Mercedes Mullins
The M4 Sherman tank was the most commonly used American tank in World War II, with over 50,000 produced between 1942 and 1945. The M4 Sherman used four different engines, and its fuel system had a lot in common with automotive systems of the time. The M4A2 model had a fuel consumption of 1.1 mpg on the highway and 0.5 miles per gallon off-road. The M4A3 model had four fuel tanks made of steel, with one filler and shut-off valve per pair.
| Characteristics | Values |
|---|---|
| Fuel type | Gasoline |
| Fuel consumption (M4A2) | 1.1 mpg (214 liters per 100 km) on the highway, 0.5 mpg (470 liters per 100 km) off-road |
| Fuel consumption (M4A1) | 0.8 mpg (on-road) |
| Fuel consumption (M4A4) | 0.8 mpg (on-road) |
| Fuel consumption (M4A3) | 1.12 mpg (on-road) |
| Fuel tank access | Rear engine deck with five armored covers, three to four for gas tanks and one for the auxiliary generator |
| Number of fuel tanks | Four |
| Fuel tank material | Steel |
| Fuel system | Carbureted, with two barrel carbs from Bendix-Stromberg |
| Fuel pump | Cam-driven diaphragm fuel pump, with one version being an ACDelco part |
| Engine service life | A57 engine: 240 hours **M4A4: 339 hours (one engine), 400 hours (three engines) **M4A3: 255 hours **M4A2: 225 hours **M4A1: 218 hours |
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What You'll Learn
The M4 Sherman used four different engines
The M4 Sherman tank was widely used by the US and Western Allies during World War II. The M4 Sherman had seven main sub-designations during production, with differences in engines and other features. The reliability of the M4 Sherman resulted from many features developed for US light tanks during the 1930s, including a rear-mounted radial engine.
The M4 Sherman's fuel system was similar to automotive systems of the time, with carbureted vehicles featuring conventional two-barrel carbs. The fuel tanks were accessed from the rear engine deck, with armored covers for the gas tanks and the auxiliary generator. The M4A3 Sherman typically had four fuel tanks, with one filler and shut-off valve per pair. The fuel pump was cam-driven, with parts sourced from major auto manufacturers.
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Fuel tank layout and access
The M4 Sherman tank was the most commonly used American tank during World War II, with over 50,000 produced between 1942 and 1945. The M4 Sherman used four different engines, and the fuel tank layout and access varied depending on the model and type of engine.
The M4A3 Sherman, for example, had four fuel tanks in dry storage. On the rear engine deck, there were five armoured covers: three, two, or four for the gas tanks, and one for the auxiliary generator's gas tank. The fuel tanks were made of steel and were easily removable for repair when the motor was out. Each tank had its own filler and shut-off valve. The fuel system on the M4A3 is considered simple by today's standards and shared similarities with automotive systems of its time.
The M36B1 model also had four tanks, but they functioned as two large tanks, with one filler and shut-off valve per pair located on the back deck. On wet hulls, the M36B1's fuel tanks were separated into four individual tanks, each with its own filler and shut-off valve.
The M4A4 Sherman was also noted for its ease of maintenance. While it had high oil and fuel consumption, additional tests from October 1943 to February 1944 showed improved results, with three out of four engines working for 4,000 miles.
The M4A2 Sherman had lower fuel consumption compared to other models, with 1.1 mpg on the highway and 0.5 mpg off-road. On average, the engines ran for 225 hours before the breakdown of internal units.
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Fuel consumption rates
The M4 Sherman tank used four different engines, and the fuel consumption rates varied across these models. The M4A2 had a fuel consumption rate of 1.1 mpg (214 litres per 100 km) on the highway and 0.5 mpg (470 litres per 100 km) off-road. The average speed of the M4A2 was 9.5 mph (15.3 km/h).
The M4A1 and M4A4 models had an average speed of 8 mph (13 km/h), while the M4A3 had a slightly higher average speed of 9.25 mph (14.89 km/h). The M4A4 was the easiest to maintain, and additional tests showed that three out of four M4A4s could finish the Armored Council test and drive for 4,000 miles (6,440 km). Despite these positive outcomes, oil and fuel consumption were still too high for the engine to be recommended for service in the American army.
The M4A3 Sherman model had four fuel tanks in dry storage, while the M36B1 had four tanks that functioned as two large tanks with one filler and shut-off valve per pair. The M4A3 model had a service life of 255 hours, while the M4A1 radial had a service life of 218 hours.
The M4 Sherman tanks were notorious for their flammability, earning nicknames like "Ronson" and "Zippo". However, fuel fires were less common and less deadly than ammunition fires, and in many cases, the fuel tank was found intact after a fire.
