I recently came across some archival footage which gives some glimpses of some quite rare US medium tanks developed in the 1920s. The footage features the M1921, the T2 Medium Tank and a Christie Tank.
The US tank arm subsequently abandoned the various medium tank designs they’d been working on and shifted towards cheaper light tanks. Always special finding archival footage, hope you enjoy the video.
The US entered the Great War with no tanks of their own – by the end of the war they had designed and built their first tank, collaborated on a leviathan heavy tank with Britain and built their own copy of the French FT. In this video we look at how the US Army hit the ground running and formed two tank corps and built their first tanks.
In recent videos we’ve looked at all of the US Army’s early tanks, here’s a round up:
The tinny 3-ton Ford was the first American designed and built tank. Aiming to use readily available parts and materials it took inspiration from the French Renault FT but was smaller and lacked the FT’s revolutionary turret. The Ford was only lightly armoured and did have the best cross country handling. Check out our full article on the Ford here.
The MkVIII was a truly ‘international’ effort with the US, UK and France all working on the project. The US and UK provided the mechanical components while France provided a factory to assemble the formidable vehicles. The MkVIII wasn’t ready in time to see action during the war but remained in US service into the 1930s. Check out our full article on the MkVIII here.
The US also sought to produce their own licensed version of the French Renault FT, making some slight changes the tank was adopted as the M1917 but despite production being well underway by late 1918, none of the M1917s reached the front. Instead they became the backbone of the US Army’s interwar tank force. One even climbed a mountain!Check out our full article on the M1917 here.
This is the last of our series of videos/articles on the US Tanks of WWI, you can find all episodes here.
The MkVIII Heavy Tank holds the distinction of being the result of the first successful international co-operative tank project. Developed with input from British and American designers and engineers, intended to be equipped with British weapons and an American engine, with parts made in the US and Britain and to be assembled in France – a truly international undertaking. The MkVIII, sometimes referred to as ‘The International’ or ‘Liberty Tank’, owed its basic design to earlier British heavy tanks but a number of important changes were made.
Intended for introduction in 1919, the war ended before the MkVIII could enter service and even before its French factory had been completed. It did, however, see some production and inter-war service providing the heavy tank backbone of the US’ tank force for many years.
The design evolved from work by British Lieutenant G.J Rackham with later input from American engineer Major Herbert Alden. The MkVIII heavy was very much an evolution of the earlier British rhomboid heavy tanks but Rackham and Alden made some important improvements. Chiefly the redesigning of the tank’s sponsons which housed a pair of British 6pdr guns. While the tank was a foot narrower than its predecessors, the new folding sponsons could enabled the tank to be transported more easily by rail and to also, in theory, navigate narrow spaces. Alden patented this feature in December 1918 (US #1366550). Additionally, the commander’s ‘outlook turret’ positioned on top of the tank’s turret, which had vision slits on all four sides, was also retractable. Alden’s sponsons were hinged at the front and mounted on rolling bearings so they could pivot inwards.
The MkVIII directly addressed several shortcomings of earlier British heavy tanks, firstly the engine was insulated in its own compartment to prevent exhaust fumes overwhelming the crew. A new ventilation system was also added with a fan keeping fumes out of the fighting compartment. Secondly, overall visibility was improved with protected vision and revolver slits and the addition of the tank’s commander’s turret.
Another important design change was the move to longer tracks, about 5 inches in length, which required a dozen less links than the MkV. Each of the links was shallowly stamped to increase its strength. In terms of armament the MkVIII was designed as solely ‘male’ – with guns in its sponsons, not machine guns – however, with a raised tower on the tanks roof this provided positions for five machine guns in hemispherical ball mounts. Two more machine guns could be mounted in the tank’s hull doors located behind the sponsons. The ammunition for the 6pdr guns was held in a central ammunition storage box but the sponsons also had shell storage space surrounding the guns themselves.
The 37 ton tank was to be powered by an American V12 aircraft petrol engine manufactured by the Liberty company. Although a cheaper, water-cooled Liberty was eventually used in the American tanks. The British developed a similar 12 cylinder engine from Ricardo. This, in theory, produced 300 horsepower with a top speed of just over 6mph and a range of just under 40 miles. The MkVIII’s engine was moved from the centre of the tank to a separate engine compartment at the rear of the tank. This not only reduced engine heat and fumes in the fighting compartment but also made communication easier. Some sources also suggest that the MkVIII was the first tank to have an electronic intercom system.
