheel Roller Pin
The roller pin was machined from a medium carbon, chromium, silicon,
nickel steel of no comparable American specification. The analysis is
shown in Table VIII. The surface of the pin was hardened, possibly by
induction or .flame, judging from the sharp line between the case and core.
The pin was worn eccentrically, from an initial size of 1.505 ", to 1.460"
on the diameter of maximum wear and to 1.500" on the diameter of least
wear.
Hardness Test:
Surface -Rockwell ''C " 55 -- This hardness is normal for the treatment.
Core -B.H.N. 241
Microstructure:
Case depth - 0.104" by surface hardening.
Case -Martensite. No evidence of tempering.
Core -Dense pearlite and blocky ferrite.
Track Adjusting Worm
The worm was probably a forging and the material was a medium carbon,
chromium, silicon, nickel steel of no comparable American specification.
The analysis is shown in Table VIII. The worm was quenched and drawn
after machining. It appears to have been cleaned by sand blasting -and
then the bearing surfaces were ground.
Hardness Test:
Surface of worm Rockwell "C " 43 -44
Bearing surface Brinell 444
There was a Russian brinell impression on the end of the shaft at the
square end.
- 281 - D E titt LL
Approved For Release 2000/04/18 :CIA-RDP81-0~1 ~4~F~a001000~001-4
i {.~
 FE RFC pprOVeTd'~'Or ~e~ease 2000/04/18 :CIA-RDP81-O~~~D~~F~b~'ed01-4
Track Adjusting Worm Gear
The gear was probably a forging and the material was a medium carbon,
chromium, silicon, nickel steel of no comparable American specification.
The analysis is shown in Table VIII. The gear was machined all over,
probably as normalized, and there was no subsequent heat treatment. -The
teeth of the gear showed severe wear from the action of the harder worm.
Hardness Test:
Surface of gear Rockwell "C " 29
Surface of hub Brinell 286.
Track Adjusting Worm Bushing Flange
The flange was probably hot formed in a press from medium carbon steel
with no subsequent heat treatment. The estimated carbon content is 0.40-
0.45%.
Hardness Test:
Rockwell "C " 9-10
Microstructure:
Coarse grained pearlite with ferrite grain boundaries. Grain side 2-4.
Track Adjusting Worm Bushing
The bushing was machined from pearlitic cast iron which showed. a small
amount. of ferrite. The material appears to have been adequate for the
.application.
The single pin track was cast from Hadfield manganese steel. The ? analy-
sis is shown in Table VIII. This composition conforms to the customary
Limits except for the silicon which is higher, on two parts analyzed, ,.than
the nominal 0.030-1.00%. The silicon content of the used track-with crest.,
2.34%, which was sampled, is at the upper limit for producing. a moderate
increase in yield strength and resistance to plastic flow under repeated
stress.
A flat track which had not been in service, had a silicon content of 1.70%'
This is in the range where these beneficial properties are _ obtained.
The principal applications of Hadfield steel are where heavy- impact and a
large factor of safety are the considerations.. Typical examples of this -use
are in rock crushing machinery, railroad crossings and the tips of power
shovel buckets.
C ~D t>~~~~r~'~ArtRelease 2000/04/'i~ :CIA-RDP81-010448000100070001:-:?~,
 CONFIDENT 1 A L FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Hardness Tests:
Flat Track -Flat surface -Brinell 202
Track with crest -Flat surface -Brinell 21?
Tip of crest -Brinell 495.
The hardness readings obtained on the flat surfaces are. normal for cast-
ings following the toughening heat treatment. The high hardness obtained
on the crest is typical for this steel after work hardening.
A Russian brinell impression was observed on a track pin lug.
Track Pin
The track pin has an upset head an one end and the other end is as shear-
ed from a steel bar. The material was a medium carbon, chromium,
silicon, nickel steel of no comparable American specification. The analysis
is shown in Table VIII. The pieces were heat treated to produce a high
hardness.
Hardness Tests:
Surface of pin Brinell 555 (2 pins)
Rockwell "C " 50
Core of pin Rockwell "C " 53
Microstructure:
Martensite and some transformation products with no distinct evidence
of a drawing treatment. The surface was partially decarburized to a
depth of 0.009" which accounts for the reduced hardness there. The
pin was hardened through the 3/4 inch section.
The hardness of the pins was duplicated by quenching in water from
1600?F, followed by a draw at 350?F for one hour. The quenched
hardness was Brinell 578.
- 283 -
Approved For Release 2000/04/18 :CIA-RDP81-O~~~O~~~b~~01-4
 FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-01 ~~1~0~~~~~~1-4
H H H a~ H H
~ a ~ ~ ~ ~ ~ ~
U U 6D' C~' O' W O' O'
~ M cr M N
VI O
p~ U
'Cf
~ AI ego ~ M ~ d+ ~
0
-"4
V ~ O O
Q
~I
Zil
UI
C1~ M N O r-1
M N N ~-i N
? ~--1 e-1
~ M N O O O
M W ~
C- GO C- M `~ Q~
~ cM N L~ ~ t0,
~-1 ~~1 r-1 H ~
00 ri N N L~
~I O ? O O d
~ O O Q O
00 O d~ tD
M ~ OO ~
C~"
~
N
N
tf~
N
z
O
c-
.--1
00
M
rl
M
N
Q1
M
00
Q~
M
C-
lfl
!p
r-1
ri
rl
O
C-
O~
0p
r-i
00
O
r-1
\
r-1
.--1
~
M
N
~
N
Q~
~
O
O
~
O'
O
O
p
p
-fl
t[1
CD
~
~
~
M
O
ri
M
M
00
M
Q~
O
CD
M
~ ~~~r~~c~~d~elease 2000/04/18 ~: CIA-RDP81-010448000100070001..,-.4
 CONFIDENTIAL FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
SUSPENSION PARTS
Suspension Spring
The suspension spring was made of silicon manganese steel of the same
composition as F.S. 9260. The analysis is shown in Table IX. The springs
were coiled from hot rolled round bars, which had a poor surface condition,
.with rough flats and guide marks. The springs were hardened through to
spring hardness.
Hardness Tests:
Surface Brinell 47?
Core Brinell 444
Hardness Traverse on cross section -
Rockweil "C " 47, 46, 45, 46, 45.5, 46, 46, 46, 46, 47, 46.5, 46, 47, 46.5
A Russian brinell impression was noted on the center coil of an outer
spring which had been made on a deep rough ground spot.
Microstructure:
Normal quenched and drawn structure.
Suspension Shaft (Photograph :1301.1 in main body of report)
The suspension shaft was forged from a medium carbon, chromium, silicon,
nickel steel of no comparable American specification. The analysis is
shown in Table IX. The shaft was hardened through by heat treatment
before machining.
Hardness Tests:
Bearing seats at ends of shaft Brinell 269, 269
Surface at mid length of shaft Brinell 262
1/2 radius, this location Brinell 262
Suspension Arm Wheel Spindle (Photograph 1301.1 in main. body of report)
The wheel spindle was forged from a medium carbon, chromium, silicon,
nickel steel of no comparable American specification. The analysis is
-shown in Table IX. The shaft was hardened through by heat treatment
before machining.
Hardness Test:
Bearing seats at ends Brinell 262, 269
Surface at mid length of spindle Brinell 27?
1/2 Radius this location Brinell 248
-285-
Approved For Release 2000/04/18 :CIA-RDP81-o~o~~6bB~d~'db61-4
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Lower Suspension Spring Retainer Stud
Photograph 301, in main body of report)
The stud was forged from a medium carbon, chromium, silicon, nickel
steel of no comparable American specification. The analysis is -shown
in Table IX. The stud was hardened through by heat treatment before
machining.
Hardness Test:
Surface at retainer end
1/2 Radius this location
Surface at mid length of stud
1/2 Radius this location
Surface at suspension arm end
Brinell 277
Brinell 248
Brinell 269
Brinell 269
Brinell 277
Front Wheel Spring Anchor Arm (Photograph 1301.0)
The anchor arm was forged from a medium carbon, chromium, silicon,
nickel steel of no comparable American specification. The analysis is
shown in Table. IX. The shaft was probably machined or forged with na
heat treatment.
Hardness Test:
Surface of bass at each end Brinell 241
Suspension Arm (Photograph 1301.1)
The suspension arm is a hollow steel casting of approximately one inch
wall thickness. The composition is a medium carbon, chromium, nickel
steel for which there is no exact American specification. The analysis
is shown in Table IX. The arm appears to have been used as cast or
possibly annealed? There has been no attempt to improve the physical
properties of the arm by heat treatment.
Hardness Test:
Surface of arm Brinell 196
Center of cross section Brinell 207
Suspension Arm Thrust Plate (Photograph 1301.1)
The thrust or guide plate was sheared from plain low carbon steel plate
of the same composition as F.S. 1020. The analysis is shown in Table
IX. Three holes were drilled in the plate for attaching it to the hull,
Hardness Test:
Surface of plate Brinell 131
CONFIDENTIAL
~,:
oved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4 ~` a ~ `
 ~Approvec~ ~or~F~e4ease 2000/04/18 :CIA-RDP81-f~~~~(~(I~Y4
Suspension Trunnion Block Pin (Photograph 1301..1)
The pin was made of cold drawn bar steel of the same composition of
AISI 1037. The analysis is shown in -Table IX. The bar stock for the
pins was annealed, but there was no other heat treatment.
Hardness Test:
Surface of pin
Rockwell "B" 93, 90-92
Core of pin
Brinell 196, 196
Microstructure:
Blocky ferrite and pearlite. Grain size 7 to 8.
Suspension Spring Trunnion Block
The trunnion block was sheared from steel plate of the same composition
as F.S. 1035 with no heat treatment. The analysis is shown in Table IX.
Hardness Test:
Surface of block Brinell 163
Microstructure:
Block ferrite and medium pearlite.
Suspension Spring Guide Rod Bushing
The bushing was made of cast iron with no hardening treatment. The
turned surface is rough.
Hardness Test:
Rockwell "B' ? 94 - O.D.
94 - I.D.
Microstructure:
Pearlite and graphite (Type A -Size No. 5)
Approved For Release 2000/04/1887CIA-RDP81-010~~ffd~bOD~ObB'~-4
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
FERROUS METALLURGY C O N F I D E N T I A L
H H H H
~ ~ ~ ~
C~" Ca' C~' CD'
?' ~ c~ ao rn ti m
? ~ ~ ~ ~ ? ?'
~U
~a"~
'U
M
fti
01
-~i
-
ir
I
L
O
C~-
C-
r-1
t0
r-1
U2
W
GV
CV
CV
N
r-1
~
~ ~
N
N
~ ~
~
z
O
O
O
O
1
z
z z
-
zl
CV
M
rl
~
CV ~--1
d~ C1 M r-I CV 00 lf~
M M M M ~7 M M
v u~ liJ LC7 lL7 r?
r-I t-i r-1 r-1
CV GV M C~] ~
0 0 0 0 0
c- a cn co rn o o ~ o
~~ 0 0 0 0 0 0 0 0 0
0 0 0 0
O
T~
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001 ~4
CONFIDENTIAL 288
bA
 C O N E 1 D E N T I A L FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
MISCELLANEOUS BOLTS, SCREWS, NUTS AND WASHERS
Bolt -Engine Hold Down
The bolt has 0.545 " diameter shank by 5 -1/ 2 " long. The end of a cold
drawn bar was hot upset to forma 7/8" hex head. The flash was cold
trimmed from. the bottom of the head. The end of the ,shank and underside
of the head were rough turned. Threads were cut and the cotter pin hole
drilled.
The composition of the steel used is:
C
0.42%
Si
0.36%
Mn
0.71
C r
0.93
P
0.029
Ni
0.15
S
0.026
Mo -
None
This approximates the specification for FS 5140.
Hardness Test:
Surface -Rockwell "C" 30. 29-30
Microstructure:
Dense pearlite with a small amount of ferrite in the grain boundaries.
Grain size medium, no decarburization on threads. This structure
indicates a fast cool from the hot rolling operation with no subsequent
heat treatment.
Washer -Engine Hold Down Bolt
The washer was made by machining from 1" O.D. round bar stock. The
I.D, is 5/8 " and the thickness of the washer is 1/8 ". Low carbon bar
stock was used of approximately 0.15% carbon.
Hardness Test:
Surface -Rockwell "B" 93 to 95.
Microstructure:
Blocky ferrite and pearlite with directional properties visible in the
grains. There was no heat treating on the part.
Studs and Nuts -Oil Pan
The studs are 5/ 16 ?' x 1-9/ 16 " machined with cut thread from round bar
stock and then heat treated. The nuts were machined from 17/32" hex and
likewise heat treated.
- 289 - CONFIDENTIAL
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 FERRO~~~a~'~t..c~elease 2000/04/18 :CIA-RDP81~~~I~~~dd~Pb'001-4
The chemical analysis is:
Studs Nuts
C
0.46%
0.45%
This composition corresponds ap-.
Mn
0.6fi-0.62
0.56
proximately to FS 1045 with resid='
P
0.023
0.039
ual chromium and nickel present.
S
0.035
0.034
Si
0.27
0.18
Cr
0.10
0.25
Ni
0.10
0.13 '
Mo
0.02
0.01
Bolt -Transmission Drive Gear
The bolts were. machined .from bar stock of medium carbon, chromium,
nickel, silicon steel. The round, flat slotted head- is 1-1/32" O.D., the
shank is 0.632" and the length of the bolt is 2-3/8". The machining on
the bolt is rough. The head is undercut and the slot is off center. The
threads were cut, the cotter pin holes were drilled and chamfered and the
threads rechased. After heat treatment, the shank was ground.
The analysis of the steel used is:
C
0.43%
Si
1.20?Jo
Mn
0.37
Cr
1.54
P
0.021
Ni
0.27.
S
0.022
Mo
0.06
There is no comparable American specification for this ,.composition.
Hardness Test:
Surface readings on the- shank of three of the- twelve bolts used were:
1 -Rockwell "C " 37
2 -~ Rockwell ''C" 25'
3 -Rockwell "C" 29
This is a somewhat wider range in hardness than used in ordinary practice
for this class of bolt.
Nut -Transmission Drive Gear Bolt
The castellated nut was. machined from 1-1/16'' hex bar stock and was
not heat treated. The composition, -shown below, does not correspond to
FS 1040 in that the manganese content is low.
C
0.41%
Si
0.18?
Mn
0.41
Cr
None
P
0.046
Ni
0.21
S
0.029
Mo
-None
C*O ~4Nf~'tV~~l IF~4C Release 2000/0~~8 : CIA-RDP81-010448000100070001-~'J
?:~:
,,
 CONFIDENTIAL FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Hardness Test:
Brinell 231 from Rockwell "B"
Microstructure:
Blocky pearlite and ferrite.
Cap Screw -Final Drive Housing to Hull
The cap screw is 3/4" x 2-?/16" and was upset to form the head. The
composition shown below, corresponds to FS 1040 with residual chromium.
C
0.41%
Si
0.28
Mn
0.60
C r
0.20
P
0.38
Ni
0.09
S
0.49
Mo
None
Hardness Test:
Brinell 170, 185, 190.
This hardness indicates there was no heat treatment on the bolt.
Cap Screw -Final Drive Housing to Hull Thru Pinion Bearing
The cap screw is 7/16" x 2-1/2" and was upset to form the head. The
composition shown below, corresponds to FS 1020 steel.
C
0.18%
Si
0.27
Mn
0.50
Cr
0.13
P
0.015
Ni
0.15
S
0.050
Mo
None
Hardness Test:
Rockwell "B" 80 to 82, 74 to 76, 77.
There was no heat treatment on the screw.
Cap Screw and Spring Lockwasher, Suspension Thrust Plate to Hull
The cap screw is 3/4" x 2-3/16" and was upset to form the head. The
cap screw was made of a composition corresponding to FS 1015 and the
washer from FS 1060. The residual alloys in both these parts are high
and may have been outright. additions. The .analysis is shown below:
Cap Screw Lockwasher
C
0.17%
0.59%
Mn
0.51
0.93
P
0.026
0.018
S
0.042
0.032
Si
0.03
0.23
Cr
0.21
0.24
Ni
0.21
0.18
Mo
None
0.07
- 291 - p T~y
Approved For Release 2000/04/18 :CIA-RDP81-01~44R0~01~00700~1-4
 FER~opproveTC~'or ~eYease 2000/04/18 :CIA-RDP81-0~~4~~~~~~~~'01-4
Hardness Test:
Capscrew Brinell 118, 120 (300/2000 Kg.) ` on head. Brinell 131
(2000 Kg.) on body.
Lockwashers -Bend Test OK
Rockwell "C " 4J to 50 on two washers, one of which was broken.
The wide range in hardness on these three lockwashers, tested, -indi-
cates lack of close control to obtain spring hardness on heat treatment.
C o@'~1 release 2000/04%18 :CIA-RDP81-010448000100070001:-4
 CONFIDENTIAL FERROUS- METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
ANTI FRICTION BEARINGS -BALL AND ROLLER
Four bearing assemblies of this type were given metallurgical exa.rnination;
two each of ball and roller bearings. A large and small bearing of each
kind were selected as representative of those of Russian make used in the
vehicle. The bearing races, balls and rollers were made of high carbon,
chromium steel with varying small fractional percentages of nickel of the
approximate composition FS E 52100 or FS E 51100 and hardened through.
Both of the large bearings were made of the higher chromium FS E52100
and the smaller bearings were. made of FS E51100 except for the inner
race of the small ball bearing.
The composition and properties of the bearings are shown in Table X.
The micro-structure of the .races. and rollers or balls is similar for all
of the bearings and consists of small spheroidal carbides in a martensite
matrix. They may possibly have been a low temper.