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Fuel system and carburetor
The M4 Sherman tank's fuel system and carburetor are quite interesting. The M4 Sherman used four different engines, and the average service life of the A57 engine was 240 hours. The M4A3 Sherman had four fuel tanks in dry storage, while the M36B1 had four tanks that functioned as two large tanks, each with one filler and shut-off valve per pair at the back. Wet hulls, on the other hand, had four distinct tanks, each with its own filler and shut-off valve. The tanks were made of steel and were simple to remove for repair when the motor was out.
The fuel tanks were accessed from the rear engine deck, which had five armoured covers: three, two, or four for the gas tanks and one for the auxiliary generator's gas tank. The fuel pump was cam-driven off a port on the motor, and one version was an ACDelco part—a typical diaphragm fuel pump. Parts from major auto manufacturers were commonly used in the Sherman. A unique feature was the hand priming pump in the driver's position, allowing the driver to pump fuel directly into the intake to assist with starting the tank.
The carburetor was a conventional two-barrel carb from Bendix-Stromberg. The linkage connecting the two carbs was simple, allowing for easier tuning. However, achieving a good mixture and fuel distribution to the cylinders was challenging. An interesting addition was a carburetor adaptor with butterfly valves controlled by the engine's throttle governor. These valves would close as the motor reached maximum RPM to prevent engine overspeeding.
While the M4 Sherman had notable features, it experienced issues with fuel supply interruption, leading to engine stalling. During a 5,000-mile test of an M4 with the R975-C1 engine, the engine had to be replaced three times due to transmission and suspension problems. Sand and dust were also found to negatively impact the engine. However, with the development of the R975-C4 engine, fuel consumption decreased by 10%, and engine power and torque increased significantly.
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Engine reliability
The M4 Sherman tank used four different engines, and the reliability of each varied. The M4A4 was the easiest to maintain, and additional tests of four M4A4s showed promising results: one engine broke down after 339 hours, and three others worked for 400 hours with less than 10% power loss. Despite these positive outcomes, oil and fuel consumption were still too high for the engine to be recommended for service in the American army. The average service life of the A57 engine reached 240 hours. The M4A4 tanks took second place in reliability after the M4A3 with a Ford GAA engine (255 hours), ahead of the diesel M4A2 (225 hours) and the M4A1 radial (218 hours).
The M4A2 had the lowest fuel consumption of all the Shermans: 1.1 mpg on the highway, and 0.5 miles per gallon off-road. On average, the engines worked for 225 hours before the breakdown of internal units. The first engine failed after 75 hours of operation. Two engines worked all 400 hours, while one was in good condition, and the other was on its last legs.
In November 1943, several M4A1 Shermans were tested at the American proving ground to test British innovations. A total of 60 changes were developed and implemented for the Shermans, most of which were considered successful after a 600-mile run and firing. In Africa, the British engines ran for 700–900 miles, or 180–200 hours. The engine had to be inspected and repaired after 100 hours, which significantly extended its service life, but there was not enough time for such work, and among crews, it was believed that there was little benefit in the procedure.
The M4A3 Sherman had four fuel tanks in dry storage tanks, and the M36B1 had four tanks, but they worked like two big tanks, with one filler and shut-off valve per pair on the back deck. On the wet hulls, the fuel tanks were separated into four individual tanks, each with its own filler and shut-off valve. The tanks were steel, and easy to remove for repair. The fuel pump was cam-driven off a port on the motor, and one version was an ACDelco part—a typical diaphragm fuel pump. The fuel system on the M4A3 is very simple and has a lot in common with automotive systems of the time.
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Frequently asked questions
The M4 Sherman tank used four different engines, each of a very unique type. The M4A4 was a gasoline engine, the M4A2 was a diesel engine, and the M4A3 had a Ford GAA engine.
The M4A2 had a fuel consumption of 1.1 mpg (214 litres per 100 km) on the highway and 0.5 mpg (470 litres per 100 km) off-road. The average service life of the A57 engine was 240 hours.
The M4A3 Sherman had four fuel tanks in dry storage, while the M36B1 had four tanks that functioned as two large tanks, each pair having one filler and shut-off valve at the rear. The fuel tanks were made of steel and could be easily removed for repair.
Yes, there were some issues with the fuel system of the M4 Sherman tanks. The engine periodically stalled under high load due to an interrupted fuel supply, and there were also reports of fuel fires, although these were less common and less deadly than ammunition fires.
Yes, in November 1943, several M4A1 Shermans were tested with British innovations, implementing around 60 changes, most of which were considered successful. The revised fuel system aimed to improve the stalling issue, and the engine was also inspected and repaired after 100 hours, extending its service life.