The American Preliminary Handbook for the MkVIII listed the tanks as being equipped with 7 ‘Hotchkiss .303-inch machine guns’, these are likely to be Hotchkiss Portative MkI*s popular in British service. In US service, however, the tanks were likely later equipped with the new Browning M1919 Tank Machine Guns. The tank carried 182 rounds of 6pdr ammunition and an additional 26 smoke rounds as well as 21,000 rounds of machine gun ammunition to keep the 7 machine guns fed.The tank’s armour was also increased lightly from the previous MkV, with 16mm of frontal armour and between 10 and 12mm at the sides. Less vulnerable areas had armour 6mm thick.
The American MkVIIIs were initially planned to be manned by an eleven-man crew made up of a driver, commander, two gunners and two loaders to man 6pdrs, four machine gunners and a mechanic. Later crew complements probably dispensed with two of the machine gunners as the US MkVIIIs operated during the inter-war period dispensed with two of the midships machine guns. The British crew was planned to be smaller with 8-men fighting the tank, made up of a driver, commander a pair of gunners and loaders for the main guns and two machine gunners who were tasked with manning the tank’s various machine guns. Impressively the 34 feet long tank also had room for as many as 22 infantry to be transported.
As an allied collaborative project the production of parts was to be a collaborative effort. Britain was to contribute armour plate, structural frame work and armament. The American contribution was to include the automotive parts including the engine, brakes, drive sprockets, gears and transmission.
The French were largely uninterested in British heavy tanks and their primary contribution to the MkVIII project was a factory site near the village of Neuvy-Pailloux, 165 miles south of Paris, in central France. Critically located well away from the fighting on a main rail route north, through Issoudun. Construction of the impressive factory appears to have begun in early 1918, with the framework of seven long production halls and the installation of a powerplant and generators and the building of railway sidings completed before the armistice in November 1918. Production barely got underway in Britain, let alone in France. Contemporary photographs taken in January 1919, by the US Army Signal Corps show the factory with its roof in various stages of completion, its shop floors unfinished and empty and open to the elements. The factory would eventually be completed and used by the French army as an artillery park and later a maintenance depot.
The oringal plan was for the tank parts to be shipped across the channel and the atlantic through France’s western coastal ports to be shipped by rail to Neuvy-Pailloux where they would be assembled into working tanks. It was envisaged that the workforce would be made up of Chinese labourers with British and American foremen and managers.
As many as 3,000 tanks were planned for 1919. The British intended to build 1,450 MkVIIIs of their own use in addition to the 1,550 to be produced for general allied use. The British tank parts were to be manufactured in Manchester, by the various workshops of the Manchester Tanks Association, and in Glasgow, by the North British Locomotive Company. Mass production in Manchester never got underway and the initial British MkVIIIs were built in Glasgow – just 24 are believed to have been built, all but six of these were scrapped almost immediately. The first American tanks were assembled by the Locomobile Company of Bridgeport, Connecticut. The American-assembled MkVIII completed acceptance trials in the spring of 1919. With the end of the war the US order was reduced from 1,500 to 100. 100 sets of hull components were bought from Britain and assembled with corresponding American parts at the Rock Island Arsenal.
The MkVIII was the last of the British rhomboid heavy tanks. The handful of British MkVIIIs built never entered service but the 100 American tanks along with American built M1917s, MkV Heavies and Renault FTs brought back from France, formed the backbone of the US Tank Corps throughout the early inter-war period. The US MkVIIIs remained in use as training tanks until 1932. Today, just three are believed to survive; two in the US and one in Britain.
In April 1919, a lone US-built M1917 light tank climbed over 11,000 feet up a mountain in Colorado. We are lucky enough to have some original photos and footage of the tank’s climb up Pikes Peak in the Rocky Mountains.
The tank with ‘Pikes Peak or Bust’ painted on its hull (US National Archive)
Why was a tank driving up a mountain?
Simply put the expedition was a publicity stunt to help raise cash to pay off America’s war debt. By 1919 the cost of US involvement in World War One had reached $32 billion – that’s around $547 billion today.
The purpose of the stunt was to encourage Americans to purchase ‘Victory Liberty’ War Bonds which would help pay off some of the debt accrued by the war. This was the fifth, and final, round of Liberty Bond sales. The drive began in mid-April 1919, and aimed to sell $4.5 billion of government bonds.