See also the Appendices of this report entitled:
Ball and Roller Bearings -List
25X1A
- 293 -
Approved For Release 2000/04/18 :CIA-RDP81-o~o~~SbB~'~~~~~1-4
 FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010~~~~~IQ~dd~~4
N
\ C' M N
.-I O M O
N ,-, ,.., ,.~
N
~M N
M O
O ~y
O W
V~ O sM N Qs ~ .-i M ~ ~
M t0 O O .-~ ~ py O - _
0 0 0 0 0 zoo a a:
~~
CO ~
O
tp N
H
\ ~-i
M 1
1 N
e-~
O M cr
eH O O N 00 .O-1 O ~
O C O O d C C cM0 ca
00 V~ .-~
O N p p O G1 O O ~
M 01 N O
~'+ O O O O O C O t00 t00
Lam- M
ti N ~"~ N
M O O C7
O O O p
N O O
O O t0
O N N ti N I[) N t0
+"~ c~ O O N ~ N O
~"~ O O O D ...i e'i n
N N
O O N ~ H O
O O p ry O O
~ N
O tD
M
t0
r-1 N
t0 tD
M
H M N r01 E'll er ? r0-1 O ~
~ O O O O ~-1 O O CNO t~D
N CD ~ O N N
O .-+ O Zi ~O cp
V~ N it
N N N C- ep eD .Ca
O N M M O N~7"y
O O .-~ O O c0 N
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
METALLURGY
Non-ferrous
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 C O~Ippr~~v~~ ~~AF~elease 2000/04/18 :CIA-RDP81-010448000100070001-4
NON-FERROUS METALLURGY REPORT
Sheet No.
Conclusions .................................... 297
Parts Examined ................................. 297
Aluminum Alloys ................................ 298
Aluminum-Silicon-Magnesium Alloys ............... 299
Aluminum-Copper Casting Alloys ................. 299
Aluminum-Copper-Zinc Alloys ................... 300
Aluminum-Copper-Silicon Alloys .................. 300
Aluminum-Copper-Nickel Alloys .................. 301
Duralumin Alloys ............................ 301
Miscellaneous Aluminum Alloys .................. 301
Detailed Reports on Individual Parts ............... 302
Zinc Alloys .................................... 351
Zinc-Aluminum-Copper Alloys ................... 351
Zinc-Aluminum Alloys ......................... 351
Detailed Reports on Individual Parts ............... 353
Copper Alloys ................................... 361
Copper-Zinc Alloys ........................... 361
Copper-Zinc-Tin Alloys ........................ 361
Copper-Aluminum-Iron Alloys .................... 362
Copper-Silicon-Zinc Alloys ...................... 362
Detailed Reports on Individual. Parts ............... 363
Contact Points, Voltage Regulator ..................... 371
p
Approved For Release 2000/04/18 :CIA-RDP81-01 ~4$I~~b~b~lTO~~-4
 CONFIDENTIAL NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Subject: Metallurgical Analysis of Non-Ferrous Components in
T34 Tank
Conclusions: On basis of this investigation it was generally found that:
1 -Choice and quality of non-ferrous alloys used in the
T34 tank applications were satisfactory..
2 -Chemical composition of T34 parts indicated that
primary metal or a high grade of scrap was- employed
by the manufacturer.
3 - T34 non-ferrous components revealed that the ,quality
of workmanship and condition of manufacturing equipment
were consistently below normal standards associated
with good industrial practice. However, this condition
did not seriously reflect on the serviceability of the
parts.
4 -The non-ferrous materia s in the T34 tank were
comparable to non-ferrous alloys commonly employed
in United States and Western Europe.
Parts Examined: Parts analysis contained in this report was confined
to the non-ferrous companents used in the engine and
accessories of the T34 tank, Essentially three basic
alloys constituted the non-ferrous- materials in the tank.
They are. as follows;
Section A -Aluminum Alloys
Section B -Zinc Alloys
Section C -Copper Alloys
Attention. is also called to the use of tungsten in an
electrical contact.
- 297 - ENT1,p~i,~
Approved For Release 2000/04/18 :CIA-RDP81-01044R0~~100070001-4
 NON-FERROUS METALLURGY O N F I D E ii~~r11AA~~..
Approved For Release 2000/04/18 :CIA-RDP81-0 044R000100070ov1-4
SECTION A -ALUMINUM ALLOYS
The T34 tank made extensive use of aluminum in the engine and accessory
parts. Approximately one thousand pounds of aluminum alloys were found
in the form of castings, forgings, and wrought bar and sheet stock. See
Table I for a detailed list of -the form, chemical composition, and weight
of each of the parts. As the bulk of aluminum used was in cast form, the
following captioned paragraphs contain general discussion on the various
aspects associated with foundry practice and procedure as reflected in
T34 tank castings.
Metal Quality: Particular attention was devoted, to the quality of metal
used. in the castings. Both X-ray and macro examination indicated sound
metal structure of good uniform grain size in the cast components. This
condition suggested the possibility that some type of modifying agent or
grain refinement :had been employed. However, chemical analysis failed
to support this contention conclusively.
Finishing: This section refers to the amount of cleanup and the manner
in which it was done in addition to the general appearance of the exterior
parts. In this respect, the permanent mold castings were found to be in
fair to poor condition. Heavy parting lines due to improper closing of the
molds were noted. This caused excessive formation of flash which could
only be removed by considerable cleanup, an operation both time consuming
and costly. Also, the crude manner in which the cleanup was done as noted
by the tool marks on the parts showed a certain degree of carelessness
on -the part of the workman or lack of proper cleanup methods. Exterior
surfaces were generally rough, reflecting rough mold surfaces and improper
finishing operations.
Foreign Inclusions: Core wires and sand inclusions were revealed. in :many
of the sand castings and semi-permanent mold castings. Also, the effects
of soft ramming, inferior mixes and rough handling of cores and molds
were noted. These factors indicated that the quality control of the sand
in the foundries was inferior to our accepted standards.
-i
Chaplets; One instance where chaplets were employed to hold the sand
cores in position resulted in severe segregation, cracking, and .porosity
in their adjacent areas.
": l.t 1~
Design: Castings were designed with suitable fillets and proper blending
of the thin and heavy sections. Also, extensive use was made of cross
hatching permanent .mold sides in order to make the metal .lie quiet during
the casting process. This is considered good practice and is used to
promote better surface condition in many castings.
~ ~d~~F81J~~! i~b4~~elease 2000/04/18 :CIA-RDP81-01044R00010007000'~
,~,
 C O'N f l D E N T I A L NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Heat Treatment: Hardness -values indicated that good heat. treating pr-actice
was being observed in ,fabrication of the .castings.. However, it is believed
that many of the accessory castings not. requiring maximum mechanical
properties were unnecessarily heat treated thus adding .to production costs.
To -avoid repetition during the discussion of each of the individual :parts,
the following general comments are applicable to each of the ...groups of
non-ferrous aluminum alloys used in the T34 tank.
Group I
Aluminum-Silicon-Magnesium Alloys
The chemical composition of these alloys ranges between these limits:
Silicon 5 -13%v
Iron .7?,~
Magnesium .2 -.7%
Manganese 0-.6%
Aluminum Balance.
The majority of aluminum components both by weight and number used in
this tank engine were cast .from a modified siiumin alloy. This alloy,
common to European practice, contained 8-10% silicon and 0.3?Io magnesium.
The silicon content is approximately 1?Jo above the maximum limits specified
for silicon in the.. Alcoa 356. alloy. and slightly more than this for Alcoa
355 alloy, however, it is common practice to consider all, of these alloys
in the same category.
The cylinder block with its many cored passages is a good example of an
intricate casting illustrating the excellent castability of the. alloy. This- ma-
terial also provides a good combination of .resistance to corrosion and pres-
sure tightness: It is used in casting applications receiving severe usage. It
responds readily to heat treatment, with various combinations of mechanical
properties obtainable by solution heat treatment and artificial aging. This
alloy was used to good advantage in sand, permanent mold, and semi-
permanent mold castings for numerous components in the T34 tank engine
as indicated in Table I.
Group II
Aluminum -Copper Casting Alloys
The ranges for the usual chemical composition of these alloys are:
Copper
6-8%
Iron
0.3 -1.5?,b
Silicon
0.3 -4. (~
Zinc
0-2.5%
Aluminum
Balance
- 299 -
Approved For Release 20Q0/04/18 :CIA-RDP81-01~~~(~d(~I~~Tl~"'I -4
 Nov-pprove?c~~or~e~e~'ase~000/04/18 :CIA-RDP81-01 ~~I~b~bRddtl~'ddba -4
Alloys in the above .ranges are usually produced from secondary material
which, accounts for the presence of manganese, nickel. and other common
impurities generally found in aluminum. At one time, alloys in this -range
constituted a large portion of our production. Some of the better known
designations are Alcoa's 112-1.13 or No. 12. It is employed in intricate
casting designs where pressure tightness is a requisite. Machinability is
good. The .alloy is heat treatable but more often is used without any.
treatment because the improvement in mechanical properties -does not
warrant the additional cost in many instances. A good application of this
alloy was shown in the air cleaner to intake manifold elbow casting.
Group III
Aluminum-Copper-Zinc Alloys
Chemical composition of these alloys ranges between the following limits:
Copper-
1-4%
Iron
Max. 1.5%
Manganese
0-1%
Nickel
0 -1%
Silicon
Max. 3%
Zinc
4 -15%
Aluminum
Balance
Referred to as the German alloy, this alloy -has good castability, high
strength, and ductility and was satisfactorily used in the production of the
upper and lower transmission cases. It functions as an intermediate alloy
between aluminum-copper and aluminum-silicon alloys. With .zinc the alloy
age hardens rapidly at room temperature with resultant losses in ductility.
Also, these alloys are considered to be hot short if the iron and silicon
content is low and as such should ,not be cast in a permanent mold: A
comparable aluminum alloy specified' within this .composition range would
be Alcoa 645.
Group N
Aluminum-Copper -Silicon
Chemical composition ranges between:
Copper.. j
2 -6?,b
Silicon '
3-6%
Iron
1?,~
Aluminum '
Balance
Alloys within this range compared to the Alcoa 85 alloy used in die casting
applications, having excellent castability with a low shrinkage coefficient,
C 0,~~~~~ i~b~-14elease 2000/04/18 :CIA-RDP81-010448000100070001:-4,
 C O IV F I D E N T I A L NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
particularly suited to parts which must withstand high pressure in service.
Although classed here as die casting alloys, they can be used for permanent
mold castings such as in the T34 fuel transfer pump. Machinability is
generally considered inferior to the aluminum-copper alloys.
Group V
Aluminum-Copper -Nickel
Chemical composition ranges between:
Capper
3-5%
Nickel
1-2.5%
Magnesium
.5-2.0?,b
Iron
.7?,~
Silicon
.7?~0
Aluminum
Balance
Alcoa 142 alloys of the "Y" alloy type fall within this wide classification.
These alloys have high mechanical properties in the as cast and heat treated
condition. Alloys in this group are often used for forging stock as in the
case of engine pistons because of the good hot strength properties imparted
by the nickel and the general good forging characteristics of this material.
Group VI
Duralumin Alloys
Chemical composition ranges between:
Copper
3-5%
Iron
Max. .8%
Magnesfurn
.3-2.0?b
Manganese
.3-1.5%
Silicon
.2 -1.5?~O
Aluminum
Balance
Group VII
Miscellaneous Aluminum Alloys
One part to be included in this catE-gory was the water filler and pressure
cap housing which apparently was composed of a high zinc (25.4%) copper
(8.2%) alloy. The large amount of impurities present indicated that this
alloy was of a secondary nature melted down from scrap containing high.
zinc and copper. The corrosion rate of such an alloy increases as the
zinc content increases and as such is not considered to be very satisfactory
when exposed to a corrosive environment.
The remainder of this section is devoted to the detailed examination of
each of the aluminum parts, i
- 301--
Approved For Release 2000/04/18 :CIA-RDP81-O~~~f~~~~~~I'8`d'01-4
_ ,~
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
25X1A
Laboratory Serial No. 262056 Date
XC ED NO. H-025 and H-21 -Revealed shrink
n norosy v in cen .er web eactl nn at ~i~nr+-~ ~~ ~~ h~ayar tc thin sun+3
10 blocks. Fair aualit~
MACRO EXAMINATION: Photograph 6372B shows medium uniform grain struc-
ture with location of porosity in thin to heavv section
CHEMICAL ANALYSIS: Si 8.7~, Cu 0.15, Fe 0.5196, Mg 0.31,, Mn 0 X396,
Ti 1.1~ Cr /?1~, Zn /.5~, Ni .5~
Compares to Alcoa X56 cello
HARDNESS VALUE: 93 B.H.N. Weight of 0.92 Pounds
Finish Rough saw cuts where gate and risers had been trimmed
COMMENTS: A. Workmanship Mold surfaces rough. -Parting lines heavy
indicative of poor closing of the mold.
B. Machining- Aluminum bearing surfaces -machined and
ground finished to 70-80 micro inches,
C . Design Quality Satisfactory - except a more suitable ble
_~Ilg iri web section i Aht havrj ell mi na tad ahri nlc
D. Manufacturing Method & Quality Permanent mold casting- -
F3.H.N. value indicates heat treatment? sol'n Tr and aged
MICROSTRUCTURE: Alumir---- - Siiic"
magnesium eilicide, which makes this a11o
CONFIDENTIAL
 ~ ?N F I D E N T I A L NON-FERROUS METt1LLURGti'
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
6372 B -MACRO SECTION OF CAMSHAFT BEARING BLOCK
- s3 0:~ -
Approved For Release 2000/04/18 :CIA-RDP81-0~'I ~4~F~~80~1~0~0~~01-4
 ~ww-rcrcKVUa Mt 1 HLLUK(yY
Approved For Release 2000/04/18 :CIA-RDP81-01~0~4~(~d~l~~Tb98~1-4
Part Name Camshaft Bearing Cap
Laboratory Serial No. 262056 Date
X-RAY EXAMINATION: XCED NO._ H-025 and H-215 Showed no appa_,?ent
shrink or porosity in 10 ca a inspected -Good t~ualit .
MACRO EXAMINATION:
CHEMICAL ANALYSIS: Si 8.7?6, Cu 0.15, Fe 0.51, Mg 0. 1~, Mn 0 x+396,
Ti 1.1~, CrL.l~, Zn L. S~, Ni_L_ _5~
Compares to Alcoa
HARDNESS VALUE: 93 B.H.N Weight of 0.x+2 Pounds
Finish Rough saw cuts where gates and risers and flash had been trimmed.
COMMENTS: A. Workmanship Mold surfaces rough. Good workmanship on
the vital areas i.e. bearing areas.
B. Machining Rou chamfers -Aluminum bearing surface
machined and ground to 70-80 micro inches.
C. Design Quality Satisfactory
D. Manufacturing Method & Quality Permanent mold caetinR_-
Good quality -B.H.N. value indicates heat treatment. Sol'n treat and aged.
MICROSTRUCTURE: Aluminum ailicide constituent uniformly dispersed
~Alao magnesium ailicide, which makes this alloy heat treatabJ.e.
C O ~l~r$~~i~c~'~Release 2000/04/18 :CIA-RDP81-010448000100070001-
25X1A
 Nordff~F~~'~t'~~~~1000/04/18 :CIA-RDP81-01~1~4~~d~ ~~~l~l -4
Oil Pump Body (4 sections)
Laboratory Serial No. 26310+ Date
X-RAY EXAMINATION: XCED NO. H-1~+5 - One of the four parts had
shrinkage in center body section at ,junction of thin to heavy area -Good
quality -
MACRO EXAMINATION: Macro inspection, photograph 6+04, exhibited a uni-
form fine grain size in all four segments.
CHEMICAL ANALYSIS: Si 8 2~, Cu /.6~, Fe .53~, Mn .27~, ~ ?23~,
Ni L. 596, ~' L 0486, Cr. 05g~, ~ L? 5~, Ti . ~+~
Compares to Alcoa 356 alloy
HARDNESS VALUE: 89-96 B H N Weight of 4.62 Pounds
Finish Rough cleanup on exterior portions of pump body -Tool marks.
COMMENTS: A. Workmanship Mold surfaces rough -Heavy parting lines
indicative of improper closing of molds.
B. Machining Ground finish on surfaces of flanges and in-
terior pump faces - 35 to 40 micro inches
C. Design Quality Satisfactory -Although some grossness
exists in _mar~y_seetione.
D. Manufacturing Method & Quality Permanent mold casting -.
Good quality -B.H.N. value indicates heat treatment - Sol'n tr and aged.
MICROSTRUCTURE: Aluminum. silicide in medium form thru matrix. Sli hg_t
amount of acicular Al-Fe-Si noted Mg appears to be all in solid solut_ on?
25X1A
C Op~IDPq~~1~m1' 1~elease 2000/0411 ~~sCIA-RDP81-010448000100070001-4_:
 ~: C7 N F I D E N T I A L NO~I-FERROUS METALLURCGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
6404 -MACRO SECTION OF OIL PUMP BODY - T34 ENGINE
`3 i)7 ~CONFIDENITIAL
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 NON-FERROUS METALLURGY p ty p t~T A I,
Approved For Release 2000/04/18 :CIA-RDP81-01044R0~~10~070~001-4
Part Name Camshaft Drive Pinion .Bearing Support
Laboratory Serial No. 263105 Date
X-RAY EXAMINATION: XGED NO. H-152 - No porosity
or shrinkage noted during radiographic inspection -Good quality.
MACRO EXAMINATION: Photograph 6405, showed a very fine uniform grain
structure.
CHEMICAL ANALYSIS: Si 8.2~, Cu ~.6y6, Fe .47~, Mn .24~, Mg .26~,
Ni L. 5~, Cr . o4g6, ~ ~. 59~, Ti L. 05~, Zr ~. o5y~
Compares to Alcoa 356- alloy
25X1A
HARDNESS VALUE: 96 B.H.N Weight of 1.56 Pounds
Finish Rough cleanup -Tool marks -presence of burned sand -poor
finishing -Excessive cleanup.
COMMENTS: A. Workmanship Mold satisfactory -Sand cores showed signs
of soft ramming -foreign inclusions (sand).
B. Machining Finish ground surfaces (40-50 micro inches on
flanges and bearing areas.
C . Design Quality Ribs poorly blended to body -Wall
sections heavily scribed good practice.
