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John Deere 5210 Powerful Tractor - Khetigaadi 2023

The John Deere 5210 is one of the most popular tractors available in India. The tractor is well-engineered and has precise dimensions to provide the greatest stability and comfort. The 2900 CC engine in the John Deere 5210 is efficient and operates at 2400 engine-rated RPM. There are three back gears and nine forward gears in this transmission's 12-speed gearbox.

 Why should choose the john deere Tractor?

Engine capacity

The John Deere 5210 2WD tractor is the most expensive and well-known tractor with a 50 HP engine. It has a cc engine with 3 cylinders that produce 2400 ERPM. The tractor's extra-mild performance coupled with its effective field mileage maintains it in demand among farmers. This tractor's PTO horsepower (HP) is 42.5 HP, which is more than enough to keep implements connected.

Transmission

The tractor's transmission system features a collar-shift gearbox. It includes a dual-clutch. It includes 3 reverse gears in addition to 9 forward gears. This tractor has a forward speed range of 2.1 to 30.1 km/h. The range of reverse speed is 3.6 to 23.3 km/h.

Hydraulics

John Deere 5210 has a Significant lifting capacity of 2000 kg. It has hydraulic controls and either Automatic Depth and Draught Control (ADDC) or Electrical Quick Rise and Lower (EQRL) (optional) electrical quick rise and lower (EQRL) controls. Additionally, it has a Category II 3-point linkage system with a remote or auxiliary valve that is an option. 

Weight & Dimensions

The John Deere 5210 weighs 2105 kg. It measures 3540 mm in length and 1820 mm in breadth. It has 440 millimeters of ground clearance. This John Deere tractor has a wheelbase of 2050 mm. It has a 3.1 m turning radius.

John Deere 5210 Warranty

The warranty period for the John Deere 5210 tractor is 5 years or 5000 hours, whichever is earlier, from the date of purchase.

Benefits of the John Deere 5210

It includes a holder and a mobile charging port. It has an oil jet to cool the pistons. The tractor is simpler to manage on all terrains thanks to its power steering. It features numerous add-ons, including a drawbar, wagon hitch, tow hook, canopy, ballast weights, and canopy holder. This tractor is great because of features like top shaft lubrication, finger protection, and top links. It gets good mileage out of the John Deere 5210.

What is the John Deere tractor price in India?

John Deere 5210 tractor price from 7.30 Lac. In different states, the John Deere 5210's on-road price and showroom price may vary.

Other popular models of John Deere tractor

John Deere 5405

John Deere 5050 For more details about Tractors, Tractor Prices, and Tractor Videos, go visit Khetigaadi.com.

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Powertrac Euro 50 Price, Benefits, Specification, and Features 2023

Powertrac Euro 50 has all of the specifications and features of a high-end tractor in its price category in India. This tractor has HP in terms of power and capacity to operate with implements. It removes the need for the majority of the electricity required to run machinery such as a plough, cultivator, and so on. The weight of the powertrac euro 50 is 2000 kg, and the lifting capability is also…

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Westwood T1200 Owners Manual

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#Westwood T1200 Owners Manual Manual Pdf#

#Westwood T1200 Owners Manual pdf#

#Westwood T1200 Owners Manual manual#

Murray 42910x92a (1996) 42 inch cut lawn tractor parts. Riding mower & lawn tractor repair guides and videos. May i suggest you look at the wiring diagram of that specific tractor, i'm sure you can find it on the internet. Before starting y ur westwood tractor read pages now that you are the proud owner please observe the westwood. Eric july parts spares and accessories for westwood t ride on tractor. Here we have a westwood s1300 12.5 hp i/c over haven’t got time to sort hence spares or repairs briggs and stratton engine condition is used. Westwood t1200 wiring diagram 7 comments on westwood t1200 wiring. User manuals, guides and specifications for your westwood t1800/48h lawn mower. Struggling today to replace the cutting deck belt. Westwood s1300 36 tractor s130036 parts diagram page 3. Ransomes westwood lawnsite is the largest and most active. Westwood 2000 2001 s t series lawn tractors parts diagram main wiring loom. Look at the diagram and find parts that fit a westwood t1800 48 tractor, or refer to the list below.

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Finding your parts from the westwood pdf parts list once you have extracted the codes from your sticker you should have the following information: 36 standard twin cutter deck. If you are looking for a westwood tractor user manual, email with the model of the tractor you require, and we will get back to you within 3 business days.

#Westwood T1200 Owners Manual for free#

Database contains 1 westwood t1800/48h manuals (available for free online viewing or downloading in pdf): View & download of more than 10 westwood pdf user manuals. Lawn tractors 2000 2001 parts diagram westwood t1800 48 tractor t180048 wires join ignition of ride wiring up a modern key switch s1300 36 s130036 basic 2003 main loom starter solenoid from ih cub cadet forum igrafx designer 1 01 k c series to 98 dsf murray 42 425303x92a 1984 86 s t. Search for current or old operator's manuals using the tool below. Westwood / countax tractor clutch engage, push start and headlight switch 449879200. Westwood v20 50 tractor 2002 2003 parts diagram main wiring loom.

#Westwood T1200 Owners Manual manual#

Westwood t1200 manual free details: This is a countax / westwood lawn scarifier. Get Westwood T1200 Wiring Diagram Search for current or old operator's manuals using the tool below.Pto wire spare spare spare figu. These service bulletin downloads have been provided by westwood to help with the finer wiring loom diagrams and electrics. Westwood t1800/48h manuals & user guides. Simply select the series and approximate year of manufacture to find the correct manual for.

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Westwood t1200 wiring diagram Westwood t1800 48 tractor t180048 2000 2001 s t series lawn wiring up a modern key switch basic diagram s1300 36 s130036 2003 briggs engine starter solenoid from ransomes lawnsite is the g503 military vehicle murray 42 425303x92a operator manual pdf 1998 parts why won my riding mower start silenoid page 2 forum t60 w. Look at the diagram and find parts that fit a westwood t 42 tractor, or refer to the list below. Westwood t1200 wiring diagram (AUTOIMAGE) - Before starting y ur westwood tractor read pages now that you are the proud owner please observe the westwood.

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Electric Tractor for Wet Puddling | #ElectricTractor

Benefits: 1. Electric Tractor hardly need any repair, service or maintenance. 2. Very LOW operating costs. 3. Very low noise levels 4. Very low vibration thus less tiring 5. Adding a 1kw or more Solar roof can provide shade & extend working hours 6. No polluting smoke or diesel smell. Due to the reduction of fuel consumption… (more…)