The tank arrived in Colorado Springs at the beginning of April and on the 14th a crowd of nearly 1,000 people watched Mrs W.H.R. Stote, the chairwoman of Colorado Springs’ Victory Liberty loan committee, christened the tank ‘Little Zeb’ – after explorer Brigadier Zebulon Pike – who led an expedition that attempted to climb the mountain in 1806)
Mrs Stote reportedly declared “I charge you with making the trip to the summit. As the Victory Loan shall not fail, you must make it to the top!” The tank’s commander Sgt. A.H. Worrell, told The Colorado Springs Gazette that he had “driven tanks over trees and trenches on the western front and I am betting we get to the top.”
The road up to the summit of Pikes Peak, photographed in 1934 (US National Archive)
At the time the 19 mile road up to Pikes Peak was said to be the ‘World’s Highest Motor Drive’ with the summit at 14,115 feet (or 4,302m). Cpl. Howard Brewer, the tank’s driver told reporters “I know we can climb it. Given time, the tank could go to the top of the world.” In terms of publicity having the tank make it up the mountain would certainly have been quite a feat.
On the front of the tank’s hull the words ‘Pike’s Peak or bust’ were painted in white – this is a reference to a phrase coined by prospector’s during the Pike’s Peak Gold Rush of the 1860s.
The tank on the road up Pikes Peak (Pikes Peak District Library)
The tank was driven by Corporal Howard Brewer and tended by a crew of mechanics and support vehicles. The road which climbed the mountain was unsurfaced and had only been completed in 1916. The tank’s ascent began on April 15, and incredibly over the next two days the tank climbed to 11,440 feet, 13 miles along the road and through several deep snow drifts, reportedly up to 20-feet tall, before a track plate snapped. After repairs the tank and support convoy pressed on – but the tank never made it to the summit. Not because of mechanical failure but unbelievably because it was needed to appear in other Colorado towns as part of the Victory Loan drive.
While the tank may not have reached the very top of the mountain, it unsurprisingly became a record breaker – setting the first elevation record for tanks. Western Union claimed that it also set a distance record for continuous distance travelled and penetrated the farthest into the snow than any other vehicle had ever done at that time of year – battling snow drifts up to 20 feet tall. While the US-built M1917 was never tested in battle the drive up the mountain proved it was a capable, hardy vehicle – demonstrating the tank’s abilities.
Various photos and contemporary footage taken from the US National Archives (source)
Additional photos held by the The Manitou Springs Historical Society (source)
‘Army’s Tank Assault on Pikes Peak Was About More Than Being Macho’, The Gazette, M.L. Cavanaugh, (source)
U.S. Economy in World War I, Economic History Association, (source)
Continuing our series looking at US tanks of World War One, in which we have already taken a look at the Ford M1918 3-Ton Tank, in this video/article we will take a look at the M1917 Light Tank.
The US Army entered the Great War with no tanks or experience in armoured warfare. When the American Expeditionary Force’s Tank Corps was formed in early 1918, it was equipped with French and British tanks. With plans to rapidly expand the US Tank Corps with battalions training in the US, France and Britain, a large number of tanks would be needed. The corps trained with the French Renault FT light tank and the British MkV but with French production stretched to capacity they could not hope to provide the US with the tanks it was expected to need for operations during 1919.
As a result the US negotiated with France for a license to produce the FT in the US, commissioned a smaller 3-ton light tank from Ford and entered into an agreement with Britain to build a new heavy tank – the MkVIII. The American-made FTs were designated the Model 1917 6-ton light tank. 4,400 were ordered, with deliveries to begin in April 1918. The Ordnance Department finalised the M1917s design and contracted a number of private companies to build the tanks.
Delays in production, however, meant that the first American tanks were completed in October 1918, and none of the M1917s reached the Western Front before the war ended. As a result, the primary US tank of the war was the original French Renault FT, revolutionary for its turret which could rotate 360-degrees and its rear-mounted engine. It was cheaper to manufacture than the heavier British tanks and could be transported by lorries behind the lines. The FT equipped the 1st Provisional Tank Brigade, what would become the 304th Tank Brigade, commanded by Lt. Colonel George S. Patton. The American FT’s saw action for the in September 1918, at the Battle of St. Mihiel.