D. Manufacturing Method & Quality Semi-permanent mold cast-
Good quality of metal - BHN value indicated Sol'n tr. and aged condition.
MICROSTRUCTURE: Aluminum silicide present in medium. to coarse form
in matrix.
~ ~~rbe~~elease 2000/04/18 8 CIA-RDP81-010448000100070001-4
 ~ ?~1 F I D E N T I A E. NON--FERROUS MET ALLURG'f
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
fi405 -MACRO SECTION OF CAMSHAFT DRI'PE PINION BEARING
SUPPORT - T34 ENGINE
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010~~~IB(~dd(~!~
Part Name Upper Acc?ssory Drive Shaft Bearing
Laboratory Serial No. 263101 Date
X-RAY EXAMINATION: XCED NO. H-148 - No porosity or shrinkage
detected by this method -Good quality.
MACRO EXAMINATION: Photograph 6406, showed a uniform dense structure
- very food-metal Quality.
CHEMICAL ANALYSIS: Si 8?l~, Cu 1.6~, Fe .4996, Mn .26~, Mg .2396, Ni L. 596,
Cr 1.05, ~ /?5~, Ti x.05;6, zz' L?05~
Compares to Alcoa 356 alloy
~'-
HARDNESS VALUE: 100 B.H.N.
Weight of
1.56 Pounds
Finish Heavy tool marks caused durinsz core knockout Rough aaw cuts at
riser and gating areas -burned sand.
COMMENTS: A. Workmanship Rough interior surfaces possibly due to
poor sand coring practice i.e., soft ramming.
B. Machining Ground surfaces on flanges and bearing
areas 25-35 micro inches.
C. Design .Quality Grossness in design,'- poor blending of ribs
D. Manufacturing Method & Quality Semi-permanent mold -
Heavily scribed surfaces -Good quality of metal - BHN indicates solution heat
treatment and a~inQ.
MICROSTRUCTURE: Aluminum silicide in medium form dispersed thru matrix.
~ ~169~'E~4-AR~elease 2000/04/1~~ CIA-RDP81-010448000100070001-4
 C ?N F I D E N T I ~1 L NON-FEF'R~US MET~4LLURL~Y
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
?i406 -MACRO SECTION OF ACCESSORY DRIVE SHAFT BEARING
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 N~pprove?d~or ~2e ease ~~00/04/18 : CIA-RDP81-010~~~(~'~F~l~b~4
Part Name Generator Coupling Drive Shaft Center Bearing
Laboratory. Serial No. 263099 Date
X-RAY EXAMINATION: XCED NO. H-1~+6 - Revealed shrink at
,junction of heavy flange to thin wall section of body. Some blows as gas
holes and porosity -Fair quality.
MACRO EXAMINATION: Photograph 6lF07, showed a uniform fine grain size -
dense sound structure.
CHEMICAL ANALYSIS: Si 8.79b, Cu j?6~, Fe .52~, Mn ..28y6, Mg .30~,
Ni L.5~, Cr j.0~+~, ~ ? 5~, T3. /.05~, Zr L.0596
Compares- to Alcoa 356 also 25X1A
HARDNESS VALUE: 93 B.II.N. Weight of 1?~2 ~ Pounds
Finish Cleanup normal -Some evidence of tool marks and burned core sand.
COMMENTS: A. Workmanship Molds not closing properly as indicated by
heavy parting line. Rough interior surfaces due to sand core erosion.
B. Machining
25-60 micro inches.
.C. Design Quality Gross design in flange areas -Good blend-
ing of sections.
D. Manufacturing Method & Quality Semi-permanent mold
casting -Good quality of cast metal -Scribed mold - BHN value indicates
sol'n treat and aged casting.
MICROSTRUCTURE: Medium form of aluminum silicide constituent cl.ispersed
uniformly in matrix. Normal structure.
~~rf~4@c# ~dr~P~lease 2000/04/1812CIA-RDP81-010448000100070001-4
 C O N F I D E N T I A L NON--FEIRROUS MET'ALL._URGY"
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
6407 -MACRO SECTION OF GENERATOR DRIVE SHAFT
('ENTER BEARING
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 NON-FERROUS TALL
Approved For I~e~lease~bYO/04/18 :CIA-RDP81-0104~00'O#OOQ~I~Op11AE~
Lower Camshaft Drive Gear Searing
Laboratory Serial No. 263102 Date
X-RAY EXAMINATION: XCED NO. H-1~+9 Revealed a sound
structure, no porosit or shrinkage detected Good quality
MACRO EXAMINATION: Photograph 61+C showed a uniform fine gain
structure -Good quality
CHEMICAL ANALYSIS:Si 8.396, Cu /.6~, Fe 52~, Mn 2oyo, Mg 30~,
Ni 1.5~, Cr .0~+~, Zn ~ 5~, Ti / 05~, ~' / 0596
Compares to Alcoa 6 alto 25X1 A
HARDNESS VALUE: 100 B.H.N. Weight of 1.80 Pounds
Finish Satisfactor cleanup -Tendency to leave more stock than normal
machining allowance needs.
COMMENTS: A. Workmanship Heavy parting lines indicate mold not ~`
completely closed.
B. Machining
bushing and flange surfaces.
Finish ground to 22-25 micro inches on all
C. Design Quality Satisfactory -Good blending of sections -
Could reduce section thickness.
D. Manufacturing Method & Quality Semi-permanent mold
casting. Good quality casting -Scribed mold walls - B H N value indicates
solution treatment and age to Alcoa T6 condition.
MICROSTRUCTURE: Medium form of the usual aluminum silicide dis ersed
uniformly thru matrix. Normal structure.
~ ~A~I#r#~3~d`~FTd~elease 2000/0~/1~~4 CIA-RDP81-010448000100070001-4
 C~ N F I D E N T t A L NON--FEF2ROUS METALLUR[=,`~
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
6409 -LOWER CAMSHAFT DRNE GEAR BEARING - T34 ENGINE
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 NON-FERROUS METALL
Approved For Release~~~/04/18 :CIA-RDP81-01044~ROUA'FO~B~Op11gA~;
Part Name Generator Couplin~g Drive Shaft End Bearinigs
Laboratory Serial No.
263103
Date
X-RAY EXAMINATION: XCED NO. H-150 Revealed a very sound
dense structure - No shrink - No porosity -Good quality.
MACRO EXAMINATION: Photograph 6+08, showed a fine uniform grain
structure -Good metal gualit~r.
CHEMICAL ANALYSIS: Si 9.2`~, Cu 1.6~, Fe .609b, Mn .25~, Mg .30~,
Ni .5 Cr .04 Zn .5~ Ti .05 Zr .0596
Compares to Alcoa 356 alloy
HARDNESS VALUE:
100 B.H.N. Weight of 0?~~+ n,,,,,,,a~
Finish Satisfactory -little cleanup noted.
COMMENTS: A. Workmanship Mold appeared in good condition workman
ship satisfactory.
B. Machining` Finish ground surfaces ?+5 to 50 micro inches
on bearing areas -Stock-left for.machining allowances more than necessary
C . Design Quality ~ ~tisfac.tory -Although heavy. sections
could be reduced.. and ribbed.,for-strength.
D. Manufacturing Method. ,,& Quality__ Permaazent mold cacti a -
Flange areas of mold scribed -B.H.N. indicates solution treatment and aged
to Alcoa T6 condition.
MICROSTRUCTURE: Medium form, of aluminum silicide resent in matrix -
Normal structure -Also evidence of aluminum iron - silicide constituent in
acicular form.
~ ~~Ifr~Td~?~#elease 2000/0~/'~~'~ CIA-RDP81-010448000100070001-4
 C~~ F I D E IV T I L L t~OtJ- FERROUS MET~~LLURGY'
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
~i408 -MACRO SECTION OF GENERATOR COUPLING DRNE SHAFT
END BEARING - T34 TANK ENGINE
+~C~NFIDinNT1Al. ~I
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-01~~4~~d~1~1~~~'1-4
Part Name Generator Drive Shaft Bearing Sleeve
Laboratory Serial No. 263100 Date
X-RAY EXAMINATION: XCED NO. H-1~+7 Revealed heavy porosity
in front bearing area, also blows in form of gas holes: Fair quality.
MACRO EXAMINATION: Uniform fine grain size.
CHEMICAL ANALYSIS: Si 7.7~, Cu L.6'~i, Fe .6090, Mn .25~, Mg .3096,
Ni 1.5~, Cr L.0596, ~ L? 5~, Ti L. 05~, Zx' L? 05~
Compares to Alcoa 356 alloy 25X1 A
HARDNESS VALUE: B?g?N? 7~ Weight of 1?x+6 Pounds
Finish Excessive cleanup needed -tool marks -burned sand -Flash and__
heavy gates sawed off.
COMMENTS: A. Workmanship Mold not closing properly -Sand cores
were poor resulting in washes and erosion.
B. Machining Ground finishes on bushing to 32-35 micro
inches; on flanges - 55-70 micro inches.
C. Design Quality Satisfactory.
D. Manufacturing Method & Quality Semi-permanent mold
casting -Mold scribed ~ B.H.N. value indicates part in as-cast condition.
MICROSTRUCTURE: Medium aluminum. - silicide constituent uniformly dis-
persed thru matrix. __
C 0,~~~~~ ~b~-~telease 2000/04%18 :CIA-RDP81-010448000100070001-4
 NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-O'~O~~~b81~0~f~b1-4
Part Name Oil Pan (Lower Crankcase)
Laboratory Serial No. 263163 Date
X-RAY EXAMINATION: XCED NO. H-160 Revealed a good sound
structure, little to no shrink or porosity in this large casting -Good
quality.
MACRO EXAMINATION: Photograph 6+21, showed a medium to fine uniform
grain structure, some pinhole porosity -Good quality casting.
CHEMICAL ANALYSIS: Si x.796, Cu Tr., Fe.l-1~, Mn .l-l~O,, Mg .l-1y6,
Ni 1.5~,, Zn. L, 5~ Ti x.196, Cr Nil, Zr Nil
Compares to
Alcoa 356 alloy 25X1 A
HARDNESS VALUE: B.H.N. 70 Weight of 5~+?0 Pounds
Finish Normal cleanup - slight core shift -Used phthalate type of coating
on interior and exterior.
COMMENTS: A. Workmanship Some erosion -Some incomplete coring -
rough finish possibly due to soft ramming.
B. Machining Finish machined flange faces to 100-110
micro inches. Machining allowances greater than needed.
C. Design Quality Satisfactory filleting and blending. Rib
design poor-used a rounded rib design -Heavier section thickness in rib
would be advisable.
D. Manufacturing Method & Quality Sand casting -Good
guality - B.H.N. reveals part was in the as-cast condition.
MICROSTRUCTURE: Simple structure showing aluminum eilicide dispersed
thru matrix.
C O~{~,~~q- 4~elease 2000/04/18 :CIA-RDP81-010448000100070001-4
 ~~ IV F I D E N T I A L NON -FERROUS METALLURG;Y
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010~~f~'~~~I~b~4
Part Name Engine Crankcase (Up er)
Laboratory Serial No. 26316+ Date
X-RAY EXAMINATION: XCED NO. H-161
Little to no.ahrink or porosity as normally detected by radiographic inspec-
tion -Gold quality.
MACRO EXAMINATION: Macro inspection, photograph 6+22, ahawed. very
large gross grain structure indicative of a slow cooling process during
casting. Shrinkage evident in dendritic pattern.
CHEMICAL ANALYSIS: Si 10.7' Cu tr Fe .1-1?~ Mn .1-1~ Mg .l-1~
Ni L.5'j(i Zn L.5~6 Ti L.l~i Cr Nil zr Nil
Compares to Alcoa 356 alloy 25X1A
HARDNESS VALUE: BHN 93 Weight of 59 Pounds
Finish Poor cleanup on casting -Foreign inclusion in form of sand -some
plate formed.
COMMENTS: A. Workmanship Satisfactory -Good sand coring practice.
Slight washes.
B. Machining Satisfactory -Flanges machined to 100-169
micro inches. Sleeve insert surfaces ground to 25 to 30 micro inches.
C . Design Quality Satisfactory design -Good radii blend-
ing practiced. Boss areas slightly gross.
D. Manufacturing Method & Quality Sew-permanent mold
casting -Good quality. BHN value indicates part was sol'n treated and aged
to the Alcoa T~, condition. Molds scribed to improve casting.
MICROSTRUCTURE? Silumin alloy -Aluminum silicide constituent dis-
persed thru aluminum matrix.
- uuu -
~ ~~r~~c~r~elease 2000/04/18 :CIA-RDP81-010448000100070001-4
 CONFIDENTIAL N0~1-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-01 ~4~F~~b~f~b~~f~~~'-4
Laboratory Serial No. 263165 Date
X-RAY EXAMINATION: XCED NO. H-162 Numerous blows in form
of gas and porosity -One crack between #1 and #2 cylinders thru sound metal
section -Good quality.
MACRO EXAMINATION: Macro inspection, photograph 6~+2~+, shows a fine
uniform grain size -Metal quality good.
CHEMICAL ANALYSIS: Si 8.7~, Gu tr, Fe .l-l~, Mn .1-l~i, Mg .1-1~
Ni L .5~, Zn 1 .5~, Ti L .1~, Cr Nil, Zr Nil
Compares to Alcoa 356 alloy 25X1A
HARDNESS VALUE: B$N 93 Weight of 59 Pounds
Finish Poor cleanup on castixxg -Foreign inclusion in form of sand -Some
plate formed.
COMMENTS: A. Workmanship Satisfactory -Good sand coring practice.
Slight washes.
B. Machining Satisfactory -Flanges xn,achined to 100-169
micro inches. Sleeve insert surfaces ground to 25 to 30 .micro inches.
C. Design Quality Satisfactory design -Good radii blending
practiced -Boss areas slightly gross.
D. Manufacturing Method & Quality Semi-permanent mold
casting -Good-quality. BHN value indicates part was sol'n treated and aged
to Alcoa T~ condition. Molds scribed to improve casting.
MICROSTRUCTURE?~ Silumin alloy -aluminum silicide constituent dis-
persed thru aluminum xna.trix.
~ ~~~r~~FTd~elease 2000/04/184 CIA-RDP81-010448000100070001-4
 CONFIDENT 1 A L NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
CONFIDENTIAL
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-01~~4~~f~~ ~~~lb~''I -4
Part Name Engine Cylinder Head
Laboratory Serial No. 263166 Date
X-RAY EXAMINATION: XCED NO. H-163 Medium porosity noted in
coolant passages -Core wire noted in coolant passages. Good quality.
MACRO EXAMINATION: Macro inspection, photograph 623, showed uniform
fine grain structure with some blows near sand cored areas in form of
porosity and gas holes. Good quality of metal.
CHEMICAL ANALYSIS: Si 8.2~, Cu
Zn L.S~, Ti L.l~, Cr Nil, Zr Nil
Tr Fe .1-1,~, Mg .1-1~6, Ni x.596,
Compares to Alcoa 356 alloy
HARDNESS VALUE: 8o BHN Weight of 82.5 Pounds.
Finish Cleanup did not appear to be excessive. Some inclusions in cored
passages -Core wire. Satisfactor Ro
COMMENTS: A. Workmanship y? ugh interior surfaces
possibly attributed to poor sand core handling or reparation.
B. Machining Satisfactory -Surfaces finished to 50-56
micro inches -Good machining allowances.
C . Design Quality Sow tendency towards grossness in design
- good filleting -blending practiced.
D. Manufacturing Method & Quality Semi-permanent mold
casting -Good quality - BHN value indicates part had been stabilized for
operating conditions to Alcoa T6 condition.
MICROSTRUCTURE? ~ Simple silumin structure containing aluminum-
eilicide constituent uniformly dispersed thru aluminum matrix.
- 326 -
C O~p~.Q~'~ ~telease 2000/04/18 :CIA-RDP81-010448000100070001-4-
 CONFIDENTIAL NON-FERROUS METALL_URG'Y
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
CONFIDENTIAL
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 NorvApp ovedS ~or~e~leaseY2000/04/18 :CIA-RDP81-O'IrO~~~b~17~~1-4
Part Name Water Pump Impeller
Laboratory Serial No. 262981 Date
X-RAY EXAMINATION: XCED NO.
MACRO EXAMINATION: Inspection showed a uniform fine grain structure.
CHEMICAL ANALYSIS; Si 8.3~, Cr Tr, Fe . ~+4~, Mg .26~, Mn .27~, Ti ~.2,~,
Zn 1.2~, Ni 1.5~, Al Bal.
Compares to Alcoa 356 alley 25X1A
HARDNESS VALUE: B.H.N. 86 Weight of C?2~+ Pounds
Finish Rough finished casting - Used a gray marine type of paint to protect
part from corrosion.
COMMENTS: A. Workmanship Satisfactory.
B . Machining
allowance maintained.
Satisfactory -Normal amount of machining
C. Design Quality Semi-permanent mold casting -Good quality.
B.H.N. value indicates heat treatment to Alcoa T~ condition. Mold scribed to
D. Manufacturing Method & Quality
C Or?~~k release 2000/04~'~~ :CIA-RDP81-010448000100070001.-4
 C A N P I D E N T I A L NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Part Name No. 1 Main Crankshaft Bearing Cap
Laboratory Serial No. Date
X-RAY EXAMINATION: XCED NO. H-270 Revealed a caeting.of
MACRO EXAMINATION: Inspection showed a uniform fine grain size -
Auality of metal was good.
CHEMICAL ANALYSIS: Si 8.796, Cu L1.0~6, Fe .5296, Mg .11~, Mn .28~,
~ L?9~, Ni L?5~, Al Bal.
Compares to Alcoa 356 alloy 25X1A
HARDNESS VALUE: B.H.N. 100 Weight of Pounds
Finish Excessive cleanup -Tool marks noted.
COMMENTS: A. Workmanship Satisfactory -Exterior surfaces of mold
very ,rough. Poor closing of the molds indicated.
' B. Machining Machining allowances greater than required -
Ground surfaces where bearings are attached.
C . D~ sign Quality_ Other bearing caps were forged from l~+S
stock -Good blending -Satisfactory radii.