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Panzer IV The Panzerkampfwagen IV (Pz.Kpfw. IV), commonly known as the Panzer IV, was a German medium tank developed in the late 1930s and used extensively during the Second World War. Its ordnance inventory designation was Sd.Kfz. 161. Panzerkampfwagen IV Sd.Kfz. 161/VK 622 (Ausf. A) Panzermuseum Munster 2010 0128.JPG A Panzer IV Ausf. G "413" in desert colours, bearing the palm tree insignia of the Afrika Korps, "Friederike" script written on the gun barrel near the mantlet. This tank was on display at the Deutsches Panzermuseum. Type Medium tank Place of origin Nazi Germany Service history In service 1939–1945 (Nazi Germany) 1954[1]–1967 (Syria) Used by Nazi Germany Romania Turkey Hungary Bulgaria Italy Finland Spain Croatia Syria Wars World War II, 1948 Arab–Israeli War, Six-Day War Production history Designer Krupp Designed 1936 Manufacturer Krupp, Vomag, Nibelungenwerk Unit cost ≈103,462 Reichsmarks and 115,962 Reichmarks With 7,5 cm KwK 40 (L/43)[2] Produced 1936–1945 No. built ≈8,553 of all tank variants[3] Variants StuG IV, Jagdpanzer IV, Brummbär/Sturmpanzer IV, Nashorn, Wirbelwind, Ostwind Specifications (Pz. IV Ausf. H, 1943[5]) Mass 25.0 tonnes (27.6 short tons; 24.6 long tons) Length 5.92 metres (19 ft 5 in) 7.02 metres (23 ft 0 in) gun forward Width 2.88 m (9 ft 5 in) Height 2.68 m (8 ft 10 in) Crew 5 (commander, gunner, loader, driver, radio operator/bow machine-gunner) Armor Hull front: 80 mm (3.1 in) Hull side (upper and lower): 30 mm (1.2 in) Hull rear (upper and lower): 20 mm (0.79 in) Hull roof and floor: 10 mm (0.39 in) Schürzen: 5 mm (0.20 in) to 8 mm (0.31 in)[4] Turret front: 50 mm (2.0 in) Turret side and rear: 30 mm (1.2 in) Turret roof: 10 mm (0.39 in) Main armament 7.5 cm (2.95 in) KwK 40 L/48 main gun (87 rounds) Secondary armament 2 × 7.92 mm MG 34 machine guns (3,150 rounds) Engine Maybach HL120 TRM 12-cylinder gasoline engine 300 PS (296 hp, 220 kW) Power/weight 12 PS (8.8 kW) / tonne Transmission (Synchromesh ZF SSG 77) 6 forward and 1 reverse ratios Suspension Leaf spring Fuel capacity 470 l (120 US gal) Operational range 200 km (120 mi) Maximum speed 38 to 42 km/h (24 to 26 mph) maximum, 25 km/h (16 mph) max sustained road speed 16 km/h (9.9 mph) off road The Panzer IV was the most numerous German tank and the second-most numerous German armored fighting vehicle of the Second World War, with some 8,500 built. Its chassis was also used as the base for many other fighting vehicles, including the Sturmgeschütz IV assault gun, the Jagdpanzer IV tank destroyer, the Wirbelwind self-propelled anti-aircraft gun, and the Brummbär self-propelled gun. The Panzer IV saw service in all combat theaters involving Germany and was the only German tank to remain in continuous production throughout the war. It was originally designed for infantry support, while the similar Panzer III was to fight armoured fighting vehicles. However as the Germans faced the formidable T-34, the Panzer IV had more development potential, with a larger turret ring to mount more powerful guns, so the two switched roles. It received various upgrades and design modifications, intended to counter new threats, extending its service life. Generally, these involved increasing the armor protection or upgrading the weapons, although during the last months of the war, with Germany's pressing need for rapid replacement of losses, design changes also included simplifications to speed up the manufacturing process. The Panzer IV was partially succeeded by the Panther medium tank, which was introduced to counter the Soviet T-34, although it continued to be a significant component of German armoured formations to the end of the war. It was the most widely exported tank in German service, with around 300 sold to Finland, Romania, Spain and Bulgaria. After the war, Syria procured Panzer IVs from France and Czechoslovakia, which saw combat in the 1967 Six-Day War. 8,553 Panzer IVs of all versions were built during World War II, a production run in Axis forces only exceeded by the StuG III assault gun with 10,086

vehicles. Development history Origins The Panzer IV was the brainchild of the German general and innovative armored warfare theorist Heinz Guderian.[6] In concept, it was intended to be a support tank for use against enemy anti-tank guns and fortifications.[7] Ideally, each tank battalion in a panzer division was to have three medium companies of Panzer IIIs and one heavy company of Panzer IVs.[8] On 11 January 1934, the German army wrote the specifications for a "medium tractor", and issued them to a number of defense companies. To support the Panzer III, which would be armed with a 37-millimetre (1.46 in) anti-tank gun, the new vehicle would have a short-barreled, howitzer-like 75-millimetre (2.95 in) as its main gun, and was allotted a weight limit of 24 tonnes (26.46 short tons). Development was carried out under the name Begleitwagen ("accompanying vehicle"),[9] or BW, to disguise its actual purpose, given that Germany was still theoretically bound by the Treaty of Versailles ban on tanks.[10] MAN, Krupp, and Rheinmetall-Borsig each developed prototypes,[8] with Krupp's being selected for further development.[11] The chassis had originally been designed with a six-wheeled Schachtellaufwerk interleaved-roadwheel suspension (as already adopted for German half-tracks), but the German Army amended this to a torsion bar system. Permitting greater vertical deflection of the roadwheels, this was intended to improve performance and crew comfort both on- and off-road.[11][12] However, due to the urgent requirement for the new tank, neither proposal was adopted, and Krupp instead equipped it with a simple leaf spring double-bogie suspension, with eight rubber-rimmed roadwheels per side. The prototype had a crew of five; the hull contained the engine bay to the rear, with the driver and radio operator, who doubled as the hull machine gunner, seated at the front-left and front-right, respectively. In the turret, the tank commander sat beneath his roof hatch, while the gunner was situated to the left of the gun breech and the loader to the right. The torque shaft ran from the rear engine to the transmission box in the front hull between the driver and radio operator. To keep the shaft clear of the rotary base junction, which provided electrical power to the turret including the motor to turn it, the turret was offset 66.5 mm (2.62 in) to the left of the chassis center line, and the engine was moved 152.4 mm (6.00 in) to the right. Due to the asymmetric layout, the right side of the tank contained the bulk of its stowage volume, which was taken up by ready-use ammunition lockers.[11] Accepted into service under the designation Versuchskraftfahrzeug 622 (Vs.Kfz. 622), "experimental motor vehicle 622",[10] production began in 1936 at Fried. Krupp Grusonwerk AG factory at Magdeburg.[13] Ausf. A to Ausf. F1 Panzer IV Ausf. A in 1939 Panzer IV Ausf. C 1943 The first mass-produced version of the Panzer IV was the Ausführung A (abbreviated to Ausf. A, meaning "Variant A"), in 1936. It was powered by a Maybach HL108 TR, producing 250 PS (183.87 kW), and used the SGR 75 transmission with five forward gears and one reverse,[14] achieving a maximum road speed of 31 kilometres per hour (19.26 mph).[15] As main armament, the vehicle mounted the short-barreled, howitzer-like 75 mm (2.95 in) Kampfwagenkanone 37 L/24 (7.5 cm KwK 37 L/24) tank gun, which was a low-velocity weapon mainly designed to fire high-explosive shells.[16] Against armored targets, firing the Panzergranate (armor-piercing shell) at 430 metres per second (1,410 ft/s) the KwK 37 could penetrate 43 millimetres (1.69 in), inclined at 30 degrees, at ranges of up to 700 metres (2,300 ft).[17] A 7.92 mm (0.31 in) MG 34 machine gun was mounted coaxially with the main weapon in the turret, while a second machine gun of the same type was mounted in the front plate of the hull.[11] The main weapon and coaxial machine gun were sighted with a Turmzielfernrohr 5b optic while the hull machine gun was sighted with a Kugelzielfernrohr 2 optic.[18] The Ausf. A was protected by