144 US FT’s took part in the battle and both the tanks and crews performed well. The Five of Hearts, a 37mm-armed FT with the 344th Tank Battalion took part in the Meuse-Argonne offensive and while making an isolated attack on German positions in support of bogged down US Infantry, the tank was immobilised and its gun mantle jammed by enemy small arms fire. The tank’s commander Sergeant Arthur Snyder recalled:
“My wounded driver kept filling pistol clips and I produced as much fire as possible with our pistols and the crippled 37mm. I paid more attention to the volume of fire than its accuracy for I fear the enemy would close in if the volume diminished. Three machine guns were set up at very close range, but just out of range of our piece with its limited elevation. The fragmentation of our shells did afford some protection but I could not train this fire on the German field piece. The constant hammering of these machine guns at close range was terrific. The hinges on the doors could not stand up under it for long, but it was the mushroom ventilator on top of the turret that gave way. I was hit in the back of my head with fragments of it and bullet splinters.”
Luckily for Snyder the German infantry made no attempt to rush the tank, content to pepper it from a distance, and they quickly retreated when infantry from the 16th Infantry arrived.
In terms of protection Snyder felt that “the armor plate on those old French Renaults was good, but when you came to close quarters the splinters from bullets hitting around the vision slits did considerable damage.” Two of Snyder’s drivers were badly wounded one by bullet splash splinters and the other in the throat.
The M1917 was manufactured by the Van Dorn Iron Works, the Maxwell Motor Co., and the C.L. Best Co. Of the original wartime order for over 4,000 tanks, in total just 952 M1917s were produced. 375 of these are believed to have been equipped with 37mm M1916 cannons, while 526 armed with Marlin M1917 tank machine guns. The remaining 50 were outfitted as unarmed signal tanks.
The M1917 has a number of small differences from the FT. Its exhaust is located on left rather than right side of the tank. A new US-designed gun mount and mantlet was used. Solid steel idler wheels at the front of the tank rather than the spoked type used by the French. Additional vision slits for the driver were added and a bulkhead sectioned off the engine from the cab. Like their French cousins the M1917 was manned by a two-man crew, the driver and the commander who also acted as loader and gunner.
A different, American-made, engine – a water-cooled 4 cylinder engine built by the Buda Engine company was used. Developing 42 horsepower, it had more torque than its French counterpart but was no faster, with a top speed of between just 6 – 8 miles per hour. The tank weighed just over 7 US tons and was 16.5 feet long and 7ft 7” tall. Its armour was 0.25″ to 0.6″ (6.35mm to 15.25mm) thick – slightly thinner than its French counterpart. The majority of the tanks were armed with machine guns, using the .30 calibre M1917 Marlin tank machine gun, rather than the French Hotchkiss. The ‘male’ or cannon armed tanks had a 37mm gun and carried more than 230 shells for the gun. The Marlin was later supplanted by the early iteration of the M1919 Browning tank machine gun. 50 command and signals tanks were also built, these unarmed tanks were similar to the French TSF (télégraphie sans fil) and fitted with a wireless radio.
Perhaps the M1917s most impressive feat stemmed from a publicity stunt in April 1919, when a M1917 climbed Pikes Peak, a mountain in Colorado. At the time the road up Pikes Peak was said to be the ‘World’s Highest Motor Drive’, a single tank was driven up the mountain as part of fund raising efforts for the fifth, and final, round of Liberty Bond sales, which hoped to raise $4.5 billion from the sale of government bonds. We’ll have a separate looking at this exploit at a later date!
None of the M1917s reached the frontline but many were used a props for selling war bonds – in this photo dated April 1918, a platoon of M1917s is seen after they arrived at Camp Meritt by train, they are about to be painted up in camouflage for a Victory Loan parade in New York.
After the war the M1917, along with just over 200 French-made FTs brought back from France, formed the backbone of the US Tank Corps. In these photos we can see several tanks taking part in a mock-battle with supporting infantry at Camp Meade in May 1919. This photo show men learning to service their vehicles at Camp Meade, in December 1919.
But by 1921, the Corps had lost its independence and been all but disbanded with the Infantry given control of America’s tank force. A handful of the M1917s were deployed briefly overseas with the USMC, during the 1920s, but the M1917 was resigned to training as it became increasingly obsolete. They were finally removed from service in the mid-1930s. When World War Two broke out the remaining M1917s were sold to Canada and were reportedly used to help train the Royal Canadian Armoured Corps before many of them were finally scrapped.
Footage courtesy of the US National Archives (source)
Camp Colt to Desert Storm: The History of U.S. Armored Forces, G.F. Hofmann & D.A. Starry (1999) Tanks: 100 Years of Evolution, R. Ogorkiewicz (2015)
Light Tank M1917, Tank Encylopedia, C. Moore, (source)
The Saga of the Five of Hearts, Armor, July-Aug. 1988, Maj. Gen. W.R. Kraft Jr. (source)
More of a gun carrier than a tank, as the vehicle was open topped, it was, however, equipped with a 75mm field gun. During the footage it not only seamlessly operates on both land and water, it also fires four rounds as it crosses a body of water at the Aberdeen Proving Ground.