D. Manufacturing Method & Quality Permanent mold casting -
Good quality -B.H.N. value indicates material was heat treated to Alcoa
T~ condition.
MICROSTRUCTURE: Silumin alloy with simple structure of aluminum
silicide dispersed thru matrix.
- 329 -
Approved For Release 2000/04/18 :CIA-RDP81-0~1 ~4~d~ ~~~01-4
 NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010~~~~~ ~{b 1~0~!4
Part Name Crankshaft Main Bearing Cap
Laboratory Serial No. 262055 Date
X-RAY EXAMINATION: XCED NO. H-02~+ No defects detected by
radiographic inspection -Good cuality.
MACRO EXAMINATION: Photograph 6369, showed forging was made from
wrought blank with fibrous structure parallel to stresses.
CHEMICAL ANALYSIS: Cu ~+.~+~,, Si 0.6y6, Fe 0.39,, Mg 0.39, Mn L1.0'~,
Cr 1.1~, Ti 1.1~, Zn L.5`d, Ni L.S~
Compares to Alcoa 1~+ST allo
25X1A
HARDNESS VALUE: B.H.N. 105 Weight of x.22 Pounds
Finish Rough surface -Excessive flash of 5/16" at parting line. Tong
not trimmed -poor cleanup.
COMMENTS; A. Workmanship Satisfactor -Material could have been
worked more for bulk or size of blank used.
B. Machining_ Ground finish in areas where bearing fits to
cap ~+0-50 micro inches. Rough bored bolt holes.
C . Design Quality.. Satisfactory -Simple filleting in
critically stressed areas Wall thickness in upper portion is very thin
D. Manufacturing Method & Quality Forging -Satisfactory -
B.H.N. values indicate a poor or improper heat treatment.
MICROSTRUCTURE:_ Stringer type of structure with Copper-Aluminum and
Aluminum -Copper -Manganese -Iron constituent in matrix. No evidence of
~ ~~r~r~elease 2000/04/13~~ CIA-RDP81-010448000100070001-4
 CONFIDENTIAL NON-FERROUS METAL_LUR(~Y
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
CONFIDENTIAL
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 N~~pprove~dS~or~e~fease 2000/04/18 :CIA-RDP81-01~~~(~d(Q16ab~b~d~l -4
Laboratory Serial No. 262087 Date
X-RAY EXAMINATION: XCED NO. H-092 No defects noted during
radiographic inspection. Very sound dense structure - Good quality.
MACRO EXAMINATION: Dy-Check showed forging seam which formed seam
extending 1~2" into piston head. Macro, photographs 638~+A-B, lack of uniform
metal flow in forged part. Quality fair.
CHEMICAL ANALYSIS:
Si .87~, Al Bal.
Fe 1.50, Cu 2.6~, Ni 2.7~, Mg 2.2~, Mn .17~, zn Nil,
Compares to
HARDNESS VALUE: See attached sheet Weight of 5'26 Pounds
Finish No electro plated or chemical finishes. Machining allowances satis-
factory. Wall section on one aide where balancing was
COMMENTS: A. Workmanship
performed showed 1~2" reduction in wall thickness over opposite side.
B. Machining Machined and ground surfaces on piston skirt
120 micro inches; pin hole 50-55 micro inches; polished head 30-micro inches.
C. Design Quality Truck type piston --Not cam ground -
Adequate oil return holes - Heavy crown head - Good fillets. Back of head
reinforced with ribs for conductivity and strength.
D. Manufacturing Method & Quality Forging - Satisfactory. or
fair quality. B.H.N. indicates Alcoa T6 condition - Solution heat treat and
med. Engine temperatures reduced hardness in crown of piston as shown in
accompanying sketch.
MICROSTRUCTURE: Copper - aluminum - iron constituent at grain bound-
aries near coarse nickel - aluminum constituent urliforml dispersed thru
forged structure. High nickel gives hot strength to alloy.
C O ~,~'~ release 2000/04/18 :CIA-RDP81-010448000100070001-4
 CONFIDENTIAL NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 NON-FERROUS METALLURGY C O N F I D E N T I A I.
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
CONFIDENTIAL
Approved For Release 2000/04/18 :CIA-RDP81-01044R000100070001~4
 C O N F 1 D E N LI A NON-FERROU MET
Approved For ~elease 2000/04/18 :CIA-RDP81-010441~000106~~~~1-4
0
0
- 335 -
Approved For Release 20n0/04/18 : CIA-RDP81-0~~'~a~~b1-4
 Non~~~ ~r~1~~~~Y2000/04/18 :CIA-RDP81-01?~R6?O~I~1~'lrgiQ@1-4
Part Name Air Cleaner to Intake Manifold Elbow
Laboratory Serial No. 263237 Date
X-RAY EXAMINATION: XCED NO. H-170 Heavy blows throughout
casting in form of gas holes and medium to heavy porosity- -0racks radia ink
from chaplets - door 4'i ~.~lty? --
MACRO EXAMINATION: Photograph 6+17, showed uniform fine. -grain struc-
t~re wi h pin hole nornai ,y rn s ruct,~re -oxide inrlvai~n -poor q~ali y~
CHEMICAL ANALYSIS: Si 2.3~, Cu 7.~+~, Fe .1-1~,, Mn .Nil, MgL.l~,
Ni /.5~, Zn 2..096, Ti /.1g6, Cr Nil, Zr Nil
Compares to Alcoa 113 alloy
HARDNESS VALUE: B.H.N. 77 Weight of 10.30 Pounds
Finish Poor cleanup -Rough exterior and interior -core shift washes -
sand inclusions -tool marks.
COMMENTS: A. Workmanship Soft rauaning of s .nd ,;o .ed - qu_al y con-
trol on sand seemingly poor.
B. Machining. Satisfactory -although machining allowances
apparently more than required.
C. Design Quality Grossness in design -poor blending of
wall sections. Chaplets caused severe segregation causing cracks.
D. Manufacturing Method & Quality Sand cantina -Poor
quality. B.H.N. values indicate as-cast condition.
MICROSTRUCTURE: Al~mtn~m .op~pe_r and acicular Aluminum ai]_icida uni-
formly dispersed in matrix.
C O 1~(1' Fi~~.Release 2000T0~1~8 : CIA-RDP81-010448000100070001-4
 C CI N F I D E N T I A L NON-FERROUS METAL.LURC~Y
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-0'~O~~F ~b81~0~~~'1-4
Part Name Gun Safety Switch Box
Laboratory Serial No. 263837 Date
X-RAY EXAMINATION: XCED NO. H-250 Revealed a sound cast-
ing free of defects normally detected by radiographic inspection. Good
quality.
MACRO EXAMINATTON: Photograph .64+3, showed fine to medium grain
structure. Good metal quality.
GHEMICAL ANALYSIS: Cu 5.7~, Si 1.6~, Fe 1.3~, Mn ?53,x, Mg ?20,$,
Ni 1.20, Zn 1.50y~, Al Bal
C ampares to Alcoa 195 alloy.
HARDNESS VALUE: B.H.N. 105 Weight of 1.10 pounds
Finish Normal cleanup -Painted green (dark)
COMMENTSr A. Workmanship Satisfactory - No defects noted.
B. Machining Satisfactory -Hole deformed during drilling
operations. Too much reduction in wall section in several holes.
C . Design Quality Good attention to fillets -wall section
too thin in some areas.
D. Manufacturing Method & Quality Permanent .mold'-;castings
- Good quality. B.H.N. value indicates part was. heat treated to Alcoa T6
condition (Sol'n Treat and age)
MICROSTRUCTURE: Copper -Aluminum and Cu-Fe-Mn-Al constituents -Plus a
brittle phase in which numerous fine cracks were noted and oxide inclusions.
C O,-@~'~- release 2000/04/18 :CIA-RDP81-010448000100070001-4
 i
CONFIDENTIAL NON-FERROUS METALLURGY' I~
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4 ;j
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 ~~~r~~~~' ~~I~O/04/18:CIA-RDP81-0104~DOFIOD~'~0~Q~k4
Part Name F~zel Transfer Pump Body
Laboratory Serial No. 26335 Date
X-RAY EXAMINATION: XCED NO. H-251 Revealed soma micro
shrinkage radiating from hold, also soma porosity (slight) in body section -
Good quality.
MACRO EXAMINATION: Photograph 6~+~3, shows a uniform medium grain size
to fine grain size. Very good metal quality.
CH MICAL NALYSIS: Ou 2 15y6, Si 1+ 9~, Fe 6596, Nrn 50~, Mg L 10~i,
Ni ~. 20?b, Zn ~. 50~, Al Bal .
Compares to Alcoa 19 alloy
HARDNESS VALUE: B.H.N. 76 Weight of 1.10 Pounds
Finish Normal cleanup - No tool marks -Very good condition -Suspect chro-
mat~~ennrrchemical treatment used as a protective coating on interior and ex-
~~i~ilvl~~'t'A. Workmanship Good workmanship -Good coring of internal
passages. Good cleanup - No inclusions.
B. Machining Good machine -satisfactory machining
allowances practiced -pump portion~ound finish.
C . Design Quality Satisfactorg -good blending -good
fillets - good w 'I1 ee -ton n l,icknese est~n
D. Manufacturing Method & Quality Sand casting -Good
duality -B.H.N. value indicative of rt being in as-cast condition
MICROSTRUCTURE: Simple structure of fine acicular Al-Si uniformly
dispersed in matrix with some Cu-Al phase.
C Ap~pPq~ll~p~' ~'glease 2000/04t1 ~4~CiA-RDP81-010448000100070001-4
 NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010~~(~1~~ ~d?y ~4
Part Name Wat@r Fill@r acid Pressure Cap Housing
Laboratory Serial No. 263~~5 Date
X-RAY EXAMINATION: XCED NO. H-2~+1 Revealed heavy blows
i.e., excessive porosity and gas holes -Poor quality.
MACRO EXAMINATION: Photograph 6+33, showed a uniform grain structure.
Heavy corrosion noted at inlet and outlet orts of "T" fitting -Metal qualm
appeared wood.
CHEMICAL ANALYSIS: Cu 8.2g~, Si 0.8396, zn 25.~+y6, Mn L.l'~, Fe 1.15,
Mn .25~, Ni L.5~, Al Bal. --
C ompares to High zinc alloys which are seldom us@d @v@n in present
European practice.
HARDNESS VALUE: B.H.N. 100 Weight of 1.12 Pounds
Finish Satisfactory -Normal cleanup -Some burned sand as inclusions.
COMMENTS: A. Workmanship Satisfactory -Only slight evidence of
washes or erosion in interior passages.
B. Machining Satisfactory -Good tapped threads -Normal
machining allowances.
C. Design Quality Satisfactory -Fillets good -blending
good -wall sections adequate - no grossn@ss in design.
D. Manufacturing Method & Quality Sand casting -Poor
choice of alloy for part -B.H.N. value indicates hardness due possibly to
natural aging of part. Ordinary heat treat outside of low temp. aging could
cause hot shortness.
MICROSTRUCTURE: Heavy intergranular attack thru Cu-A1 and some un-
identified constitu@nt in form of Chin@se script. This appears to have been
a poor application for this high zinc alloy.
~ ~A~fi-b4~'d`~dr~elease 2000/04/'~~~ CIA-RDP81-010448000100070001-4
 CONFIDENTIAL NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 N~i~i~s~@~4~oMA`?~g~f00/04/18 :CIA-RDP81-010~~2~1~~(~'bb~l~4
Fuel Transfer Pump Drive Shaft Body Seal
Laboratory Serial No. 263833 Date
X-RAY EXAMINATION: XCED NO.
MACRO EXAMINATION: Photograph 6~+?+2, revealed a uniform fine grain
size. Quality of metal was good. (See page 355 for photo).
CHEMICAL ANALYSIS: ~ ~ 2~0, Fe 3886, Mn .~+2~, Mg .~-l~, Ni L.2?~,
~. 1.50
Compares to Alcoa 17S allo
HARDNESS VALUE? B.H.N. 99 Weight of 0.075 Pounds
Finish Used anodic coating. Color suggests chromate method.
Thickness was approx. .0002".
COMMENTS: A. Workmanship Satisfactory. No defects noted which could
be attributed to faulty workmanship.
B . Machining
practices observed.
satisfactory -Standard and good machine
C. Design Quality Satisfactory -Good attention given -co
section thickness and radii.
D. Manufacturing Method & Quality Wrought bar stock used
probably in a screw machine. Good quality -B.H.N. value indicates material
was in Alcoa T~, condition (Sol'n and heat treat)
MICROSTRUCTURE: Fine uniforml~y dispersed co
Normal wrought structure.
~4~g1 ~pr~I~AI@ase 2000/04/T83~IA-RDP81-010448000100070001-4
 CONFIDENTIAL NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Laboratory Serial No. 26205+ Date
X-RAY EXAMINATION: XCED NO. Omitted
MACRO EXAMINATION: If aluminum gasket is to be used, 2S is a good
selection or choice. However, it should be in a softer condition than-
B.H.N. ~4~+. _
CHEMICAL ANALYSIS: Si L.1?~, Cu L.l~, Fe 0.16,x, Mg L.l?~, Cr L.1~,
Mn 1.1~, Ti L.l~, Zn L.5~, Ni L.S.
C ornpare s to Alcoa 2S alloy
25X1A
HARDNESS VALUE: B.H.N. ~+~+ Weight of 1.30 Pounds
Finish Satisfactory -Part fabricated from sheet stock of uniform thickness.
COMMENTS: A. Workmanship Satisfactory - No tool marks or other. de-
fects indicative of faulty workmanship
B. .Machining Finish surface .of 50 micro inches. Raised
lands around each cylinder to obtain suitable seal.
C. Design Quality Satisfactory -Ample use of expansion slots
between cylinders:
D. Manufacturing Method & Quality Stamping -Good quality -
B.H.N. value indicates material was cold worked to the. Alcoa hard condition.
MICROSTRUCTURE: Excessive number of rosettes indicative of eutectic
melting and ordinarily not present in an alloy of this composition. However.
their presence shows that excessive temperatures were incurred during some
fabrication process.
- 345 - lp E~y JA
Approved For Release 2000/04/18 :CIA-RDP81-01 ~44R0001000~~001-4
 N~~p~r~~$~b~~~~00/04/18 :CIA-RDP81-010~h~(~d'#dd~4~4
Page 24
Part Name Tachometer Mounting Bracket
Laboratory Serial No. 263838 Date
X-RAY EXAMINATION: XCED NO. H-249 Revealed blows in form of
gas holes -also, some shrink and fine cracks. Quality of casting fair.
MACRO EXAMINATION: Photograph 6442 showed a very dense fine grain
size. Quality of material was good. (See page 355 for photo .___
CHEMICAL ANALYSIS: Si 4.8~, Cu 3.8~, Fe .8286, Mn .38~, Mg .44y6
Ni 1.20, Zn .62y6, Al Bal.
Compares to
Alcoa 85 -Die casting alloy
HARDNESS VALUE: Weight of 0.10 pounds
Finish Excessive cleanup leaving numerous tool marks, near parting lines
COMMENTS: A. Workmanship Satisfactory. - However, dies used to cast
part were leaving excessive amount of flash.
B. Machining. Little machining necessary on this part. Sur-
faces very good in as-cast condition.
C. Design Quality Satisfactory -However, better rib. design
and filleting could have been practiced.
D. Manufacturing Method & Quality Die casting -Good
quality - no hardness values taken on die casting.
MICROSTRUCTURE: Simple structure composed of very fine Cu-Al-Si
constitu_e_nt at gain boundaries -Some porosity noted
C~pM-6~r~ ~~F~ease 2000/04/18~4~IA-RDP81-010448000100070001-4
 CONFIDENTIAL NON-FERROUS T
Approved For Release 2000/04/18 :CIA-RDP81-01044F~00~~~~~'~~01-4
Laboratory Serial No. 263162 Date
X-RAY EXAMINATION: XCED NO. H-159
Revealed scattered porosity, however, quality of casting considered good.
MACRO EXAMINATION: Macro inspection revealed a uniform fine grain size
of dense structure having a good metal quality.
CHEMICAL ANALYSIS: Si tr, Cu 2.7~, Fe tr, Mg L.1~, Mn Nil, zn ,13.5,
Al Ba,l
Compares to Alcoa 645 alloy (Approx.)
Weight of 115 Pounds
Finish Poor cleanup noted at riser and gates in form of toolmarks -also
foreign inclusions.
COMMENTS: A. Workmanship Satisfactory workmanship in vital areas -
Some evidence of soft ramming in sand mold.
B. Maehining Surfaces used as bearing areas had ground
surfaces of 53-58 micro inches.
C . Design Quality Good blending of sections -ample fillets
- Grossness in wall thickness noted.
D. Manufacturing Method & Quality Sand Casting -Good
Quality - As-cast condition -Heat Treatment with high zinc content would
MICROSTRUCTURE?,Simple structure showing Cu Alt constituent -Zinc is in
solid solution and not visible.
- 347 -
Approved For Release 2000/04/18 :CIA-RDP81 ~'~(~~~~~001-4
 No~pprove?c~~or~e~ease 000/04/18 :CIA-RDP81-01 ~4~F~~b~~~d~~-4
Part Name Upper Transmission Case
Laboratory Serial No. 2631h2 Date
X-RAY EXAMINATION: XCED NO. H-159 Scattered porosity and
some gas holes noted in casting. Porosity nearjunction of heavy to thin
sections -Good quality.
MACRO EXAMINATION: Macro inspection, photograph 6420, showed a uniform
fine grain structure. Good metal quality.
CHEMICAL ANALYSIS: Cu 3.5~, Zn 13.396, Si tr, Fe tr, Mg L.1~, Mn Nil,
Al 1
Compares to Alcoa 645 alloy
HARDNESS VALUE: BHN 74 Weight of 118'5 Pounds
Finish Poor cleanup - Gates knocked off with hammer. Tool marks noted -some
sand inclusions.
COMMENTS' A. Workmanship Fair to good in vital areas -part showed
some evidence of poor sand molding.