14.5 mm (0.57 in) of steel armor on the front plate of the chassis, and 20 mm (0.79 in) on the turret. This was only capable of stopping artillery fragments, small-arms fire, and light anti-tank projectiles.[19] A total of 35 A versions were produced.[10] The 300 horsepower Maybach HL 120TRM engine used in most Panzer IV production models. PzKpfw IV Ausf. D In 1937 production moved to the Ausf. B.[10] Improvements included the replacement of the original engine with the more powerful 300 PS (220.65 kW) Maybach HL 120TR, and the transmission with the new SSG 75 transmission, with six forward gears and one reverse gear. Despite a weight increase to 16 t (18 short tons), this improved the tank's speed to 42 kilometres per hour (26.10 mph).[20] The glacis plate was augmented to a maximum thickness of 30 millimetres (1.18 in),[19] while a new driver's visor was installed on the straightened hull front plate, and the hull-mounted machine gun was replaced by a covered pistol port and visor flap.[20] The superstructure width and ammunition stowage were reduced to save weight.[20] A new commander's cupola was introduced which was adopted from the Panzer III Ausf. C.[20] A Nebelkerzenabwurfvorrichtung (smoke grenade discharger rack) was mounted on the rear of the hull starting in July 1938[20] and was back fitted to earlier Ausf. A and Ausf. B chassis starting in August 1938.[21] Forty-two Panzer IV Ausf. Bs were manufactured.[10] The Ausf. C replaced the B in 1938.[10][22] This saw the turret armor increased to 30 mm (1.18 in), which brought the tank's weight to 18.14 t (20.00 short tons).[22] After assembling 40 Ausf. Cs, starting with chassis number 80341, the engine was replaced with the improved HL 120TRM. The last of the 140 Ausf. Cs was produced in August 1939. Production changed to the Ausf. D; this variant, of which 248 vehicles were produced, reintroduced the hull machine gun and changed the turret's internal gun mantlet to a 35 mm (1.38 in)[23] thick external mantlet.[22] Again, protection was upgraded, this time by increasing side armor to 20 mm (0.79 in).[16] As the German invasion of Poland in September 1939 came to an end, it was decided to scale up production of the Panzer IV, which was adopted for general use on 27 September 1939 as the Sonderkraftfahrzeug 161 (Sd.Kfz. 161).[10] In response to the difficulty of penetrating the thick armor of British infantry tanks (Matilda and Matilda II) during the Battle of France, the Germans had tested a 50 mm (1.97 in) gun — based on the 5 cm Pak 38 anti-tank gun — on a Panzer IV Ausf. D. However, with the rapid German victory in France, the original order of 80 tanks was cancelled before they entered production.[24] In October 1940, the Ausf. E was introduced. This had 30 millimetres (1.18 in) of armor on the bow plate, while a 30-millimetre (1.18 in) appliqué steel plate was added to the glacis as an interim measure. A new driver's visor, adopted from the Sturmgeschütz III was installed on the hull front plate.[25] A new commander's cupola, adopted from the Panzer III Ausf. G, was relocated forward on the turret eliminating the bulge underneath the cupola.[26] Older model Panzer IV tanks were retrofitted with these features when returned to the manufacturer for servicing. 206 Ausf. Es were produced between October 1940 and April 1941.[3] The short-barreled Panzer IV Ausf. F1. In April 1941, production of the Panzer IV Ausf. F started. It featured 50 mm (1.97 in) single-plate armor on the turret and hull, as opposed to the appliqué armor added to the Ausf. E,[22] and a further increase in side armor to 30 mm (1.18 in).[27] The main engine exhaust muffler was shortened and a compact auxiliary generator muffler was mounted to its left.[25] The weight of the vehicle was now 22.3 tonnes (24.6 short tons), which required a corresponding modification of track width from 380 to 400 mm (14.96 to 15.75 in) to reduce ground pressure. The wider tracks also facilitated the fitting of track shoe "ice sprags", and the rear idler wheel and front sprocket were modified.[28] The

designation Ausf. F was changed in the meantime to Ausf. F1, after the distinct new model, the Ausf. F2, appeared. A total of 471 Ausf. F (later temporarily called F1) tanks were produced from April 1941 to March 1942.[3] Ausf. F2 to Ausf. J On 26 May 1941, mere weeks before Operation Barbarossa, during a conference with Hitler, it was decided to improve the Panzer IV's main armament. Krupp was awarded the contract to integrate again the 50 mm (1.97 in) Pak 38 L/60 gun into the turret. The first prototype was to be delivered by 15 November 1941.[29] Within months, the shock of encountering the Soviet T-34 medium and KV-1 heavy tanks necessitated a new, much more powerful tank gun.[30] In November 1941, the decision to up-gun the Panzer IV to the 50-millimetre (1.97 in) gun was dropped, and instead Krupp was contracted in a joint development to modify Rheinmetall's pending 75 mm (2.95 in) anti-tank gun design, later known as 7.5 cm Pak 40 L/46. Because the recoil length was too great for the tank's turret, the recoil mechanism and chamber were shortened. This resulted in the 75-millimetre (2.95 in) KwK 40 L/43.[31] When the new KwK 40 was loaded with the Pzgr. 39 armor-piercing shell, the new gun fired the AP shell at some 750 m/s (2,460 ft/s), a substantial 74% increase over the howitzer-like KwK 37 L/24 gun's 430 m/s (1,410 ft/s) muzzle velocity.[28] Initially, the KwK 40 gun was mounted with a single-chamber, ball-shaped muzzle brake, which provided just under 50% of the recoil system's braking ability.[32] Firing the Panzergranate 39, the KwK 40 L/43 could penetrate 77 mm (3.03 in) of steel armor at a range of 1,830 m (6,000 ft).[33] The longer 7.5 cm guns were a mixed blessing. In spite of the designers' efforts to conserve weight, the new weapon made the vehicle nose-heavy to such an extent that the forward suspension springs were under constant compression. This resulted in the tank tending to sway even when no steering was being applied, an effect compounded by the introduction of the Ausführung H in March 1943.[34] The 1942 Panzer IV Ausf. F2 was an upgrade of the Ausf. F, fitted with the KwK 40 L/43 anti-tank gun to counter Soviet T-34 medium and KV heavy tanks. The Ausf. F tanks that received the new, longer, KwK 40 L/43 gun were temporarily named Ausf. F2 (with the designation Sd.Kfz. 161/1). The tank increased in weight to 23.6 tonnes (26.0 short tons). Differences between the Ausf. F1 and the Ausf. F2 were mainly associated with the change in armament, including an altered gun mantlet, internal travel lock for the main weapon, new gun cradle, new Turmzielfernrohr 5f optic for the L/43 weapon, modified ammunition stowage, and discontinuing of the Nebelkerzenabwurfvorrichtung in favor of turret mounted Nebelwurfgerät.[35] Three months after beginning production, the Panzer IV Ausf. F2 was renamed Ausf. G.[36] During its production run from March 1942 to June 1943, the Panzer IV Ausf. G went through further modifications, including another armor upgrade which consisted of a 30-millimetre (1.18 in) face-hardened appliqué steel plate welded (later bolted) to the glacis—in total, frontal armor was now 80 mm (3.15 in) thick.[37] This decision to increase frontal armor was favorably received according to troop reports on 8 November 1942, despite technical problems of the driving system due to added weight. At this point, it was decided that 50% of Panzer IV production would be fitted with 30 mm (1.18 in) thick additional armor plates. On 5 January 1943, Hitler decided that all Panzer IV should have 80 mm (3.15 in) frontal armor.[38] To simplify production, the vision ports on either side of the turret and the loader's forward vision port in the turret front were removed, while a rack for two spare road wheels was installed on the track guard on the left side of the hull. Complementing this, brackets for seven spare track links were added to the glacis plate. For operation in high temperatures, the engine's ventilation was improved by creating slits over the engine deck to the rear of the chassis, and cold