Very little is known about the vehicle but it is believed to be the second of three amphibious vehicles developed by Christie during the 1920s. None of the vehicles were purchased by the US military and no major international orders were made either.
The vehicle itself is manned by two people during the demonstration, presumably one steering while the other mans the gun. It appears to have narrow tracks over its four sets of wheels and a pair of propellers at the rear.
Demonstration of Ordnance Materiel at Aberdeen Proving Grounds, 1920-1926, US National Archives, (source)
While I was doing some research in the US National Archives’ catalogue, for footage of the Ford M1918 Light Tank, I came across this snippet of film. As we saw in our earlier video on the M1918 the tank struggled to deal with some terrain. In this video we see that at one point the prototype 3-ton tank managed to flip over completely! Which begs the question, how many men does it take to flip a tank?
….The answer appears to be around 20! The tank was relatively light, weighing in at 3 tons, but I still don’t think think I would have been one of them men pulling the tank’s track towards them!
Development of the gun actually began before the war in 1938, but the QF 6pdr MkII Anti-Tank gun didn’t enter full production until 1942. After the evacuation from Dunkirk in the summer of 1940, and the loss of nearly 600 AT guns, it was decided to focus on the 2pdr which was then already in production. The 6pdr saw action for the first time in the Western Desert against the Afrika Korps, serving alongside its predecessor the 2pdr.
The 6pdr was a 57mm gun, firing a 57x441mmR shell effective out to 1,700 yards or 1,500m – with a rated maximum range of 5,000 yd. Unlike its predecessor the 6pdr could fire both armour piercing and high explosive rounds. The gun weighed in at 2,520 lb or just under 1,150 kg. Manned by a six man crew the gun had a vertically sliding breechblock and could fire up to 15 rounds per minute.
The 6pdr had a Hydro-pneumatic recuperator which mitigated some of the gun’s recoil. The barrel recoiled around 30 inches along its cradle immediately after firing. It was mounted on a variety of carriages with the most common being a split trail carriage with 45-degrees of traverse left and right. The 6pdr could be fired with its split trail deployed or closed. The gun could be elevated 15-degrees and depressed 5-degrees – less than its predecessor, although elevation was not a key requirement for a direct fire weapon like an anti-tank gun.
Five Marks of 6pdr were produced, the MkI development model was declared obsolete and didn’t enter production. Production of the MkII began in late 1941, it had a shorter barrel and was later replaced by the longer barrelled MkIV, which also had a single-baffle muzzle brake, one of the first British guns to have one. The MkIII and V variants had special lugs to enable them to be mounted in tanks. The first guns produced were MkIIIs, while these could be carriage mounted they were earmarked for tanks.
The MkIII Airborne carriage was designed to be lighter so it could be transported aboard gliders and aircraft. Its trail legs were jointed in order to save room and the carriage was narrower which restricted the traverse to 37-degrees left or right. The shield was also redesigned with an even smaller profile. Identifiable by its straight, rather than wavy, top edge.
The gun was aimed using a No.22C 2 or 3-power sighting telescope, located on the left side of the gun, which projected through a sight box in the shield. The gunner also had an elevation wheel to his right and, unlike the 2pdr, the 6pdr used a free traverse rather than a geared wheel system. This was controlled by the gunner pushing or pulling the gun. The gun was fired by a firing lever on the left side of the breech. On the right side of the gun, an ammunition box with space for three rounds could be attached to the shield for emergency use. The gun shield consisted of two/four sections, made of bulletproof steel plate, which had a lower profile than the earlier 2pdr.
Unlike the 2pdr, the 6pdr had an array of ammunition that continued to evolve during the war. The initial armour piercing round could penetrate 70mm or 2.8in of armour at 1,600 yards / 1,500m while the Armour-Piercing Capped Ballistic Cap (APCBC) introduced in early 1943 increased this to 3.1in, while the Armour-Piercing, Discarding Sabot (APDS) shot introduced in Spring 1944, enabled it to effectively engage Tiger I and Panther frontal armour, penetrating 4.8 inches of armour at 1,500m. It is worth noting that figures on penetration vary somewhat from source to source. A high explosive shell that allowed the guns to engage non-armoured targets more effectively was introduced in 1943.