B. Machining Ground finish to 40-50 micro inches in bearing
areas. Adequate machining allowances.
C. Design Quality Satisfactory -Good blending -filleting -
Grossness in wall thickness and bosses noted.
D. Manufacturing Method & Quality Sand Casting -Good
quality. As-cast condition -Heat treatment of this high zinc alloy would
result in hot shortness.
MICROSTRUCTURE: Simple structure showing Copper-Aluminum constituent at
grain boundaries -Zinc is in solid solution and not visible. _
~ 9~~rb&~`~'i~-~~lease 2000/04/18 $ CIA-RDP81-010448000100070001-4
 CONFIDENT 1 A L NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 NON-FERRQUS ,,gq~TALL
ApproveCC~l FOr a ease~~/04/18 :CIA-RDP81-01044~0a'0'~0~8'~O~Iq
Piston Pin Plug
Laboratory Serial No. 2620$7 Date
X-RAY EXAMINATION: XCED NO. Omitted
MACRO EXAMINATION:_
Quality of metal was good.
Macro inspection showed a uniform grain size -
CHEMICAL ANALYSIS: Si 1.15$, Ou 5.$0~, Fe 1.08, Mg .1+8~, Mn .63~,
Ni Nil, Zn Nil, Al Bal
Compares to Alcoa l~+S alloy
2-5X'C14
HARDNESS VALUE: B.H.N. 99 Weight of 0.08 Pounds
Finish No chemical or electroplated finish noted by spectrographic
analysis.
COMMENTS: A. Workmanship Satisfactory - No defects noted which could
be attributed to faulty workmanship.
B. Machining. ROB machining in non-vital areas. Ground
finish to 35-40 micro inches on bushing areas.
C. Design Quality Satisfactory.
D. Manufacturing Method & Quality Wrought bar stock -
Probably used in a screw machine setup B H N value indicates parts are in
the Alcoa T~ condition.
MICROSTRUCTURE: Typical elongated structure of l~+S alloy showing Cu
A].~ and some constituent tentatively identified as Mg-silicide.
~ ~~Ir-b4~b4-~elease 2000/0411~~ CIA-RDP81-010448000100070001-4
 CONFIDENTIAL NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
SECTION B -ZINC ALLOYS
Zinc base alloys used in the. T34 tank were cast as sand, permanent mold,
and die castings. In composition these alloys compared to the Zamak 2,
3, and 5 allays used in the United States.
Whenever zinc alloys are examined for quality particular attention is devoted
to the quantity of contaminating elements lead, tin, and cadmium present
in the alloy. The care taken to control these elements to low maximum
limits is a good indication of the extent to which foundry control is prac-
ticed by the manufacturer. If the contaminating elements are not con-
trolled heavy intergranular corrosion will occur in the- form of heavy prod-
ucts between the grains, resulting in a failure of the part.
In the T34 tank parts these limits were maintained slightly above the maxi-
mum recommended in our practice -see Table I. As a result two die cast
parts, i.e, periscope body and odometer-speedometer assembly showed
the effects of intergranular attack upon micro examination and inspection
of the fractured pieces. In the fractured parts intergranular attack appeared
as a uniform dark band which had progressed inwards to a depth of 0.020 ".
Group I
Zinc-Aluminum-Copper Alloys
Chemical composition ranges between limits:
Copper
2.5 -3.5%
Aluminum
3.5 -4.5%
Lead
Max.
.007?,b
Cadmium
Max.
.005%
Tin
Max.
.005?,b
Zinc
Balance
Chemical analysis given in Table I indicates that the periscope body was
die cast from an alloy comparable to Zamak 2. It is used where high
strength and hardness are necessary. Our analysis indicated that some
control was exercised to avoid excessive amounts of cadmium, tin, and
lead in the die castings.
Group II
Zinc-Aluminum Alloys
Chemical composition ranges between limits:
Copper
Max. .10%0
Aluminum
3.5 -4.5%
Magnesium
.03-.08%
Iron
Max.
.10?b
Lead
Max.
.007%
Cadmium
Max.
.005%
Tin
Max.
.005%
Zinc
Balance
- 351 -
Approved For Release 2000/04/18 :CIA-RDP81-o1 ~b~bR~dRl~ddb~r-4
 N ~c~r~e~~~~00/04/18 :CIA-RDP81-01 (~~~9~~7.~Qi0~~-4
The speedometer-odometer body employed an alloy comparable to Zamak 3.
It is a general purpose alloy in which a greater dimensional stability can
be maintained than with the other zinc alloys. Also, alloys in this grouping
have better physical properties at elevated temperatures. Because of these
characteristics the castings can be stabilized prior to service installations.
Group III
Zinc-Aluminum Alloy
Chemical composition ranges between limits:
Copper
0.75-1.25?,b
Aluminum
3.5-4.30%
Magnesium
0.03-0.08%
Iron
0.1000%
Lead
Max.
.007?0
Cadmium
Max.
.005%
Tin
Max.
.005%
Zinc
Balance
An alloy from this group was used in fabrication of the fuel tank selector
valve body. The alloy was comparable to Zamak 5 which is a general
purpose alloy having good dimensional stability and impact strength at
room temperature. At elevated temperatures, however, it was subject to
growth and loss of impact strength.
The remainder of section B describes the examination conducted on each o
zinc base parts. ~-
- 352 -
~ Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 CONFIDENTIAL NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Part Name Periscope Body
Laboratory Serial No. 263780 Date
X-RAY EXAMINATION: XCED NO. H-2~F2 Revealed excessive amount
of gas holes and porosity in castings -Poor quality.
MACRO EXAMINATION. Macro inspection showed a heavy centerline porous
condition throw. body of part.
CHEMICAL ANALYSIS; Cu 2.7~, Al 3.0~, Fe L.05~, Mg L.02~O, Pb .008~~
Sn L.005~, Cd .007~u, Zn Bal
Compares to Zamak 2 alloy 25X1 A
HARDNESS VALUE: Weight of x+.09 Pounds
Finish Heavy cleanup on riser and gate areas. No chemical or other protective
treatments detected on this part.
COMMENTS: A. Workmanship Saw cuts and other tool marks noted on
casting. Excessive flash indicative of molds not closinar properly -Poor
mild work.
B. Machining Satisfactory. Normal machining allowances
observed on part.
C. Design Quality Poor design -excessive grossness in wall
D. Manufacturing Method & Quality Die Castinig -Poor
quality. As-cast condition.
MICROSTRUCTURE:_ Structure -large white particles of primary solid
- 353 -
Approved For Release 2000/04/18 :CIA-RDP81-~18~~bBd~'~ddfb6ol-4
 rvo~.~~~~sFSZI-e~~ e~~~.000/04/18 :CIA-RDP81-010448000100070001-4
CONFI-DENTIAL
Part Name Speedometer, Odometer Body
Laboratory Serial No. 263836 Date
X-RAY EXAMINATION: XCED NO. H-248 Revealed gas porosity
throughout bo y, however it was not excessive -consider castin to be
of fair quality.
MACRO EXAMINATION: Macro inspection, photograph .6442, showed orosity
in center ortion of a heav section. Metal quality good.
CHEMICAL ANALYSIS:_Cu Tr, Fe L.05~,, Mg .10~, Pb .013, Sn / 0059b,
Cd .007,, Al 4.8~ Zn Bal
Compares to zamak 3 25X1A
HARDNESS VALUE: Weight of 0.30 Pounds
Finish- Satisfactory - no excessive cleanup - no chemical or electroplated
coatings used.
COMMENTS: A. Workmanship Satisfactory -Good mold work -Good coring.
B. Machining_ Satisfactory -Confined to finish cuts and
tat~ping -holes bein~t cored - no drilling required
C. Design Quality__Good design with uro er section thickness
used -Good draft and coring practiced:
D. Manufacturing Method & Quality Zinc Die Casting -Good
quality - as-cast condition - no heat treatment.
MICROSTRUCTURE: 'T`ypical structure -shows eutectic structure formed
zinc rich and aluminum rich primary solid solution phases
A proved For Release 2000/0/518 _ CIA-RDP81-010448000100070001-4
CONFIDENTIAL
 CONFIDENTIAL NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
CONFIDENTIAL.
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 ~C3~drg-c~i~' ~I~~s~eA/04/18 :CIA-RDP81-0104~~~,Qg0E7N T/ A L
Part Name Fuel Tank Selector Valve (For Air Pressurization)
Laboratory Serial No. 263839 Date
X-RAY EXAMINATION: XCED NO. H-257 Revealed a sound casting
of very good quality.
MACRO EXAMINATION: Macro inspection, photograph 6~+~+2, showed a very
fine uniform grain structure -Quality of metal goad.
CHEMICAL ANALYSIS: Al 4.7~, Cu 1.~+~, Fe L.05~, Mg L.02~, Pb .007,
Sn .005~i, Cd .0080, Zn Bal
Compares to zamak 5 25X1A
HARDNESS VALUE: Weight of ?88 Pounds
Finish Satisfactory - normal cleanup - no chemical or electroplated coatings
used on part.
COMMENTS: A. Workmanship
good.
Satisfactory -Mold operation evidently
B. Machining Normal machining allowances used --all external
threads were well cut.
C. Design Quality Good design -Satisfactory blending of
sections with ample radii.
~,..~J D. Manufacturing Method & Quality Permanent Mold Casting -_
Good quality `--.ro heat treatment - as-cast condition.
MICROSTRUCTU.RE? Structure has large white particles of primary solid
solution of copper and aluminum in zinc- in matrix of eutectic formed by
zinc rich and aluminum rich solid solution phases.
Approved For Release 2000/04/1835~IA-RDP81-010448000100070001-4
CONFIDENTIAL
 C O IIIIfIi~Db~~+tRR~M-lRelease 2000/04/18 :CIA-F~Bi~-8AE~9~4~R~q~Q~~QQQ~01-4
Laboratory Serial No. 263781 Date
X-RAY EXAMINATION: XCED NO. H-243 Revealed a highly porous
casting -Quality of casting considered poor.
MACRO EXAMINATION? Macro inspection, photograph 6432, showed a uniform
fine gain size. Metal quality good.
CHEMICAL ANALYSIS: Cu 1.4~, Al 4.2~, Fe L.05~, Mg L.02~, Pb .008,
Sn L.005~i, Cd .0070, Zn Bal
Compares to 7~nak 5 alloy
HARDNESS VALUE: Weight of 0.30 Pounds
Finish Very rough surface on casting - no chemical 'or electroplated coatings
used on part.
COMMENTS: A. Workmanship. Quality of sand mold was poor -showed
effects of soft ramming.
B. Machining Satisfactory, however, excessive machining
allowances were used.
C . Design Quality Satisfactory -proper blending radii used.
Section thickness adequate.
D. Manufacturing Method & Quality Sand Casting - ~'~ir~___
quality - as-cast condition. Normally sand castings from this al]_~Tr are
confined solely to experimental work.
MICROSTRUCTURE: Structure -white particles of solid solution of copper
and aluminum in zinc - in matrix of eutectic formed by zinc rich and aluminum.
rich solid solution phases.
Approved For Release 2000f021~88:CIA-RDP81-~'~~~~'~QQ~0~001-4
 CONFIDENTIAL NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 CONFIDENTIAL NON-FERROUS METALLU
Approved For Release 2000/04/18 :CIA-RDP81-01044R000100070~~~ 4
SECTION C -COPPER ALLOYS
Copper alloys although limited with respect to weight were used in a number
of electrical and cooling system applications in the T34 tank. These ma-
terials are comparable to alloys used in other countries for sheet, bar
and cast products. All copper-containing components were not investigated,
however, various parts as listed in Table I thought to be of a representative
nature were studied.
The role of non-ferrous alloys in bearing fabrication is brought out later
in this report.
Group I
Copper-Zinc Alloys
Chemical composition ranges between limits:
Copper 59% to 62%
Zinc Balance
Brasses in the abave range are known as Muntz metal. These alloys have
high strength combined with low ductility. Their application in the tank
engine was limited to small parts such as washers and valve stems. Also,
these alloys have excellent hot working qualities but only a fair degree
of cold workability. Their machinability characteristics are good.
Group II
Copper- Zinc-Tin Alloy
Chemical composition ranges between limits:
Copper 94% to 96?,b
Tin 1% to 3%
Zinc Balance
Alloys in this group are applicable to parts such as the .starter switch
contact assembly in which good electrical conductivity and spring qualities
are required. This alloy has good corrosion properties, resistance to
dissipation in heat of arcing, and resistance to mechanical wear. It is
well to note, however, that in this part the aforementioned properties were
not depended upon. Instead silver attached to above bronze clip was used
as a contact point.
- 361 -
Approved For Release 2000/04/18 :CIA-RDP81-016~R~d~l ~~~'b~l -4
 rvon~4p~t8 I~F~ta2000/04/18 :CIA-RDP81-O'~4~R60D'~p0~'~QQQ1-4
Group III
Copper-Aluminum-Iron Alloys
Chemical composition ranges between limits:
Aluminum
8.5-9.5%
Iron
2.5-4.0%
Copper
Balance
The outer portion of the turret drive worm wheel was made from an alumi-
num bronze alloy of this composition. It is ~a non-heat treatable type of
aluminum bronze suitable far severe service. These alloys have excellent
wear resistant and anti-friction properties needed for this application,
Group N
Copper-Silicon-Zinc Alloys
Chemical composition ranges between limits:
Copper 80.0 to 83,0%
Silicon 3.0 to 4,25%
Zinc Balance
Although composition of the periscope plate (see Table I) does not fall
within the range given above, enough similarity exists to class it as a
silicon brass. As such it compares to the ASTM B-176-50T, alloy C type,
This alloy is generally reserved for pressure die castings, however, in
the fabrication of the periscope plate the sand casting method was employed.
Alloys of this group have good fluidity, high tensile properties and are
well adapted to .intricate shapes.
The remainder of this section contains a detailed account of the inspection
of each of the copper parts.
C O'R1~Y'B`~~1?~- ~telease 2000/04& :CIA-RDP81-010448000100070001-4
 C Approved ~oA~elease 2000/04/18 :CIA-R~~~1F~~~~O~~~~1-4
Part Name Periscope Plate
Laboratory Serial No. 263782 Date
X-RAY EXAMINATION: XCED NO. H-24~+ Revealed heavy porosity in
large area of casting - Qualit of casting poor.
MACRO EXAMINATION: Macro inspection, photograph 6~+~+1, showed a medium
CHEMICAL ANALYSIS: ~ 79.5, Si 2.59, Zn Bal
Compares to Silicon Brass ASTM
HARDNESS VALUE: Rockwell "B" 63 Weight of 1.62 Pounds
Finish Excessive cleanup required -Foreign inclusions-noted in casting -
rough surfaces.
COMMENTS: A. Workmanship Quality of sand waa poor, ae evidenced b
numerous sand inclusions throes kart.
B. Machining Excessive machining allowances used. Quality
of machining and tapped holes was good.
C . Design Quality Grossness in design noted.
D. Manufacturing Method & Quality Sand Casting -Quality
MICROSTRUCTURE: Simple alpha brass structure with fine inclusions
(foreign) noted in part.
Approved For Release 2000/04%18 :CIA-RDP81-0~~(!'~i~d~(1~01-4
 NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-O~f ~44~d~~1 ~~~01-4
Periscope Plate
CONFIDENTIAL - 364 -
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 C O N F 1 D E N '[I A NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Part Name Fuel Tank Selector Valve
Laboratory Serial No. 263751 Date
X-RAY EXAMINATION: XCED NO.
MACRO EXAMINATION: Macro inspection, photograph 6~+~+1, showed a costae
elongated grain structure in center of part.
Cu 58.30, PB .20~, Zn Bal
Compares to Muntz Metal
HARDNESS VALUE: Rockwell "B" 63 Weight of 0.~0 Pounds
Finish Heavy hammer marks noted on valve stem.
COMMENTS: A. Workmanship
B. Machining Rough machining on non vital areas -Finish
machined on valve surfaces.
C. Design Quality Satisfactory
D. Manufacturing Method & Quality Wrought bar stock -
Machined -Fair quality
MICROSTRUCTURE: Typical beta braes structure - No inclusions noted.
- 365 -
Approved For Release 2000/04/18 :CIA-RDP81-01 ~~I~~~~~~~~'I -4
 NO'`'-~~~8~e~d'`~rfYe 2000/04/18 :CIA-RDP81-~I@~~tb~t~d0~401-4
Part Name Main Bearing Throat Rod Washer
Laboratory Serial No. 262053 Date
X-RAY EXAMINATION: XCED NO.
CHEMICAL ANALYSIS: Cu 61.6, Sn Nil, Pb Nil Fe tr, Ni tr, Zn Bal
HARDNESS VALUE: Rockwell "B" ~+7 Weight of ?05 Pounds
COMMENTS: A. Workmanship Effects of rough stamping noted at O.D. and
I.D. of washer.
B. Machining None
C . Design Quality No comments
D. Manufacturing Method & Quality Stamping -Fair quality.
- Stock cold worked to hard condition.
MICROSTRUCTURE: Typical Beta brass structure showing effects of cold .~
work at I.D. and O.D.
~ ~ ~~c~y@~ ~~Q~, Release 200010~~~P8~ CIA-RDP81-010448000100070001-4
 NON-FERROUS METALLURGY
C O N A~pr~ov~d~or Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Part Name Connecting Rod Pin Washer
Laboratory Serial No. 262265 Date
X-RAY EXAMINATION: XCED NO.
CHEMICAL ANALYSIS: Cu 62 0?~, Sn Nil, Pb Nil, Fe Tr, Ni Tr, Zn Ba,l
Compares to Muntz Metal
HARDNESS VALUE: Rockwell "B" 72 Weight of ?005 Pounds
Finish No comments
COMMENTS: A. Workmanship No comments
B. Machining No comments
C . Design Quality
D. Manufacturing Method & Quality Stamped from .Oll sheet
Although close to a high braes alloy some beta was
noted. No inclusions or other defects.