weather performance was boosted by adding a device to heat the engine's coolant, as well as a starter fluid injector. A new light replaced the original headlight and the signal port on the turret was removed.[39] On 19 March 1943, the first Panzer IV with Schürzen skirts on its sides and turret was exhibited.[40] The double hatch for the commander's cupola was replaced by a single round hatch from very late model Ausf. G. and the cupola was up-armored from 50 mm (1.97 in) to 95 mm (3.74 in). In April 1943, the KwK 40 L/43 was replaced by the longer 75-millimetre (2.95 in) KwK 40 L/48 gun, with a redesigned multi-baffle muzzle brake with improved recoil efficiency.[41] The longer L/48 resulted in the introduction of the Turmzielfernrohr 5f/1 optic.[42] A Panzer IV Ausf H at the Musée des Blindés in Saumur, France, with its distinctive Zimmerit anti-magnetic mine coating, turret skirts, and wire-mesh side-skirts. The next version, the Ausf. H, began production in June 1943[3] and received the designation Sd. Kfz. 161/2. The integrity of the glacis armor was improved by manufacturing it as a single 80-millimetre (3.15 in) plate. A reinforced final drive with higher gear ratios was introduced.[43] To prevent adhesion of magnetic anti-tank mines, which the Germans feared would be used in large numbers by the Allies, Zimmerit paste was added to all the vertical surfaces of the tank's armor.[44] The turret roof was reinforced from 10-millimetre (0.39 in) to 16-millimetre (0.63 in) and 25-millimetre (0.98 in) segments.[43] The vehicle's side and turret were further protected by the addition of 5-millimetre (0.20 in) hull skirts and 8-millimetre (0.31 in) turret skirts.[4][45] This resulted in the elimination of the vision ports located on the hull side,[43] as the skirts obstructed their view. During the Ausf. H's production run, its rubber-tired return rollers were replaced with cast steel, a lighter cast front sprocket and rear idler wheel gradually replaced the previous components,[43] the hull was fitted with triangular supports for the easily damaged side skirts, the Nebelwurfgeraet was discontinued, and a mount in the turret roof, designed for the Nahverteidigungswaffe, was plugged by a circular armored plate due to initial production shortages of this weapon.[46][47] These modifications meant that the tank's weight increased to 25 tonnes (27.56 short tons). In spite of a new six-speed SSG 77 transmission adopted from the Panzer III, top speed dropped to as low as 16 km/h (10 mph) on cross country terrain. An experimental version of the Ausf H was fitted with a hydrostatic transmission but was not put into production.[34] The Ausf. J was the final production model, and was greatly simplified compared to earlier variants to speed construction. This shows an exported Finnish model. Despite addressing the mobility problems introduced by the previous model, the final production version of the Panzer IV—the Ausf. J—was considered a retrograde from the Ausf. H. Born of necessity, to replace heavy losses, it was greatly simplified to speed production.[48] The electric generator that powered the tank's turret traverse was removed, so the turret had to be rotated manually. The turret traversing mechanism was modified and fitted with a second gear which made hand-operation easier when the vehicle was on sloping terrain.[49] On reasonably level ground, hand operation at 4 seconds to traverse to 12.5° and 29.5 seconds to traverse to 120° was achieved.[49] The resulting space was later used for the installation of an auxiliary 200-litre (53 US gal) fuel tank; road range was thereby increased to 320 km (200 mi),[50] The remaining pistol and vision ports on the turret side hatches were removed, and the engine's radiator housing was simplified by changing the slanted sides to straight sides.[47] Three sockets with screw threads for mounting a 2-ton jib boom crane were welded on the turret roof while the hull roof was thickened from 11-millimetre (0.43 in) to 16-millimetre (0.63 in).[51] In addition, the cylindrical muffler was

replaced by two flame-suppressing mufflers. In June 1944 Wa Prüf 6 had decided that because bomb damage at Panzerfirma Krupp in Essen had seriously jeopardized tank production, all plates which should have been face-hardened for the Panzer IV were instead made with rolled homogeneous armour plate.[51] By late 1944, Zimmerit was no longer being applied to German armored vehicles, and the Panzer IV's side-skirts had been replaced by wire mesh, while the gunner's forward vision port in the turret front was eliminated[52] and the number of return rollers was reduced from four to three to further speed-up production.[53] In a bid to augment the Panzer IV's firepower, an attempt was made to mate a Schmalturm turret — carrying the longer 75 mm (2.95 in) L/70 tank gun from the developing Panther Ausf. F tank design, and partly developed by Rheinmetall from early 1944 onwards — to a Panzer IV hull. This failed and confirmed that the chassis had reached the limit of its adaptability in both weight and available volume.[48] Production Panzer IV production by year[3] Date Number of vehicles Variant (Ausf.) 1937–1939 262 A – D 1940 290 (-24) D, E 1941 480 (+17) E, F 1942 994 F, G 1943 2,983 G, H 1944 3,125 H, J 1945 ~435 J Total ~8,569 all The Panzer IV was originally intended to be used only on a limited scale, so initially Krupp was its sole manufacturer. Prior to the Polish campaign, only 217 Panzer IVs had been produced: 35 Ausf. A; 42 Ausf. B; and 140 Ausf. C; in 1941, production was extended to Vogtländische Maschinenfabrik ("VOMAG") (located in the city of Plauen) and the Nibelungenwerk in the Austrian city of St. Valentin.[3] In 1941, an average of 39 tanks per month were built; this rose to 83 in 1942, 252 in 1943, and 300 in 1944. However, in December 1943, Krupp's factory was diverted to manufacture the Sturmgeschütz IV and, in the spring of 1944, the Vomag factory began production of the Jagdpanzer IV, leaving the Nibelungenwerk as the only plant still assembling the Panzer IV.[54] With the slow collapse of German industry under pressure from Allied air and ground offensives—in October 1944 the Nibelungenwerk factory was severely damaged during a bombing raid—by March and April 1945, production had fallen to pre-1942 levels, with only around 55 tanks per month coming off the assembly lines.[55] Panzer IV: comparison of key production features[56] Version Main gun Superstructure armour mm (inch) Hull armour mm (inch) Turret armour mm (inch) Weight tonnes (long tons; short tons) Engine Notes F S R F S R F S R Ausf. A VK622 7.5 cm KwK L/24 15 (0.59) 18.4 (18.1; 20.3) Maybach HL 108TR 250 PS (246.6 hp; 183.9 kW) SGR 75 transmission Ausf. B 30 (1.2) 15 (0.59) 15 (0.59) 30 (1.2) 15 (0.59) 15 (0.59) 30 (1.2) 15 (0.59) 15 (0.59) 18.8 (18.5; 20.7) SSG 75 transmission Ausf. C 30 (1.2) 15 (0.59) 15 (0.59) 30 (1.2) 15 (0.59) 15 (0.59) 30 (1.2) 15 (0.59) 15 (0.59) 19.0 (18.7; 20.9) Maybach HL 120 TRM 300 PS (300 hp; 220 kW) Ausf. D 30 + 30 † 20 (0.79) + 20 † 20 (0.79) 30 (1.2) 20 (0.79) 20 (0.79) 30 (1.2) 20 (0.79) 20 (0.79) 20.0 (19.7; 22.0) Ausf. E 30 + 30 † 20 + 20 † 20 30 + 30 † 20 + 20 † 20 30 20 20 21.0 (20.7; 23.1) Ausf. F1 50 (2.0) 30 (1.2) 20 (0.79) 50 (2.0) 30 (1.2) 20 (0.79) 50 (2.0) 30 (1.2) 30 (1.2) 22.3 (21.9; 24.6) track width increased from 380 to 400 mm (15 to 16 in) Ausf. F2 7.5 cm KwK 40 L/43 50 30 20 50 30 20 50 30 30 23.0 (22.6; 25.4) single-chamber, globe, muzzle brake Ausf. G 50 + 30 † 30 20 50 + 30 † 30 20 50 30 + 8 (0.31)‡ 30 + 8 ‡ 23.5 (23.1; 25.9) multi-baffle muzzle brake Ausf. H 7.5 cm KwK 40 L/48 80 (3.1) 30 20 80 30 20 50 30 + 8 ‡ 30 + 8 ‡ 25.0 (24.6; 27.6) Zimmerit paste added to vertical surfaces SSG 77 transmission Ausf. J 80 30 20 80 30 20 50 30 + 8 ‡ 30 + 8 ‡ 25.0 (24.6; 27.6) electric motor for turret traverse removed, Rolled homogeneous armour, no Zimmerit † – appliqué armor plate, bolted or welded on ‡ – Schürzen skirts Export The Panzer IV was one of the most widely exported German tanks of the Second World War.[57] In 1942, Germany delivered 11 tanks to Romania and 32 to Hungary,