Initially used solely by the Royal Artillery’s anti-tank regiments comprising of four batteries, each with 12 guns. By 1944 an infantry division would be equipped with as many as 78 6pdrs and more than 30 heavier 17pdrs while an armoured divisions was equipped with 30 6pdrs.
The 6pdrs first saw action in North Africa proving to be highly effective against both Italian and German armour. During the Second Battle of El Alamein, 19 6pdrs were instrumental in the defence of Outpost Snipe. The 2nd Rifle Brigade and their supporting 6pdrs managed to knock out more than 55 Axis armoured vehicles including Panzer IIIs, Semovente 75/18 self-propelled guns and a number of Panzer IVs. The gunners used enfilading fire to target weaker side armour and interlocked fields of fire caught advancing tanks in killing grounds.
During Operation Market Garden, the airborne 6pdrs of the Airlanding Anti-Tank Batteries proved critical in beating back German armoured counter attacks around Oosterbeek and at the bridge in Arnhem itself. They were instrumental in repulsing the SS reconnaissance battalion which attempted to cross the bridge on the second day of the battle.
One desperate action involving a section of two 6pdrs saw three StuG-III self-propelled guns knocked out before the crews of both guns were killed. The last survivor, Lance-Sergeant Baskeyfield managed to man on of the guns alone and destroy a fourth StuG-III before he was killed. For his actions he was awarded the Victoria Cross.
Like its predecessor the 6pdr was also used as a vehicle gun, mounted in the Churchill Mks III & IV, Valentine Mk IX and the Crusader Mk III tanks as well as the Canadian MkII Ram and the MkII AEC Armoured Car. These vehicles had previously been designed to mount the 2pdr, but were adapted to fit the new 6pdr, in some cases having to remove a crew member from the turret to make enough room to fit the new gun. The Cavalier, Cromwell and Centaur tanks were designed to mount the new larger gun from scratch.
The first tank, equipped with a 6pdr, to go into action was the Mk III Churchill, which took part in the disastrous Dieppe Raid in August 1942. The new tanks, assigned to the 14th Army Tank Regiment (The Calgary Regiment (Tank)), were all abandoned or destroyed during the raid.
In North Africa, like the 2pdr, the heavier guns were mounted on trucks as Portees. Additionally AEC produced the Mk1 Gun Carrier or Deacon self-propelled gun – a 6pdr mounted in an armoured turret on the back of an AEC Matador truck chassis. These performed well in the desert but more enclosed country made them vulnerable and they were removed from service after the North African campaign.
It was not only tanks the 6pdr found itself mounted in. Coupled with the Molins automatic loading system it was also mounted in the RAF’s De Havilland Mosquito Mark XVIII ‘Tstetse’ and the Royal Navy’s motor torpedo boats. The Navy’s Molins auto-loader allowed the gun to fire a 6-round burst at a rate of 1 round per second. Nearly 600 naval versions of the gun, the QF 6pdr MkIIA, were produced. The RAF’s use was more short-lived with only 17 6pdr Tstetses built before 3in rockets were standardised. Despite this two Tsetse of 248 Squadron sank the German submarine U-976 in March 1944.
The US also adopted the 6pdr to replace their 37mm M3 anti-tank gun. It had initially been planned to produce the 6pdr in the US under the lend-lease agreement (4,242 guns were eventually delivered for British use) but in May 1941 the US approved the production of the 6pdr as the 57mm M1 Gun. The US M1 guns had a longer barrel than their British counterparts and many smaller differences in manufacture. The US, like Britain, mounted the gun on vehicles such as the M3 half-track – the T48 Gun Motor Carriage. By the end of the war the US has produced over 15,600 M1 anti-tank guns.
Ordnance QF 75mm was developed from the 6pdr, the 75mm guns were manufacture by boring out the 6pdr’s barrel to enable it to fire the US 75mm M46 HE round. The QF 75mm was fitted to a number of British armoured vehicles from 1943 onwards.
The 6pdr was a simpler gun to manufacture than its predecessor but despite being effective throughout the war it too was surpassed by a heavier gun, the QF 17pdr AT gun, which was developed in the early 1940s, the 17pdr was accepted for service in May 1942 but the 6pdr remained in service alongside the heavier guns.
After the end of the war the 6pdr continued to see use with a number of countries including Israel during the 1950s, the Irish Army and South Korea during the Korean War. The 6pdr remained in British service until 1951, before being replaced entirely by the 17pdr.