Approved For Release 2000/04%18 :CIA-RDP81-~1~~~bB~dd~b01-4
 r~~i~rn~i ~t1~~~u~~~0/04/18 :CIA-RDP81-010448000100070001-4
CONFIDENTIAL
Laboratory Serial No. 2611-058 Date
X-RAY EXAMINATION: XCED NO. H`281 Revealed a sound struc-
ture with some apace due to contraction between steel hub and bronze worm
gear -Good quality.
MACRO EXAMINATION: Macro inspection, photograph 61+4+, showed a medium
to fine grain size, Quality of metal was good.
cu 89.7, Fe 2.9~, Al 7.5~, Bi o.lo~
Compares to ASTM B-11+8-41T
HARDNESS VALUE: Rockwell "B" 74 Weight of Pounds
Finish _ Satisfactory finishing
COMMENTS: A. Workmanship Satisfactory
B. Machining _ Very rough machining-cuts taken on aluminum
bronze gear teeth.
C . Design Quality_ Good mechanical locking of bronze to steel
hub by slots located in steel hub
D. Manufacturing Method &Quality Aluminum-Bronze alloy
cast in a pern~anent_mold around steel forged hub. Good qualit - As-cast
condition. Non-heat treatable alloy.
MICROSTRUCTURE: Very good typical structure showing single phase alpha
alloy - classed as alpha typesaluminum bron e
Approved For Release 2000/04/~~8: CIA-RDP81-010448000100070001-4
CONFIDENTIAL
 CONFIDENT 1 A L NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 NUIYF~EI~4VIE~94ELa91CtCO~Nvviv~+i i o . ~-ir~-r~~ro i -v i ~r~r~~rr~v~t-~+
Laboratory Serial No. 2638'0 Date
X-RAY EXAMINATION: XCED NO. Omitted
CHEMICAL ANALYSIS: Cu 94.2, Sn 3.4g6, Zn Bal
Compares to
HARDNESS VALUE: Rockwell "B" 77 Weight of .004
Finish Smooth uniform rolled sheet.
COMMENTS: A. Workmanship Satisfactory
B . Machining _ Edges of part free from burrs .
C. Design Quality Satisfactory -ample section thickness and
bend radii allowed in forming._
D. Manufacturing Method & Quality Stamped from sheet -
Approved For Release 2000/04/'I~o CIA-RDP81-010448000100070001-4
CONFIDENTIAL
 CONFIDENTIAL NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
TUNGSTEN (Contacts)
Contact Points -Voltage Regulator
At the .regulator end,. the stud wafer was tungsten and the movable contact
was silver.
The spectrographic analysis of the movable point is
Ag -Major portion
Pb - 0.1 - 1
Cu-0.1 -1%
Fe-0.1-1
Sn -0.1 -1%
Zn-0.1 -1
- 371 -
Approved For Release 2000/04/18 :CIA-RDP81-~'I~~~~'~1bb'~001-4
 Ap~'~v~~~~e~aTS~-g6~9`~'04/18 : CIA-RDP81-010448@Qfl~~~~~4A ~
TABLE I
DATA ON NON FERROUS COMPONENTS USED IN THE T-34 TANK
Alloy
Base
Part Name Group
Com area to
- - ---._..,y~
A coa
Federal
Form ;;
Alum.
Camshaft Brg. Block I
356
QQ A 371
Perm, Mold C ~~
Alum.
Camshaft Brg, Cap I
358
,
-
-
Alum.
Oil Pump Body I
Perm. Mold C
358
QQ A
371
Perm. Mold C ~~
Alum.
Camshaft Drive Pinion Brg. Support I
356
QQ A 371
S
i
em
Perm. Mold
Alum.
Accessory Drive Shaft Brg. I
356
QQ A 371
Alum
Generator Coup. Drive Shaft Center
Semi Perm. Mold C
.
Bearing I
356
QQ A 371
Semi Ferm. Mold C
Alum.
Lower Camshaft Drive Gear Brg, I
358
QQ A 371
Semi Ferm. Mold C
Alum.
Generator Coup. Drive Shaft End Brg. I
356
QQ A 371
Alum.
Generator Drive Shaft Brg. Sleeve I
356
Perm. Mold Cas
QQ A 371
Semi Perm, Mold Q
Alum.
Oil Pan I
356
QQ A 601
Sand Casthig ""'"'
Alum.
Crankcase I
358
QQ A 601
Sand Casting
Alum.
Cylinder Block I
356
QQ A 371
Semi Perm. Mold CaWp~+
Alum.
Cylinder Head I
358
QQ A 601
Sand Casting
Alum.
Water Pump Impeller I
358
QQ A 601
Sand Castro B
-
Alum.
No. 1 Main Crankshaft Brg. Cap I
358
QQ A 371
.
Perm. Mold Casting -
Alum.
Switch Box -Gun Safety II
B195
QQ A 598
Perm. Mold Castia~ ""
Alum.
Air Cleaner to Intake Manifold Elbow II
113
QQ A 598
Sand Casting ` r
Alum.
Upper Transmission Case III
845
None
Sand Casting :"~
Alum.
Lower Transmission Case III
645
None
Sand Casting "," j
Alum,
Bracket Tach. Mtg. IV
85
QQ A 591
Die Casting "'
Alum.
Fuel Transfer Pump Body IV
-
None
Sand Casting
Alum,
Engine Piston V
-
None
Forging
a 1
Alum.
Crankshaft Main Bearing Cap VI
14S
Class 5 QQ A 367
gang - --'~
For
Alum.
Piston Pin Plug VI
14S
QQ A 36T
Bar Stock ~ , _ "'f
Alum
Fuel Transfer Pump Drive Shaft
~
Body Seal
17S
QQ A 353
Bar Stock
l.i. ,:_
Alum.
Cyl. Head Gasket VII
2S
QQ A 411
Sheet Stock
Alum.
Water Filler & Pressure Cap Housing VII
-
None
Sand Casting`""~'}
Zinc
Periscope Body I
Zamak 2
None
Die Casting"..,,;~:
Zinc
Speedometer -Odometer Body I I
Zamak 3
Comp. A QQ Z 363
Die Casting n _~,,,,~,
Zinc
Fuel Tank Selector Valve Body III
Zamak 5
Comp. B QQ Z 363
Sand C
Zinc
Fuel Tank Selector Air Pressurization
Valve III
Zamak 5
Comp. B QQ Z 363
Perm. Mold Ci-st-
Copper
Main Brg. Thrust Rod Washer I
Muntz
Comp. E QQ B 611
Sheet Stool[
Copper S
tarter Switch Contact Point Assy. II
Bronze-Tin
Comp. A QQ B 746
Sheet Stock
Copper
Conn. Rod Pin Washer I
Muntz
Comp, E QQ B 611
Sheet. Stock-
Copper
Fuel Tank Selector Valve I
Muntz
Comp. E QQ B 611
Rod and .Bar St
Copper T
urret Dr. Worm Wheei III
Bronze-Alum.
Comp. B QQ B 871
Perm. Mold Cas
Copper P
eriscope Plate IV
Silicon Bronze
None
Castin$;
"Sand
.
,,.,,,a,
.
T4 -Solution heat treated.
T6 -Solution heat treated and then arkificially aged.
* - "less than "
--~..=r.
_. ~.
,~~pKppg~ ~~r~g~gase 2000/04/18 s~lA-RDP81-010448000100070001-4
 CONFIDENTIAL NON-FERROUS METALLURGY
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
TABLE I
DATA ON NON FERROUS COMPONENTS USED IN THE T-34 TANK
Eieat
Weight
Hardness
Chem
ical Composit
ion Per ent -
~reat
of Part
Value
31
Cu
Fe
Mg
Mn
Ti
Cr
Zn
Ni
Pb
Sn
Al
Zr
Cd
T8
.92
BHN 93
8.7
.15
.51
.31
.43
*.10
*? 1
*.1
*.5
-
-
Bal.
-
T8
.42
BHN 93
8.7
.15
.51
.31
.43
*.10
*.1
*.1
*.5
-
-
Bal.
-
T8
4.56
BHN 92
8.5
*.6
.53
.23
.27
Nil
*.04
*.5
*.5
-
-
Bal.
*.05
T6
1.56
BHN 98
8.2
*.6
.47
.26
.24
Nil
*.04
*.5
*.5
-
-
Bal.
*.05
TB
1.56
BHN 100
8.1
*.6
.49
.23
.28
Nil
*.04
*.5
*.5
-
-
Bal.
*.05
T8
1.42
BHN 93
8.7
*.8
.52
.30
.28
NIl
*.04
*.5
*.5
-
-
Bal.
*.05
T8
1.80
BHN 100
8.3
*.8
.52
.30
.28
Nil
*.04
*.5
*.5
-
-
Bal.
*.05
T6
.44
BHN 100
9.2
*.6
.60
.30
.25
Nil
*.04
*.5
*.5
-
-
Bal.
*.05
None
1.46
BHN 74
7.7
*.6
.60
.30
.25
Nil
*.04
*.5
*.5
-
-
Bal.
*.05
None
54.0
BHN 70
8.1
Tr
.1-1
.1-1.0
.1-1-0
*.1
Nil
*.5
*.5
-
-
Bal.
Nil
None
212.0
BHN 73
10.7
Tr
.1-1
.1-1.0
.1-1-0
*.1
Nil
*.5
*.5
-
-
Bal.
Nil
T8
59.0
BHN 93
8.7
Tr
.1-1
.1-1-0
.1-1-0
*.1
Nil
*.5
*.5
-
-
Bal.
Nil
T8
82.5
BAN 80
8.7
Tr
.1-1
.1-1-0
.1-1-0
*.1
Nil
*.5
*.5
-
-
Bal.
Nil
T8
.24
BHN 88
8.3
Tr
.44
.25
.27
*.2
-
*.2
*.5
-
-
Bal.
-
T6
-
BHN 100
8.7
*1.0
.52
.11
.28
-
-
*.9
*.5
-
-
Bal.
-
T6
1.10
BHN 105
1.6
5.7
1.3
.20
.53
-
-
*.5
*.2
-
-
Bal.
-
None
10.3
BHN 77
2.3
7.4
.1-1
*.1
Tr
*.1
Nil
2.0
*.5
-
-
Bal.
Nil
None
118.5
BHN 74
Tr
3.5
Tr
*.1
Nil
-
-
13.3
-
-
-
Bal?
-
None
115.5
BHN 86
Tr
2.7
Tr
*.1
Nil
-
-
13.5
-
-
-
Bal.
-
-
.10
BHN 102
4.8
3.8
.82
.44
.30
-
-
.62
*.2
-
-
Bal.
-
-
1.00
BHN 76
4.9
2.1
.85
*.1
.50
-
-
*.5
.2
-
-
Bal.
-
TB
5.28
See Fig.#
-
2.8
1.5
2.2
.17
*.05
Nil
Nil
2.7
-
-
Bal.
Nil
T4
4.22
BHN 105
.6
4.4
.39
.39
*1.0
*1.0
*1.0
*.5
*.5
-
-
Bal.
Nil
T4
.08
BHN 99
1.15
5.8
1:08
.48
.83
*.05
Nil
Nil
Nil
-
-
Bal.
Nil
T4
-
BAN 99
-
4.2
.38
.41
.42
-
-
*.5
*.2
-
-
Bal.
-
1.30
BHN 44
*.1
*.1
.18
*,1
*.1
*.1
*.1
*.5
*.5
-
-
Bal?
-
None
1.12
BHN 100
.83
8.2
1.15
*.1
.25
-
-
25.4
*.5
-
-
Bal.
-
None
2.17
-
-
2.7
*.05
*.02
-
-
-
Bal.
-
.008
*.005
3.0
-
.007
None
.30
-
-
Tr
*.05
.10
-
-
-
Bal.
-
.013
*.005
4.8
-
.007
None
.30
-
-
1.4
*.05
*.02
-
-
-
Bal.
-
.008
*.005
4.2
-
.007
None
.88
-
-
1.4
*.05
*.02
-
-
-
Bal.
-
.007
*.005
4.7
-
.008
None
.05
R.B 47
-
81.6
Tr
-
-
-
-
Bal.
Tr
Nil
Nil
-
-
-
None
.004
RB 77
-
94.2
-
-
-
-
-
Bal?
-
-
3.4
-
-
-
None
.005
RB 72
-
82.0
Tr
-
-
-
-
Bal.
Tr
Nil
Nil
-
-
-
None
0.40
RB 63
-
58.3
-
-
-
-
-
Bal.
-
.20
-
-
-
-
None
-
R,B ?4
.10
89.7
2.9
-
-
-
-
-
-
-
-
7.5
-
-
None
1.82
RB 83
2:3
79.5
-
-
-
-
-
Bal.
-
-
-
-
-
-
- 373 -
Approved For Release 2000/04/18 :CIA-RDP81-~1~~F~~~1~0~O~1~b'01-4
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
METALLURGY
Bearings
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 CONFIDENTIAL METALLURGY-BEARINGS
Approved For Release 2000/04/18 :CIA-RDP81 ~~ ~~~~fi~~~0Ebs1-4
METALLURGY REPORT
BEARINGS AND RUBBING SURFACES
(Non-Ferrous)
The connecting rod and main bearings are of nominal composition as follows:
Lead 25%
Copper 75%
They are cast on steel back of Rockwell B hardness 65 to 86, which is
quite a range. Structure of the lining is fairly good. The 39 Rockwell
C journal used in this engine should be quite satisfactory for operation
against these 'bearings.
The following bushings, all bronze castings, have been analyzed with results
as shown:
Oil pump shaft bushing
Copper
88.5?0
Tin
8.7%
Lead
.2?6
Zinc
Balance
R "B"
61
Articulating rod bearing
Spectrographically similar
to above.
Connecting rod upper end bushing
Spectrographically similar
to above.
The only remarkable thing about this composition of bronze for these
applications is that it contains so little lead. Normal procedure here
would be to use S.A.E. 791, or if pounding were too heavy for this material,
S.A.E. 792. If a casting were essential, 5.A.E. 64 or 660 would probably
be used.
The water pump shaft bushing appears, from its spectrographic analysis,
tv be a silicon bronze, containing no manganese or aluminum and minor
amounts of zinc. There appears to be more lead present here than in
most silicon bronzes. Silicon bronze is not commonly used as a bearing.
Its main characteristics are Brood resistance to corrosion by some aqueous
solutions, high strength and hardness (Rockwell B 69 in this case). This
- 375 - p
Approved For Release 2000/04/18 :CIA-RDP81-010~44R0~0100070001-4
 METALLURGY-BEARINGS
AND RUBBING SURFACES C O N F 1 D E N T 1 g L
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
hardness is the most probable reason for specifying it here. Inforr=nation
on expected loads would throw some light on this. It generally requires
good lubrication, and in this case received it.
Camshaft bracket composition elsewhere reported is rather a structural
than a bearing alloy. The unhardened camshaft journals, Rc26, will probably
wear more heavily than we would think desirable, but it would be a long
time before this seriously affected the operation of the tank,
Fuel Transfer .Pump Shaft Bushing
This part is a low-tin, high-lead bronze with a remarkably high' percentage
of nickel.
Composition found was as follows:
Copper
68.3%
Tin
4.0%
Lead
24.5%
Nickel
3.1%
This almost classifies as a copper-lead. It is unusual to make so fragile
a part a,s this of such ahigh-lead material without a steel back. The addi-
tion of the high nickel content was undoubtedly made to strengthen and
harden the copper base matrix. This aim was achieved; hardness was
Rockwell F64, which is equivalent to a Brinell hardness of 5?-58 on the
500 kilogram scale. The comparative figure without the nickel would be
about 50.
Lead dispersion was excellent. The piece had a lead colored fracture,
indicating good cleanliness of the melt.
The reason for use of so much lead in the alloy was doubtless the fact
that the bushing is lubricated only with Diesel fuel oil. Light load permits
limited hardness. In accordance with the composition, a hardened journal
was used.
If we had a similar problem to solve, we would produce a flanged, steel-
backed bushing out of a .strip, using much the same bearing alloy without
the nickel.
CONFIDENTIAL - 376 -
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
METALLURGY
Protective Coatings
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 CONFIDENTIAL PROTECTIVE COATING
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
25X1A
Some of the oil and air valves were lead dip coated.
The scavenge ail control valve consisted of a casting to which steel outlet
and inlet lines were welded. The assembly was then lead dipped. No
cadmium, nickel, or chromium plating was found.
found to be .0004 in, thick.
on the steel tubing used to distribute compressed air for starting was
PROTECTNE COATINGS
Protective coatings found on the tank engine were examined and the results
tabulated. The following pages include the type of coating and the practice
generally followed in the U.. S, for coating similar engine parts.
Zinc and lead were the only metallic coatings found. The zinc coating
25X1A
- 377 -
Approved For Release 2000/04/18 :CIA-RDP81-01~0~4~~dl~l~h~T~~'1-4
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
PROTECTIVE COATINGS C O N F I D E N T I A L
~i
~ ,~ .~
~ ~ ~
a~ a~
a~ ~ ~
U ~ ~
Ri
U N ~
a .u -r.+
Cd ni
~ ~
~ .~ ?~
U U
'~"u .~
.~ ,~
'{~ 'tj
U U
r-+ .u
.,~".r .~
w a
a~
z
a
~~
~~
~ cd
~-, U
c~ z
C~
~
~
Cd
~U+
U
V
iy
U
+.i
Cd
~
~
~
~
N
W
~
~
r
~
~
~
~
'
~
~
"~
U
cd
~
~.
~
~
~
U
.~
N
Rt
td
~
an
.~
ctf
O
U
-~ A ~
O N N
'"'~ O O
CSC
'C3
~, ~ ~
o 0
U ,~ ~'i
N N W CA
.-~
0
c~ ~
~ sz, v ai
~_
~ o ~ ,n ~
~.