many of which were lost on the Eastern Front between the final months of 1942 and the beginning of 1943 during the battles around Stalingrad, at which the Hungarian and Romanian troops there were almost annihilated by the attacking Soviet forces.[58] Romania received approximately 120 Panzer IV tanks of different models throughout the entire war.[59] To arm Bulgaria, Germany supplied 46[60] or 91[61] Panzer IVs, and offered Italy 12 tanks to form the nucleus of a new Italian Army armored division. These were used to train Italian tank crews while the-then Italian leader Benito Mussolini was deposed shortly after the Allied conquest of Sicily but were then retaken by Germany during its occupation of Italy in mid-1943.[60] The Falangist Spanish government petitioned for 100 Panzer IVs in March 1943 but only 20 were ever delivered by December that same year.[62] Finland bought 30 but only received 15 in 1944 and in the same year a second batch of 62[60] or 72[61] was sent to Hungary (although 20 of these were subsequently diverted to replace German military losses).[61] The Croatian Ustashe Militia received 10 Ausf. F1 and 5 Ausf. G in the autumn of 1944.[63] In total, 297 Panzer IVs of all models were delivered to Germany's allies.[64] Combat history A Panzer IV Ausf. E with hits on the turret and the edge of the gun barrel. The Panzer IV was the only German tank to remain in both production and combat throughout World War II,[65][66] and measured over the entire war it comprised 30% of the Wehrmacht's total tank strength.[67] Although in service by early 1939, in time for the occupation of Czechoslovakia,[68] at the start of the war the majority of German armor was made up of obsolete Panzer Is and Panzer IIs.[69] The Panzer I in particular had already proved inferior to Soviet tanks, such as the T-26, during the Spanish Civil War.[70] Poland, Western Front and North Africa (1939–1942) When Germany invaded Poland on 1 September 1939, its armored corps was composed of 1,445 Panzer Is, 1,223 Panzer IIs, 98 Panzer IIIs and 211 Panzer IVs; the more modern vehicles amounted to less than 10% of Germany's armored strength.[71] The 1st Panzer Division had a roughly equal balance of types, with 17 Panzer Is, 18 Panzer IIs, 28 Panzer IIIs, and 14 Panzer IVs per battalion. The remaining panzer divisions were heavy with obsolete models, equipped as they were with 34 Panzer Is, 33 Panzer IIs, 5 Panzer IIIs, and 6 Panzer IVs per battalion.[72] Although the Polish Army possessed less than 200 tanks capable of penetrating the German light tanks, Polish anti-tank guns proved more of a threat, reinforcing German faith in the value of the close-support Panzer IV.[73] A British Crusader tank passing a burning German Panzer IV during Operation Crusader, late 1941. Despite increased production of the medium Panzer IIIs and IVs prior to the German invasion of France on 10 May 1940, the majority of German tanks were still light types. According to Heinz Guderian, the Wehrmacht invaded France with 523 Panzer Is, 955 Panzer IIs, 349 Panzer IIIs, 278 Panzer IVs, 106 Panzer 35(t)s and 228 Panzer 38(t)s.[74] Through the use of tactical radios[75] and superior tactics, the Germans were able to outmaneuver and defeat French and British armor.[76] However, Panzer IVs armed with the KwK 37 L/24 75-millimetre (2.95 in) tank gun found it difficult to engage French tanks such as the Somua S35 and Char B1.[77] The Somua S35 had a maximum armor thickness of 55 mm (2.2 in),[78] while the KwK 37 L/24 could only penetrate 43 mm (1.7 in) at a range of 700 m (2,300 ft).[17] The British Matilda II was also heavily armored, with at least 70 mm (2.76 in) of steel on the front and turret and a minimum of 65 mm on the sides,[79] but were few in number. Although the Panzer IV was deployed to North Africa with the German Afrika Korps, until the longer gun variant began production, the tank was outperformed by the Panzer III with respect to armor penetration.[80] Both the Panzer III and IV had difficulty in penetrating the British Matilda II's thick armor, while

the Matilda's 40-mm QF 2 pounder gun could knock out either German tank; the Matilda II's major disadvantage was its low speed.[81] By August 1942, Rommel had only received 27 Panzer IV Ausf. F2s, armed with the L/43 gun, which he deployed to spearhead his armored offensives.[81] The longer gun could penetrate all American and British tanks in theater at ranges of up to 1,500 m (4,900 ft), by that time the most heavily armored of which was the M3 Grant.[82] Although more of these tanks arrived in North Africa between August and October 1942, their numbers were insignificant compared to the amount of matériel shipped to British forces.[83] The Panzer IV also took part in the invasion of Yugoslavia and the invasion of Greece in early 1941.[84] Eastern Front (1941–1945) A PzKpfw IV Ausf. H of the 12th Panzer Division carrying Schürzen skirting operating on the Eastern Front in the USSR, 1944. With the launching of Operation Barbarossa on 22 June 1941, the unanticipated appearance of the KV-1 and T-34 tanks prompted an upgrade of the Panzer IV's 75 mm (2.95 in) gun to a longer, high-velocity 75 mm gun suitable for anti-tank use. This meant that it could now penetrate the T-34 at ranges of up to 1,200 m (3,900 ft) at any angle.[85] The 75 mm KwK 40 L/43 gun on the Panzer IV could penetrate a T-34 at a variety of impact angles beyond 1,000 m (3,300 ft) range and up to 1,600 m (5,200 ft).[86] Shipment of the first model to mount the new gun, the Ausf. F2, began in spring 1942, and by the summer offensive there were around 135 Panzer IVs with the L/43 tank gun available. At the time, these were the only German tanks that could defeat T-34 or KV-1 with sheer firepower.[87] They played a crucial role in the events that unfolded between June 1942 and March 1943,[88] and the Panzer IV became the mainstay of the German panzer divisions.[89] Although in service by late September 1942, the Tiger I was not yet numerous enough to make an impact and suffered from serious teething problems, while the Panther was not delivered to German units in the Soviet Union until May 1943.[90] The extent of German reliance on the Panzer IV during this period is reflected by their losses; 502 were destroyed on the Eastern Front in 1942.[91] The Panzer IV continued to play an important role during operations in 1943, including at the Battle of Kursk. Newer types, such as the Panther, were still experiencing crippling reliability problems that restricted their combat efficiency,[92] so much of the effort fell to the 841 Panzer IVs that took part in the battle.[93] Throughout 1943, the German army lost 2,352 Panzer IVs on the Eastern Front;[94] some divisions were reduced to 12–18 tanks by the end of the year.[89] In 1944, a further 2,643 Panzer IVs were destroyed, and such losses were becoming increasingly difficult to replace.[95] Nevertheless, due to a shortage of replacement Panther tanks, the Panzer IV continued to form the core of Germany's armored divisions, including elite units such as the II SS Panzer Corps, through 1944.[96] In January 1945, 287 Panzer IVs were lost on the Eastern Front. It is estimated that combat against Soviet forces accounted for 6,153 Panzer IVs, or about 75% of all Panzer IV losses during the war.[97] Western Front (1944–45) A Panzer IV Ausf. G of the 1st SS Panzer Division "Leibstandarte SS Adolf Hitler" near the Arc de Triomphe in Paris, 1942. Panzer IVs comprised around half of the available German tank strength on the Western Front prior to the Allied invasion of Normandy on 6 June 1944.[98] Most of the 11 panzer divisions that saw action in Normandy initially contained an armored regiment of one battalion of Panzer IVs and another of Panthers, for a total of around 160 tanks, although Waffen-SS panzer divisions were generally larger and better equipped than their Heer counterparts.[99][100] Regular upgrades to the Panzer IV had helped to maintain its reputation as a formidable opponent.[98] The bocage countryside in Normandy favored defense, and German tanks and anti-tank guns inflicted very heavy