~, o
U
~~ ~
~' ~
~ o ~ o ~
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
CONFIDENTIAL - 378 -
 CONFIDENTIAL PROTECTIVE COATINGS
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
a~
~a
a
r'~ii rn m ~ ~ rail ~ ~ ~ ~ N ~
~~ ~~ .'O. .~ .~ ..fir ~ .O O ~~ p+ .O
w ~+-+ w w w w ~ w w w w O w
.,~
O O O O O O cd O O O O 't~ O
z z z z z z a z z z z ~ z
0 0 0
~ ~ ~
O O O
a a a
o+ ~
o
o .~
.A
V ~
V
U ~
N a
~
as a
- 379 -
Approved For Release 2000/04/18 :CIA-RDP81-o16~4~li68#~-4
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
FUEL and LUBRICANTS
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 CONFIDENTIAL FUEL AND LUBRICANT
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
FUEL AND LUBRICANT ANALYSES REPORT
Samples of fuel and lubricants removed from the G812 Russian T34 tank
were tested and the results compared with those in the Aberdeen report.
The following evaluation of oils and greases was made:
- Transmission Oil and Engine Oil
The analysis of the transmission oil as obtained by the Fuels and
Lubricants Laboratory was compared with the Aberdeen Automotive
Laboratory results on a Russian tank transmission oil in 1942. As
can be seen from Table I, there has .been very little change. The oil
is essentially on SAE 50 engine oil with no additives. (A small amount
of fatty oil appears to be present in the transmission oil analysis.
Since not enough is indicated to make any substantial difference, the
fatty oil may be an impurity.
2 - In Table I there is also a comparison of the 1942 Aberdeen results
on the engine oil Except that the pour point
is substantially lower than that of the above mentioned transmission
oil, the present engine oil resembles both the transmission oil and
the 1942 engine oil.
3 -Diesel Fuel Oil
Table II shows the comparison of data on fuel oils as reported by
Aberdeen in 1942 The data show that the oils
are in every way similar and that a reasonably good grade of -fuel was
being used in both cases.
4 -Final Drive Housing Oil 25X1 A
Table .III shows analysis of the final drive housing oil.
This appears to be an SAE 80 gear oil with some sodium base grease
mixed in, probably as an impurity. The oil itself has no extreme
pressure or other additives.
5 -Texas Company Analysis of Russian Oils
Table IV shows part of the Texas Company analytical data on various
Russian oils as reported in 1943. This table is included because it
indicates that the tendency , at that time was to use straight mineral
oils of the same general viscosity ranges as were found in the present
T34 tank. It seems of more than passing interest to the writer that
no advantage appears to have been taken of the considerable strides that
have been made in the fields of detergent and other type additives.
25X1A
25X1A
- 381 -
Approved For Release 2000/04/18 :CIA-RDP81-01~9~~1~dl~l~~TT~d1-4
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
FUEL AND LUBRICANT C O N F I D E N T I A L
6 - In Table V a partial report of the Texas Company data of 1943 on
various Russian greases is included. The reason no comparisons
have been made directly between these greases and the greases found
in the Russian tank, which is being investigated, is that the two groups
of greases bear no general relation to each other. Of the three greases
reported by the Texas Company, only one is calcium soap base, whereas
all of the ones found in T34 tank have a calcium soap base. Whereas
melting point appeared to be of some interest in the early greases,
it appears that the present Russian thinking does not place much value
on this property.
7 -Data on Calcium Soap Base Greases with a Mineral Oil Base
Table VI shows the two greases that most closely resemble those
in Table V. The wheel hub lubricant consists of an SAE lOW oil
thickened with 11% calcium soap. This is a type of grease quite often
encountered in American practice. The coil spring suspension case
has an extremely hard smooth .orange colored grease made #rom
SAE 10W oil thickened with 27% calcium soap. Except for the presence
of a substantial amount of asphaltic material of unknown source, this
grease is not unusual. The source of the asphalt could not be deter-
mined because of the large amount of debris such as dirt, .rocks,
canvas, etc, present in the original sample.
$ -Analysis of Grease Containing Wool Fat
Table VII shows the analysis of three greases, all of which contain
a substantial amount of wool fat. The turret bearing grease .contained
20.7% wool fat in addition to 3.7% calcium soap in which there was a
trace of sodium soap, This material also contained 75ab of either
a very soft petrolatum ar a mixture of petrolatum and oil. -The end
result was grease with a dropping point of 136?F. This grease should
be very useful where water resistance is needed, but would seem of
doubtful value if high temperature adhesion were required. Although
the sample of water pump grease received was insufficient to make a
detailed analysis, it appeared to be similar to that found in the turret
bearing. The grease in the suspension shaft inside the hull was a
combination of three materials. These were a grease similar to that
found in the water pump, a grease similar to that found in the wheel
hub, and a heavy mineral oil which did not appear to have separated
from the greases. The three were not well mixed and it appears that
this unit -was lubricated with whatever happened to be handy at the
moment.
In general, two conclusions can be reached from the analyses of the lubri-
cants in the subject T34 tank:
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
CONFIDENTIAL - 382 -
 CONFIDENTIAL FuE~ AN t
Approved For Release 2000/04/18 :CIA-RDP81-01044R0S0~~~~~~1-4
1 -The Russians have not taken advantage of recent research in oil
additives.
2 -Water .insolubility o~ the grease used in the T34 tank seems to be of
prime consideration, with less temperature resistance being required.
- 383 -
Approved For Release 2000/04/18 :CIA-RDP81-0~~2~6~'~d~~bb1-4
 r uc` tlrvu L,U IV 1
Approve or elease 2000/04/18 :CIA-RDP81-O'Fd~~'1~6b~'~AOa0~1-4
COMPARISON OF ABERDEEN AUTOMOTNE LABORATORY RESULTS 25X1 A
REPORTED IN 1942 WITH DATA ON 1951 TANK OILS,
Pour Point
Naphtha Insol. Weight)
Chloroform Insol. (Weight)
Conradson Carbon Residue
Neutralization Number
Viscosity @
100oF CS
Viscosity @
100?F SSU
Viscosity @
210?F CS
Viscosity @
210?F SSU
25X1A
Transmission Oil Engine Oil
Aberdeen
Lab. No.
4077
+70? F
0.40%
0.27%
1.10%
0.159
342
1580-1600
21.5
104.4
Viscosity Index 94
Dilution _
Ash 0.26%
Asphaltenes 0.13%
Saponification No.
Calculated Fatty Oil
Copper Strip Corrosion
@ 212?F
@ 300?F
+70?F
+20?F
+10?F
0.28%
0.083%
0.30%
0.20%
0.075%
0.10%
0.665%
0.80%
0.12(No
fatty acid)
0.092
0.03
340
1274
15?2
1275
22.1
103
106.9
92
99
86
Some indi-
cated
79
0.131%
0.034%
0.04%
2.50
1.5-2.0%
Nil
Nil
Nil
Nil
?~ Sulphur
0.10%
0.14%
% Chlorine
% Lead
% Phosphorous
SAE Rating
Nil
Nil
Nil
90
50
25X1A
C O ty,~lp-b~'~IF~4ot Release 200070 8-: CIA-RDP81-010448000100070001-4
 C O N F I D E N T I A L FUEL AND LUBRICANT
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
25X1A
COMPARISON OF DATA ON FUEL OILS AS REPORTED BY THE
AUTOMOTIVE LABS OF THE ABERDEEN PROVING GROUNDS IN 1942
AND IN 1951.
Aberdeen
Lab. No.
- 385 -
Approved For Release 2000/04/18 :CIA-RDP81-01 dr4$~~b~h~'l~od'8~--4
 Fu~.p~~v~~~~~ease 2000/04/18 :CIA-RDP81-01 ~~~~~ ~~~~~OL1-4
25X1A
ANALYSIS OF FINAL DRNE HOUSING OIL
Test
Viscosity @ 100?F SSU
Viscosity @ 210?F SSU
Viscosity Index
S.A.E. No.
Pour Point
Sulfur
Ash
Copper Strip Corrosion
Neutralization No.
Naphtha Insolubles
Benzene Insolubles
Almen Load
Nature of Naphtha Insolubles
25X1A
391.9
55.75
85
80 Gear Oil
20 Motor Oil
-50?F
0.121%
0.769% (Mostly sodium and iron)
Nil
0.38
10.4%
0.2%
6 lbs.
Mostly sodium base grease in clots.
Approved For Release 2000/04/'~6 CIA-RDP81-010448000100070001-4
CONFIDENTIAL
 CONFIDENTIAL FUEL AND LUBRICANT
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
TABLE N
TEXAS CO. REPORT OF RUSSIAN OILS ISSUED. 2-26-43
(Abstracted)
T 100 TD Avtol.
Engine Oil 105 No. 18
TD 106
Aviation Oil
TD 107
Spindle Oil
Recoil Mech.
Gravity API
25.0
20.9
24.9
24.8
Flash COC
520
435
520
360
Fire COC
590
510
600
395
Viscosity @ 100 SSU
1813
1383
1908
137.4
Viscosity @ 210 SSU
114.1
82.5
137.9
41.0
(23.7CS)
(16.2CS)
(29.1CS)
(4.5CS)
Approx. SAE Grade
60
50
70
-
V.I.
84
40
104
53
Pour ?F ASTM
+10
+10
-10
-45
Copper Strip @ 212?F Neg. Neg.
Neg.
Pos. Black
Carbon Residue
0.67
0.$4
0.74
0.13
Neutral No.
0.06 -
0.30
0.06
0.76
Saponification No.
0.7
2.0
1.6
9.3
Ash
.01
0.13
Trace
0.01
Total Fatty Acids %
0.12
0.91
0.22
0.35
Neutral No.
Insufficient
140
Insufficient
141
sample
sample
Total Sulphur %
0.11
0.19
0.11
0.52
Corrosion Copper .
Positive Neg.
Positive
Positive
Strip
(Peacock)
(Peacock)
(Black)
- 387 -
Approved For Release 2000/04/18 :CIA-RDP81-01 ~1~~~~~~~1-4
 FuEl4pi~#fbl~lease 2000/04/18 :CIA-RDP81-04Q~~OODP~-a01-4
TABLE V
RUSSIAN GREASES AS ANALYZED IN THE TEXAS CO. REPORT OF 2-26-43
(Abstracted)
TD 103 Konstalin
TD 104
TD 108 Lub. Oil
W.B. Grease
(Russian Lub.)
Colidol
SP. Grease
No. 8 (A Grease)
Appearance
Light Yellow Tan
Shiny Brown,
Shiny, Dark
Slt. Blue .Bloom Greenish blue.
Melting Point ?F
312
180 ~
257
Penetration
Unworked
239
233
399,_.
Worked
240
239
383
Ash
3.2
1.5
1.2
Predominating Base
Sodium
Calcium
Sodium
Soap
27.8 (Na)
13.4 Ca
11.1 (Sodium)
1.2 Mg.
Oil Mineral
69.3
81.5
86.1. -
Tests on Oil
(Unsaponified)
Viscosity SSU
173
404
574
@ 100
Viscosity SSU
42.8
51.4
59.9
@ 210
~ ~~-~ ?P~ ~telease 2000/04
CIA-RDP81-010448000100070001-4
 CONFIDENTIAL FUEL AND LUBRICANT
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
TABLE VI
DATA ON CALCIUM SOAP GREASES USED IN THE WHEEL HUB
AND THE COIL SPRING SUSPENSION CASE
OF A RUSSIAN T34 TANK
25X1A
Coil Spring Susp. Case
25X1A
Test
Dropping Point
167? F
176oF
Penetrometer 286
% Soap 11.37%
Type of Soap Calcium
Oil Vis.@ 100?F SSU
Oil Vis.@ 210?F SSU
Viscosity Index
191
27.6%
Calcium
186.2
180.3
45.1
43.6
89
63
Ash % 3.68% Majority Calcium 5.17%
and Iron
Appearance
This was an extremely hard,
smooth orange colored grease.
Since it was full of debris
such as dirt, rocks, sticks,
pieces of canvas, etc., its
exact composition was dif-
ficult to define. It contained
a substantial amount of
asphaltic material of unknown
source.
- 389 -
Approved For Release 2000/04/18 :CIA-RDP81-r9'~~~~b$d001-4
 FQ@~r~gc~,F,g~~~~ase 2000/04/18 :CIA-RDP81-010448000100070001-4
CONFIDENTIAL
25X1A
TABLE VII 25X1 A
ANALYSIS OF GREASES CONTAINING WOOL FAT
Turret Bea Water Pu
Dropping Point
Penetrometer
% Soap
Type of Soap
Ash
Oil Vis. @ 100 SSU
@ 210 SSU
Viscosity Index
Foreign Material
Saponification No.
Insoluble Fatty Acids
Combined Fatty Acids
From Esters
Iodine No.
Total Alcohols
Reichert Meissel No.
Unsaponifiables
Acetyl Value
Melting Point of
unsaponifiables
Notes:
136?F
274
3.71%
Calcium (Trace
SodiuYn)
2.18%
1.34% (Mostly
iron & Rust)
20.2
4.05%
138?F
272
3.55%
Calcium (Trace
Sodium)
0.84%
Suspension Shaft 25X1 A
Inside Hull
157?F
269
9.63%
Calcium
521.1
61.8
84
4.97%
5.1
11.39%
1.9
78.41%
4.9
104?F
This grease is
apparently about
3.7% soap 20.7%
wool fat and the
remainder is
either a very
soft petrolatum
or a mixture of
petrolatum and
oil.
Apparently
similar to turret
bearing grease;
insufficient
sample prevent-
ed duplicating
tests.
This grease is a
mixture of three
materials.: 1.
Similar to water
pump grease. 2.
Similar to wheel
hub grease. 3.
A heavy mineral
oil apparently
not separated
from the grease.
Ap roved For Release 2000/04/~~: CIA-RDP81-010448000100070001-4
C4N~IDENTIAL
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
RUBBER PARTS
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 CONFIDENTIAL RueBER PARTS
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
Natural Rubber
Parts made of natural rubber were of a good quality compound with good
general properties. Electrical connection insulators, for instance, had a
tensile strength of approximately 1800 psi and an ultimate elongation of
650%. The following parts tested were found to be of natural rubber:
1 -Electrical connection insulators
2 -Outer cover layer on oil and water line
connector hoses
3 -Cylinder sleeve water seal
4 -Bogie wheel tires
Neoprene Type Synthetic Rubber:
All rubber parts on the tank which would ordinarily be subjected to contact
with oil or fuel were made of a polychoroprene (neoprene) synthetic rubber.
This particular polychoroprene is apparently the Russian synthetic Sovaprene,
which is similar to our neoprene rubbers.
Samples of neoprene rubber were found to have comparatively poor tensile
and elongation properties and good oil and heat resistance properties. The.
average tensile strength of the neoprene inner layer of oil and water line
connector hoses was 400 to 800 psi with 50 to 200% elongation. This
indicates that the stock is highly loaded with carbon blacks and other types
of fillers. (This could be a means of conserving their rubber supply.)
Oil resistance tests of the. same sample showed 40 to 80% volume swell
after 70 hours at 212oF in ASTM #3 oil. This is considered good for
polychoroprene type compounds. Adhesive properties on all hose parts
were very poor. (This factor may indicate a shortage of natural rubber
for adhesive compounds or may represent what the Russians consider a
satisfactory product.) Heat resistance tests conducted at 212?F for 70
hours show no appreciable loss in tensile strength, indicating good heat
resistance. The following Cold Room tests on a neoprene sample (peep
window head pad) were reported:
5 hours at - 40?F flex OK
5 hours at - 65?F flex OK
70 hours at - 40?F flex OK
70 hours at - 65?F sample brake
Parts made of neoprene are listed below:
1 -Connector hose from intake manifolding elbow to air cleaner duct
and intake manifold
2 -Final drive dust seal
- 391 -
Approved For Release 2000/04/18 :CIA-RDP81-d1 ~4~F~~~1 101-4
 ~~e~lA~~~ Release 2000/04/18 :CIA-RDP81-0104C41~00~1IOD0070001-4
N ENTIAL
3 -Grommet in connection from fuel line to injection nozzle
4 -Grommet in oil return line from head to crankcase
5 -Head-block water port gaskets
6 -Antenna anti-vibration gaskets
7 -Cylinder sleeve oil seal
8 -Inner layer of oil and water line connector hoses
9 -Peep window head pads
Buna S Synthetic Rubbers:
Samples of Buna S type rubber were found to have low tensile strength
and fairly good elongation properties. This type of rubber was used for
vibration and electrical insulation. A sample of 24 volt high current ca-
pacity wire insulation tested had a tensile strength of 490 psi, elongation
of 525%, and a Durometer hardness of 60. Another sample, from a smaller
wire, had a tensile strength too low to test, elongation of 450%, and Duro-
meter hardness of 60. Another Buna S sample, from the driver's periscope
vibration insulator, had a tensile strength of 600 psi and appeared to be
from a stock highly loaded with fillers. Tests on the suspension arm
bumpex indicated that an exceptionally volatile plasticizer was used in
the compound. The bumper examined showed indications of having been
subjected to extreme heat, either from direct contact with #ire or from
high and frequent impact. Cold Room tests on a Buna S sample (generator
drive coupling) revealed the following:
5 hours at - 40?F flex OK
5 hours at - 65?F flex OK
The following parts tested were of Buna S:
1 -Driver's periscope vibration insulator
2 -Instrument panel vibration insulators
3 -Suspension arm bumpers
4 -Generator drive coupling
5 -Periscope handle grip
6 -Ammunition cushions
7 -Oil, fuel, and air line vibration insulators
8 -Insulation on electrical wiring
The following report represents further analysis on miscellaneous rubber
parts (non-oil resistant applications) removed from the tank.
1 -PHYSICAL PROPERTIES
The physical- properties of the parts as tested appear to be approxi-
mately 30?,~ lower than those generally specified for current automotive
rubber parts and the specification limits for U. S, tank rubber parts
built for World War II, and 50?,~ lower than those being established
for the current tank building program.
Approved For Release 2000/04/18~~IA-RDP81-010448000100070001-4
CONFIDENTIAL
 CONPID~NTIAL R
Approved For Release 2000/04/18 :CIA-RDP81-0104~1~~~~10~~~I~001-4
The figures of 30 and 50% are in addition to a 25% age or service
loss generally allowed on parts of this type as compared to the calcu-
lated original physical values.
The higher standards affecting our current tank rubber parts are based
on an Ordnance request that oil resistance and flexibility at -65?F be
specified on a large majority of the rubber parts required for both
current and future tank building programs.
All parts tested hardened far beyond our specification limits at both
-35 and -65?F.
The majority of parts showed excessive bloom. All parts ignited
and burned more freely than U. S, "general use " type polymer base
compounds,
2 -FABRICATION TECHNIQUE
(a) Extruded Parts
Indications from the parts examined in regard to "rating the fabri-
cation technique " are that the parts were:
1 -run by inexperienced processing or machine hands,
2 -made from poor extrusion stocks,
3 -extruded at extremely high speeds intentionally,
The above is based on the extreme surface roughness, both inside
and outside, of the parts submitted.
(b) Molded Parts
All molded parts indicated good molding equipment and technique
with the exception that little time was spent for trimming the
parts. This applies to both functional and non-functional items.
3 -SOURCE AND PART IDENTIFICATION
No source of manufacturer or part identification, such as part
number, was apparent on any of the parts examined.
4 -GENERAL SERVICE CONDITIONS
With the exception of the suspension bumper (item #3) none of
of the parts covered by this analysis was subjected to severe
service conditions.
Approved For Release 2000/04/18 :CIA-RDP8~?1W~411QIOi9~0001-4
 ~6~ea? Release 2000/04/18 :CIA-RDP81-0104aRD8A1Q9~~QQQ~ ~
RUBBER PARTS -RUSSIAN BUILT TANK
1 -Vibration Insulator -Instrument to Cockpit
Method of Fabrication -Molded -Polymer Indicated -GRS Type
Durometer
56/62
Flame Test
Burns readily
Tensile & Elong.
--
Spec. Gravity
1.30
Tear
poor
Appearance
slight -bloom
Compression Set
16.9
Gen'1 Condition
good
Comments: When flame was extinguished, part gave off a very dense
smoke which ignited very rapidly, indicating that an ex-
ceptionally volatile plasticizer was- used in the compound.
2 -Vibration Insulator
Method of Fabrication -Extruded - Polymer Indicated -GRS Type
Durometer
58
Flame Test
Burns readily
Tensile & Elong.
368/100
Spec. Gravity
1.30
Tear
very poor
Appearance
very high sulfur
bloom inside tube
Compression Set
--
Gen'1 Condition Fair
Comments: Very low quality stock and extremely rough extrusion.
3 -Suspension Bumper
Method of Fabrication -Molded -Polymer Indicated -GRS Type
Durometer
?0
Flame Test
Burns readily
Tensile & Elong.
--
Spec. Gravity
--
Tear
fair
Appearance
See Comments
Compression Set
34
Gen'1 Condition
"
Resilience
51?,~
Comments: When flame was extinguished, part gave off a very dense
smoke which ignited very rapidly, indicating that an ex-
ceptionally volatile plasticizer was used in the compound.
Approximately. one half of this bumper simulated a "gummy"
substance indicating that the part had either been in direct
contact -with fire or subject to terrific heat generated by
high and frequent impact.
~prp~r~c~ ~jgr~Fj~lease 2000/04/9 ~9~hA-RDP81-010448000100070001-4
 CONFIDENTIAL
Approved For Release 2000/04/18 :CIA-RDP81-01044~~~1 ~~0~01-4
4 -Generator Drive Coupling
Method of Fabrication -Molded -Polymer Indicated -GRS Type
Durometer
75/80
Flame Test
Burns readily
Tensile & Elong.
--
Spec. Gravity
1.185
Tear
41.0
Appearance
See Comments
Compression Set
21.6
Gen' 1 Condition
Good
Comments: There were definite indications of "Case" or surface age
hardening over the complete part and of minor abrasion
effects around the drive pin holes on one side of the rub-
ber coupling, Service conditions were apparently very
moderate for this type part,
5 -Ammunition Rack Cushion
Method of Fabrication
Durometer
Tensile & Elong,
Tear
Compression Set
Comments: None
Molded -Polymer Indicated -GRS Type
58 Flame Test Burns readily
-- Spec. Gravity 1,16
Fair Appearance Moderate Bloom
28.6 Gen'1 Condition Good
6 -Ammunition Box Cushion
Method of Fabrication -Molded -Polymer Indicated -GRS Type
Durometer
Tensile & Elong,
Tear
Compression Set
Comments: None
60 Flame Test Burns readily
-- Spec. Gravity 1.115
-- Appearance Moderate Bloam
47.2 Gen'1 Condition Good
7 -Periscope Sandle Grip
Method of Fabrication -Extruded -Polymer Indicated -GRS Type
Durometer 60 Flame. Test Burns readily
Tensile & Elong, 547/150 Spec. Gravity 1.195
Tear Poor Appearance See Comments
Compression Set -- Gen'1 Condition '~
Comments: Very low quality -low age stock -extremely rough ex-
trusion, Part had numerous surface cracks indicating
part was highly stressed in assembly.
- 395 -
Approved For Release 2000/04/18 :CIA-RDP84~'~b~~R~A1r000~0001-4
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
RUBBER PARTS CONFIDENTIAL
8 -Peep Window Gasket
Method of Fabrication
- Molded -Polymer Indicated - GRS Type
Durometer
55
Flame Test
Burns readily
Tensile & Elong.
640/475
Spec. Gravity
1.28
Tear
Poor
Appearance
.Very High
Compression Set
--
Gen'1 Condition
Sulphur Bloom
Poor-See Note
Comments: Portion of gasket had apparently been subjected to oil.
9 -Peep Window Head Bumper Pad
Method of Fabrication -Molded -Polymer Indicated -Neoprene
Comments: None
10 -Plug
Method of Fabrication
- Molded -Polymer Indicated - GRS Type
Durometer
65
Flame Test
Burns readily
Tensile & Elong.
--
Spec. Gravity
1.19
Tear
--
Appearance
High Sulphur
Compression Set
--
Gen'1 Condition
Bloom
Good
Comments: None
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
CONFIDENTIAL - 396 -
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
PLASTICS and FABRICS
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 CONFIDENTIAL PLASTICS AND FABRICS
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
PLASTIC AND FABRIC PARTS
The following plastic and fabric parts were examined:
INJECTION PUMP CONNECTOR DISC
This part is made from what appears to be a grade C phenolic laminate.
The filler plies are cotton duck and the piece seems to be of good quality.
This type of laminate has been available commercially in Europe and the
United States the past thirty years.
The workmanship on the part is poor, but sufficient. The only tools used
on this part are handsaw, drill press, file, and sand paper.
ANTENNA INSULATOR
This part is made from a macerated paper phenolic molding material.
The part is compression molded and no attempt has been made to remove
the mold flash. The material and part appear to be adequate for the
application. This type of material has also been available commercially
for the past thirty years.
COMPRESSED AIR TANK VALVE KNOB
This part is compression molded from a urea formaldehyde cellulose filled
molding material. The material is of poor grade. It appears to be im-
properly mixed or .contaminated with a white material of the same type.
The mold flash has been very crudely removed.
The valve stem insert is cut from brass hexagon bar stock and is of poor
design according to our standards. However, the part appears to be sub-
stantial enough to do the work required of it.
TURRET ELECTRICAL SUPPLY SLIP RING
The material used in this part is a rag filled phenolic compression molding
stock. It is molded in two parts and the mold flash very crudely removed
by hand. The part is of rugged design. The slip ring connectors are
made of brass and are silver plated.
The molded inserts in this part are knurled and consistent with our design
standard and practices. However, no more are used than necessary. Some
connectors are riveted in with copper rivets. This possibly explains the
use of such a high impact molding stock.
BATTERY CELL CASE
The construction of this cell case is of very poor design and indicates
that there was not enough mold equipment available to follow better practice.
- 39? - CONFIDENTIAL
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 P~ppr~ve~?o~r'~e 2000/04/18 :CIA-RDP81-010~~QQq'tp@a17'~p~~: 4
The cell case is made by wrapping a hot asphalt impregnated loose cellulose
paper around a mold. After this part was hardened, it is removed and
sealed into a wooden case with more asphalt. The cover and plate assembly
is consistent with our practice.
It is felt that this type of construction might not have too good a field life
because of possible case distortion.
PILOT'S HEAD BUMPER
Consists of a sack made of flat cotton duck and a cotton sateen containing
a coarse wool and hair felt pad.
This assembly is fastened to a metal plate.
The fabric has a coarse texture and apparently very little sizing. There
is nothing new or exceptional about this material.
C O Nql ~~,QC Release 2000t0~8~8 : CIA-RDP81-010448000100070001-4
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
SEALING COMPOUNDS
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 CONFIDENTIAL sEA~IN~ coMPOUN~s
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
The following information was obtained concerning compounds used as seals
on the G$12 tank:
WATER SEAL FOR GUN OPENING IN TURRET
This compound was found to be iron oxide and a drying oil. It was applied.
to the outer edge of the gun opening in the turret before the turret was
painted,
ELECTRICAL JUNCTION BLOCK INSULATING COMPOUND
This material was used on the fuse and junction block in the hull to insulate
the back of riveted connectors. It consisted of coal tar pitch and clay,
PAN AND BEAD SEALING COMPOUND
This sealer contained a high percentage of red iron oxide in a drying oil.
A red organic dye was also contained in the sealer.
- 399 -
Approved For Release 2000/04/18 :CIA-RDP81-01 ~~~b~~-4
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
BALL and ROLLER BEARINGS -LIST
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
COMPLETE LIST OF
ROLLER AND BALL BEARINGS
FOUND IN THE G812 TANK
No. per
Tank
25X1 B 25X1 B
Inner
Diameter
Outer
Diameter
Width
1
Crankshaft thrust bearing, ball - -
100 mm
135 mm
25 mm
1 25X1 B
Oil pump drive idler, ball -
17
47
14
125X1 B
Main accessory drive shaft, lower end -
double ball, self-aligning -
35
72
17
1
Main clutch, roller -
110
174
30
25X1 B 1
Main clutch American made
ball -
~
,
25X1 B
~
"
25X1 B
+
~
2
Steering clutch, inner, ball thrust -
110
174
30
2
Steering clutch, double ball, self-
25X1 B
aligning - 25X1 B
60
150
35
2
Fuel injector pump camshaft, ball
25X1 B
25
52
16
n
1
Water pump, ball -
25X1 B
17
47
14
O
1
Generator, drive end
ball
25
62
17
,
25X1 B
~
p
1
25X1 B
Generator commutator end, ball -
25
52
15
"'
Z
~
a
1
2
Starter, commutator end, ball
Starter, drive end, double ball,
self-aligning
25
45
52
85
15
19
v
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
aligning -
Final drive to eyed roller (American made)
2 Final drive, tapered roller
2 Final drive, pinion, roller -
25X1 B
110 200
130 230 48
150 270 38
75 106 57
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
A ROLLER AND BALL BEARINGS
O
Z No. per Inner .Outer
Tank Diameter Diameter Width
v 25X1 B
"' 1 Transmission inion, tapered roller -
~_ 90 mm 160 mm 26 mm
a 1 ,ball thrust -
~ 25X1 B 100 172 56
25X1 B
1 Transmission. pinion, roller - 85 180 40.5
1 25X1 B Transmission drive cross-shaft double
tapered roller - 80 160 64
1 Transmission driven cross-shaft, double
25X1 B tapered roller - 80 160 64
~? 2 Transmission driven cross-shaft, roller
' 25X1 B
25X1 B
2 Transmission drive cross-shaft, roller
(one American made.) -
2 Transmission reverse idle gear, roller -
2 Final drive, double tapered roller, self-
25X1 B 90 160 30
60 150
(Hyatt type) 52 90 70
25X1 B
25X1 B 2
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
25X1 B
25X1 B
25X1 B
,A
r? 25X1 B
25X1 B
25X1 B
No. per
Tank 25X1 B
2
Track idler, ball (American made) -
2
Track idler
inner bearing
roller -
,
,
25X1 B
100
20
Bogie wheel, ball -
80
1
Turret rotating mechanism electric motor,
commutator end, ball -
12
1
Turret rotating mechanism electric motor,
drive end, ball -
16
1
Turret rotating mechanism worm shaft,
dri
ll
e e
d
b
25
-
n
v
,
a
Turret rotating mechanism worm shaft,
pilot end, ball -
20
Turret rotating mechanism spur gear shaft,
ball -
20
1
Ventilatin fan drive end, ball -
12
1
25X1 B
Ventilatin fan commutator end, ball thrust
15
5
Tachometer bearings, ball -all are small
1
balls run on shaft with no inner race used
Governor thrust arm, needle bearing, no
separate inner race
Inner Outer
Diameter Diameter Width
180 34
170 39
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 BA~c~p~v~~FR~~000/04/18 :CIA-RDP81-01 Q4~Rpp~S~Q~Q~1-4
++ ~ .--
R+ ~ ~
~.' f~+ ~ ~
CO Q~ CV N N M
ri
O ~ .~
~'' .,~
~ Q. c~d
?-? '~ ~ ~
O ~ ~ v '~ ~ N
~+~~ ~ ai.~ ~EiArnxZ
H~ ~ N
a~
~,
.~
0
C O ~prD~al'fio4c Release 2000/04~~ :-CIA-RDP81-010448000100070001-4
~, P4 H U . H
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
25X1A
REPORT ON ROLLER EEARINC~
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
PHYSICAL LABORATORY REPORT
ON TEST NO. 369-J
Investigation on Antifriction Bearings Received from the Government on May 29, 1951.
The following (8) bearings were analyzed to determine material, geometry and
finish. Each bearing was identified by number as follows:
Bearing
No.
Type
O.D.
Bdre
Width
Photo
X-1
Spherical Self-Aligning
200 mm
110 mm
53 mm
3997
Roller
(7.87 in.}
(4.33 in.}
(2.08 in.)
3998
X-2A
Final Drive Position-Type
Taper Roller
140 mm
80 mm
28 mm
4000
Transmission Thrust
Bearing Countershaft
(5.51 in.)
(3.15 in.)
(1.10 in.)
*X-2B
Taper Roller (Same as 2A)
140 mm
80 mm
28 mm
-
{5.51 in.)
(3.15 in.)
(1.10 in. )
,~
X-3
Straight Roller
180 mm
100 mm
34 mm
4004
?
v,
Type R.N.
(7.08 in.)
)
(3.94 in.
(1.34 in. )
~
X-4,
Track Idler Inner Bearing
Straight Roller
90 mm
52 mm
70 mm
4003
(Cage Assembly Only)
(3.54 in.)
(2.04 in.)
(2.75 in.)
X-5
Transmission Reverse Idler
Straight Roller
150 mm
60 mm
35 mm
3999
(5.90 in.)
(2.3 6 in.)
(1.3 8 in. )
A
X-6
Final Drive
Straight Roller
160 mm
90 mm
30 mm
4001
O
(6.30 in.)
(3.54 in.)
(1.18 in. )
t
Transmission Main Shaft
~+
D
X-7
End Bearing
Straight Roller
130 mm
75 mm
50 mm
4002
~
(No Inner Race)
(5.12 in.)
(2.95 in.)
(1.97 in.
}
Z
"~
~
Transmission Countershaft
End Bearing
*Fatigue tested. See below
25X1 B
roved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
 B~'~Cpprovec~oRF~e~lease 2000/04/18 :CIA-RDP81-O~~t~bB'~d~('~61-4
U A
N o
~ ~
O N
O CO
e-i 1
N rl
tt] CO
- 406 -
C O~f~~T~ ~telease 2000/04/18 :CIA-RDP81-010448000100070001-4
~ ~
U ~ a~
0
~
~
~ o
~
0
~
~
p
~
PA
O
n
m t7
W ~ P4
~ ~
 ~Approvec~~or~F~~"ease 2000/04/18 :CIA-RDA=b1'~~~~~~4
"~ 'Cf
.S1 O
U ~
Q+ 00 ,~
~M i~
.,.,
W PO O ~ ~ ~ ~ ~ ~ r W
W
~ ~' U ~
~ ,-~ ~ ~ cad
O ii ~ ~ P.~ ~ m U4 W ~s
CQ ~ A W
~;
~ ~~ ~
~
o
cM
c
.~
'
al
O
~
c~c
O
O
a--1
M
tD
1
~
~
CD
- 40? -
Approved For Release 2000/04/18 :CIA-RDP81-010~~~0~~~bb~1~4
 BA~~A'o~tl~8r~ 2000/04/18 :CIA-RDP81-(~10~44~tOD~1gQg7QQ01-4
~, t~
~ ~~ ~ ~
cd
'~
~ ;~ cad
.r
N ,~
?~ ~ ~
U ~ ~ V ~ .~
O ~~i Cd ~~ -~+ c~~7 M 0 ~ ~ '~
C7 W '~~ Pq O ~ eD C7 W ~' pQ O
O
'Ci ~
O ~ '[ ~
~ ~ ~
++ O 47
w a
~,
iti U
w ~
~~p E
v
~
td
~
V]
U
+'
~y
~
O
cd
~ ~
~
C O N A~~d1i~d 4I~r Release 200~/~~~1$ :CIA-RDP81-010448000100070001-4
 C O N F I D E N T I A L BALL AND ROLLER BEARING
Approved For Release 2000/04/18 :CIA-RDP81-010448000100070001-4
C11 O
~ .,.a
N
o .-+ ~n
L[~ +"~ M
.Ni GIAI ~ O O
~ H
'~ Cti
O ~~
a
.C
O
a
N N M ~
O O O O
~[] oO N C-
O O O O
~~ ~N
O C- M ~M
o '
O O O O O
~ O O
O O N
' O O O
~ O O O
~ ~
~a
N QI
~ F~
O I
COd
!-1 O
N '+O-' N
H
Q
!r O t-~
O +' O
~--1 .-i O
+-~ N N
O O O
Q
M
~
d'~
O
.
-~
O
O
O
O
O
0
?
?
0
0
0
o
o
O
r"~
M
M
O
O
O
O
O
O
O
O
O
O
O
-1
~
t
f.1
O
M
O
O
O
~
O
O
O
M
O
O
M
N
O
d
O
~
O
O
O
O
00 C- C-
O r-1