casualties on Allied armor during the Normandy campaign, despite the overwhelming Allied air superiority. German counter-attacks were blunted in the face of Allied artillery, infantry-held anti-tank weapons, tank destroyers and anti-tank guns, as well as the ubiquitous fighter-bomber aircraft.[101] The side skirt armor could predetonate shaped charge anti-tank weapons such as the British PIAT, but could be pulled away by rugged terrain. German tankers in all theaters were "frustrated by the way these skirts were easily torn off when going through dense brush".[98] Pz.Kpfw-IV in Belgrade Military Museum, Serbia. The Allies had also been improving their tanks; the widely used American-designed M4 Sherman medium tank, while mechanically reliable, repairable, and available in large numbers, suffered from an inadequate gun in terms of armor-piercing.[102] Against earlier-model Panzer IVs, it could hold its own, but with its 75 mm M3 gun, struggled against the late-model Panzer IV.[103] The late-model Panzer IV's 80 mm (3.15 in) frontal hull armor could easily withstand hits from the 75 mm (2.95 in) weapon on the Sherman at normal combat ranges,[104] though the turret remained vulnerable. The British up-gunned the Sherman with their highly effective 76 mm QF 17-pounder anti-tank gun, resulting in the Firefly;[105] although this was the only Allied tank capable of dealing with all current German tanks at normal combat ranges, few (342) were available in time for the Normandy invasion.[102] One Sherman in every British troop of four was a Firefly. By the end of the Normandy campaign, a further 550 Fireflies were built.[106] which was enough to make good any losses.[107] A second British tank equipped with the 17-pdr gun, the Cruiser Mk VIII Challenger, could not participate in the initial landings having to wait for port facilities to be ready to land. It was not until July 1944 that American Shermans fitted with the 76 mm gun M1 gun achieved a parity in firepower with the Panzer IV.[108][109] By 29 August 1944, as the last surviving German troops of Fifth Panzer Army and Seventh Army began retreating towards Germany, the twin cataclysms of the Falaise Pocket and the Seine crossing cost the Wehrmacht dearly. Of the 2,300 tanks and assault guns it had committed to Normandy (including around 750 Panzer IVs[110]), over 2,200 had been lost.[111] Field Marshal Walter Model reported to Hitler that his panzer divisions had remaining, on average, five or six tanks each.[111] During the winter of 1944–45, the Panzer IV was one of the most numerous tanks in the Ardennes offensive, where further heavy losses—as often due to fuel shortages as to enemy action—impaired major German armored operations in the West thereafter.[112] The Panzer IVs that took part were survivors of the battles in France between June and September 1944,[dubious – discuss] with around 260 additional Panzer IV Ausf. Js issued as reinforcements.[110] Other users A captured German Pz.Kpfw. IV Ausf. G used for anti-tank weapons testing by the British Eighth Army in Italy in 1943. Finland bought 15 new Panzer IV Ausf. Js in 1944 for 5,000,000 Finnish markkas each.[113] The remainder of an order for 40 tanks and some StuG IIIs were not delivered and neither were necessary German tank instructors provided. The tanks arrived too late to see action against the Soviet Union but instead ended up being used against Nazi Germany during their withdrawal through Lapland. After the war, they served as training tanks and one portrayed a Soviet KV-1 tank in the movie The Unknown Soldier in 1955.[citation needed] The additional weight, going from the 18.4 tons (Ausf. A) to about 25 tons (Ausf. J), of these modifications strained the relatively light chassis. The overloaded and primitive leaf-spring suspension gave its crew a shaky ride, earning the Panzer IV the nickname "Ravistin" ("Shaker") in Finnish service. This not only affected general crew comfort, but also hampered the accurate aiming of the main gun. What exactly caused this vibration that gave the PzKw IV Ausf. J

such a bad name among Finnish tank crews remains somewhat unclear, but the poor suspension seems to be the most likely suspect.[114] After 1945, Bulgaria incorporated its surviving Panzer IVs into defensive bunkers as gunpoints on its border with Turkey, along with Soviet T-34 turrets. This defensive line, known as the "Krali Marko Line", remained in use until the fall of communism in 1989.[citation needed] Twenty Panzer IV Ausf. Hs and ten StuG III Ausf. Gs were supplied to Spain in December 1943, a small fraction of what Spain had originally asked for. The Panzer IV represented the best tank in Spanish service between 1944 and 1954, and was deployed along with T-26s and Panzer Is. Spain sold 17 Panzer IVs to Syria in 1967, with the remaining three left conserved. These can be found in Madrid, Burgos and Santovenia de Pisuerga (Valladolid). Most of the tanks Romania had received were lost during combat between 1944 and 1945. These tanks, designated T4 in the army's inventory, were used by the Army's 2nd Armored Regiment. On 9 May 1945, only two Panzer IVs were left. Romania received another 50 captured Panzer IV tanks from the Red Army after the end of the war. These tanks were of many different models and were in very bad shape[59]—many of them were missing parts and the side-skirts. These German T4 tanks remained in service until 1950, when the Army decided to use only Soviet equipment. By 1954, all German tanks in Romanian military service had been scrapped. An ex-Syrian Panzer IV displayed at the AAF Tank Museum. While their numbers remain uncertain, Syria received around 60 Panzers that were refurbished in France between 1950 and 1952, followed by 50 others purchased from Czechoslovakia in 1954, per the Czechoslovakia-Syria arms deal.[115] A Soviet 12.7mm DShK machine gun on an anti-aircraft mount was retrofitted on the cupola. These ex-German tanks were used to shell Israeli settlements below the Golan Heights, together with Soviet-supplied T-34s, and were fired upon in 1965 during the Water War by Israeli Super Sherman and Centurion tanks.[112] Syria received 17 Panzer IVs from Spain, with these seeing combat during the Six-Day War in 1967.[116] Several of Syria's Panzer IVs were captured by the Israeli Army and donated to the Yad La-Shiryon museum. The AAF Tank Museum in Danville, Virginia later traded a US M5 Stuart light tank to the Latrun museum for one of the Czechoslovak-origin Panzer IVs, which is now an exhibit there.[117] In addition, Turkey was a buyer, with 35 Panzer IVs received until 4 May 1944 in exchange for some chromium ore. Delivery began with the Ausf. G and probably went on with Ausf. H versions.[118] Other sources state only 15 to 22 tanks were delivered in 1943, all of the Ausf G version.[119] Captured Panzer IVs in service The Soviet Army captured significant numbers of German armored vehicles, including Panzer IVs (its Russian designation was "T-4"). Some of them were pressed into temporary service and some others were used for driver or anti-tank training. Sometimes, captured tanks were used in different temporary units or as single tanks. While captured Tiger I/IIs and Panthers were only permitted to be used until they irrecoverably broke down, the simplicity of the Panzer IV and the large number of captured parts allowed for long-term repair and continued use. At least one captured Panzer IV Ausf. H was used by the Warsaw Tank Brigade of the Polish 2nd Corps in Italy during 1944. The 1st GMR (Groupement Mobile de Reconnaissance) of the FFI (French Forces of the Interior), later called 'Escadron Autonome de Chars Besnier', was equipped in December 1944 with at least one Panzer IV. Variants A Jagdpanzer IV tank destroyer, based on the Panzer IV chassis, mounting the 75 mm Pak L/48 anti-tank gun. A Sturmpanzer IV infantry-support gun The Wirbelwind self-propelled anti-aircraft gun. In keeping with the wartime German design expediencies of mounting an existing anti-tank gun on a convenient chassis to give mobility, several tank destroyers and infantry support guns were

built around the Panzer IV hull. Both the Jagdpanzer IV, initially armed with the 75-millimetre (2.95 in) L/48 tank gun,[120] and the Krupp-manufactured Sturmgeschütz IV, which was the casemate of the Sturmgeschütz III mounted on the body of the Panzer IV,[121] proved highly effective in defense. Cheaper and faster to construct than tanks, but with the disadvantage of a very limited gun traverse, around 1,980 Jagdpanzer IVs[122] and 1,140 Sturmgeschütz IVs[123] were produced. Another tank destroyer, the Panzer IV/70, used the same basic 75-millimeter L/70 gun that was mounted on the Panther.[124][125] Another variant of the Panzer IV was the Panzerbefehlswagen IV (Pz. Bef. Wg. IV) command tank. This conversion entailed the installation of additional radio sets with associated mounting racks, transformers, junction boxes, wiring, antennas and an auxiliary electrical generator. To make room for the new equipment, ammunition stowage was reduced from 87 to 72 rounds. The vehicle could coordinate with nearby armor, infantry or even aircraft. Seventeen Panzerbefehlswagen were built on Ausf. J chassis in August and September 1944,[3] while another 88 were based on refurbished chassis.[126] The Panzerbeobachtungswagen IV (Pz. Beob. Wg. IV) was an artillery observation vehicle built on the Panzer IV chassis. This, too, received new radio equipment and an electrical generator, installed in the left rear corner of the fighting compartment. Panzerbeobachtungswagens worked in cooperation with Wespe and Hummel self-propelled artillery batteries.[127] Also based on the Panzer IV chassis was the Sturmpanzer IV (called "Brummbär" by Allied intelligence) 150-millimetre (5.91 in) infantry-support self-propelled gun. These vehicles were primarily issued to four Sturmpanzer units (Numbers 216, 217, 218 and 219) and used during the battle of Kursk and in Italy in 1943. Two separate versions of the Sturmpanzer IV existed, one without a machine gun in the mantlet and one with a machine gun mounted on the mantlet of the casemate.[128] Furthermore, a 105-millimetre (4.13 in) artillery gun was mounted in an experimental demountable turret on a Panzer IV chassis. This variant was called the Heuschrecke ("grasshopper").[129] Another 105 mm artillery/anti-tank prototype was the 10.5 cm K (gp.Sfl.) nicknamed Dicker Max. Four different self-propelled anti-aircraft vehicles were built on the Panzer IV hull. The Flakpanzer IV "Möbelwagen" ("moving van") was armed with a 37-millimetre (1.46 in) anti-aircraft cannon; 240 were built between 1944 and 1945. In late 1944 a new Flakpanzer, the Wirbelwind ("whirlwind"), was designed, with enough armor to protect the gun's crew in a rotating turret, armed with the quadruple 20 mmFlakvierling anti-aircraft cannon system; at least 100 were manufactured. Sixty-five (out of an order for 100) similar vehicles with a single 37 mm anti-aircraft cannon were built named Ostwind ("East wind"). This vehicle was designed to replace the Wirbelwind. The final model was the Flakpanzer IV Kugelblitz, of which only five pilot vehicles were built. This vehicle featured an enclosed turret armed with twin 30-millimetre (1.18 in) Rheinmetall-Borsig MK 103 aircraft cannon.[130] Although not a direct modification of the Panzer IV, some of its components, in conjunction with parts from the Panzer III, were utilized to make one of the most widely used self-propelled artillery chassis of the war—the Geschützwagen III/IV. This chassis was the basis of the Hummel, of which 666 were built, and also the 88-millimetre (3.46 in) gun-armed Nashorn tank destroyer, with 473 manufactured.[131] To resupply self-propelled howitzers in the field, 150 ammunition carriers were manufactured on the Geschützwagen III/IV chassis.[68] Another variant was the Bergepanzer IV armored recovery vehicle. Some were believed to have been converted locally,[132] 21 were converted from hulls returned for repair between October 1944 and January 1945. The conversion involved removing the turret and adding a wooden plank cover with an access hatch over the turret

ring and the addition of a 2-ton jib crane and rigid towing bars.[133] Panzer IV mit hydrostatischem antrieb Another rare variant was the Panzer IV mit hydrostatischem antrieb. In 1944, Zahnradfabrik (ZF) Augsburg plant produced a prototype with an unusual drive concept. A Panzer IV Ausf. H tank received a fluid drive instead of the normal gearbox. Two oil pumps were installed behind the engine, which in turn drove two oil engines. An axial engine drive transmitted the power to the rear drive wheels via a reduction gear. Instead of the two steering levers, the driver had a crescent-shaped steering wheel with the steering movements of which two steering cylinders were operated, which in turn regulated the volume of the oil pumps and thus regulated the adjacent force on the two drive wheels. The only prototype built was not used and was shipped to America after the war to be subjected to driving tests. These finally had to be discontinued due to a lack of spare parts. The only surviving vehicle is now in United States Army Ordnance Training and Heritage Center in Maryland.[134] Production models Production models of Panzer IV[3] Name Production details Ausf.A, 1/BW (Sd.Kfz.161) 35 produced by Krupp-Gruson, between November 1937 and June 1938. Ausf.B, 2/BW 42 produced by Krupp-Gruson, from May to October 1938. Ausf.C, 3/BW 140 produced by Krupp-Gruson, from October 1938 to August 1939. Ausf.D, 4/BW + 5/BW 200 + 48 produced by Krupp-Gruson, from October 1939 to October 1940. Ausf.E, 6/BW 206 produced by Krupp-Gruson, from October 1940 to April 1941. Ausf.F, 7/BW 471 produced by Krupp-Gruson, Vomag and Nibelungenwerke from April 1941 to March 1942. Ausf.F2, 7/BW Umbau (Sd.Kfz.161/1) Temporary designation for Ausf F chassis built with long 7.5cm KwK40 L/43 main gun, later renamed into Auf. G and 8/BW. Ausf.G, 8/BW 1,927 produced by Krupp-Gruson, Vomag and Nibelungenwerke from March 1942 to June 1943. Ausf.H, 9/BW (Sd.Kfz.161/2) ~2,324 produced by Krupp-Gruson, Vomag and Nibelungenwerke from June 1943 to February 1944. Ausf.J, 10/BW ~3,160 produced by Nibelungenwerke and Vomag from February 1944 to April 1945. Variants based on chassis Derivatives of Panzer IV Name Production details Tauchpanzer IV 42 converted from July 1940 as submersible medium support tanks Panzerbefehlswagen Command tank with additional radio equipment, 17 built on Ausf. J and further 88 on rebuilt chassis Panzerbeobachtungswagen IV Artillery spotter tank with special radio equipment, 133 converted from Ausf. J Sturmpanzer IV Heavy Assault gun armed with 150 mm Infantry gun Sturmgeschütz IV Assault gun, similar to StuG III, armed with 7.5 cm gun Jagdpanzer IV and Panzer IV/70 Tank destroyer armed with 7.5 cm gun Nashorn Heavy Panzerjäger armed with 8.8 cm Anti-tank gun Hummel Self-propelled artillery armed with 150 mm Howitzer Flakpanzer IV Multiple variants of Panzer IV chassis armed with various Flak guns Brückenleger IV b+c 20+4 bridge layer tanks built by Krupp and Magirus, on Ausf.C and Ausf.D chassis, from February to May 1940 Brückenleger IV s (Sturmstegpanzer) 4 assault bridge carriers converted from Ausf.C chassis in 1940 Bergepanzer IV 21 armoured recovery vehicles converted from Pz IV chassis from October to December 1944 Panzer IV mit hydrostatischem antrieb 1 Panzer IV Ausf. H with a hydraulic drive by Zahnradfabrik in 1944

Thank you for this my love

[bitchyphilosopherprince]

India Agricultural Machinery Market Trends, Application and Regional Forecast to 2021-2027

Bharat Book Bureau Provides the Trending Market Research Report on “Agricultural Machinery Market in India 2021” under Heavy Industry Market Research Reports Category. The report offers a collection of superior market research, market analysis, competitive intelligence and Market reports.

The agriculture and allied sector plays a crucial role in a developing agrarian economy like India. More than 50% of the population is dependent on agriculture for livelihood. Improved awareness among farmers about farm mechanization, innovation, and lack of manual labor are the major driving forces of the agricultural machinery market.

In the past few years, the sale of agricultural machinery has surged because of the availability of electricity and easy financing options.

The market was valued at ~INR 1,105.13 Bn in FY 2021. It is expected to reach ~INR 1,853.13 Bn by FY 2027, expanding at a CAGR of ~7.33% during the FY 2022 – FY 2027 period

Segment insights: India is the world’s biggest tractor manufacturer, and accounts for more than one-third of the global tractor production. In FY 2021, the tractor segment held the largest share of the market, accounting for more than 80% of the market revenue. Tractor penetration is high in northern India's agrarian zone, principally Punjab, Haryana, and Uttar Pradesh. In the south and west, mainly Andhra Pradesh, Tamil Nadu, and Maharashtra, the adoption rate is low. Other segments of the market include rotavators, threshers, and power tillers. The tractor segment is mostly dominated by high-capacity tractors of 30 HP – 50 HP

Impact of COVID-19: The lockdown, which was imposed by the government during FY 2021, to curb the spread of the virus, brought trade, manufacturing and commerce to a standstill. After the relaxation of restrictions in the second quarter of FY 2021, the sales volume improved and surpassed that of FY 2020. The market remained resilient to the impact of the pandemic in FY 2021.

However, the devastating second wave in the first quarter of FY 2022 severely impacted the market, resulting in a sharp decline in sales in April and May, 2021. The sale of tractors and other agricultural equipment declined considerably. The market is showing signs of recovery in the second and third quarter of FY 2022, ahead of the domestic festive season and Kharif crop season.

Browse our full report with Table of Content : https://www.bharatbook.com/report/1108759/agricultural-machinery-market-in-india

About Bharat Book Bureau: Bharat Book is Your One-Stop-Shop with an exhaustive coverage of 4,80,000 reports and insights that includes latest Market Study, Market Trends & Analysis, Forecasts Customized Intelligence, Newsletters and Online Databases. Overall a comprehensive coverage of major industries with a further segmentation of 100+ subsectors.

Contact us at: Bharat Book Bureau Tel: +91 22 27810772 / 27810773 Email: poonam@bharatbook.com Website: www.bharatbook.com

[anamikabatra]

Farmtrac 50 Smart Tractor Specification  in India 2021| Tractorgyan

Farmtrac 50 Smart Tractor is a 50 HP Tractor made with remarkable precision to rule in Inan fields. It comes with a tremendous engine of 3067 CC to furnish you a final using experience. Not totally this tractor comes with a fantastic sturdiness then again it moreover comes with 3-cylinders to supply you with pinnacle notch electricity alongside with first-rate toughness.

Farmtrac 50 Smart Tractor Features

•Farmtrac 50 Smart comes with a Single Clutch and this improves its attainable and makes it outstands in its field.

•Farmtrac 50 Smart tractor comes with an choice to pick out between Multi Plate Oil Immersed Brakes brakes that provide it with a practicable maintain shut and it moreover prevents slippage. For more information visit our website https://tractorgyan.com/tractor/farmtrac-50-smart/449

[handyguypros1]

Best Tractor Snow Blower Combination HandyGuyPros

The Wintertime is characterized by frequent snowing, and failure to remove this snow might damage your paved ground and driveways.

Removing snow isn’t an effortless activity when you don’t have the right equipment. This is why you need the best tractor snow blower combination to ease the stress.

Why this equipment might be quite expensive to own for individual use, it’s highly recommendable for the tough business of removing snow.

The tractor snow blower combination is an attachment that fits the front of your riding lawn mower or tractor and uses machine power with minimal effort to move large amounts of snow at once.

It is relatively easy to operate, and it saves time and also prevents driveway damage. With the high cost of purchasing such equipment, you must ensure you’re getting the best equipment to provide you optimal efficiency and satisfaction.

This reason is why this guide contains information to help you select the best Tractor snow blower combination.

Given below are the few factors you need to consider

Durability

Choosing a trusted brand with proven track records and reading guides from reputable websites are the surest ways of knowing the most-durable tractor snow blower combination to purchase.

Ascertaining the durability helps you ensure you enjoy the machine’s optimal efficiency for long, without the need for constant repair. It also helps save unnecessary costs while giving you maximum satisfaction with its usage.

The engine power and type are essential indicators of durability. snow blower combinations with high engine power tend to work faster and last longer.

Ease of Finding Replacement Part

Like humans, machines also breakdown after working for a certain period. This is a regular occurrence that can easily be fixed if the needed materials and parts are available.

You won’t want to purchase a machine that’ll be unrepairable upon damage due to the unavailability of replacement parts. This is why it’s essential to consider this factor.

Replacement parts should be readily available for the machine type you plan to purchase if there’s a need for it.

Ease of Mounting and Dismounting

There should be no difficulty in the process of attaching and removing the snow blower to your tractor. It’s meant to alleviate stress, not add to it.

This makes it vital for you to consider whether the process of mounting and dismounting is seamless enough for you. It enhances the relative ease of you, and also the satisfaction level.

Throwing Distance

The length of the machine’s throwing distance is another factor worthy of consideration. snow blowers with distance throwing length make work easier and faster.

The throw distance should be between 20-50 feet standard, and anything below this range is considered relatively low.

Functionality

The functionality of the machine is its efficiency in performing the required task. The snow blower should be able to remove snow effectively with ease, thereby saving you time and stress.

It should also require no special skills to operate (i.e., ease of use) without compromising functionality, speed, and efficiency.

These are some of the most vital factors to consider before purchasing a snow blower. Affordability, online reviews, and design are also essential to consider, depending on your discretion.

Best Tractor Snow Blower Combination in 2021

Below are some of the best tractor snow blower combinations you can consider for purchase. They include:

YARDMAX YB5765 Two-stage snow blower

Either you’re a homeowner or a professional contractor, this gas-powered snow blower from Yardmax is what you need for optimal efficiency and durability.

It comes with an ergonomic design and an attractive orange color which makes it physically-appealing without compromising on functionality.

The 2-stage snow blower excellently cuts through snows of one foot and more, with excellent throwing distance and minimal blowback. It features a solid steel construction that includes its extended chute and auger.

It comes with an ideal weight balance for the operator’s comfort, and it also reduces operator fatigue due to its user-friendly design, features, and benefits.

It is relatively easy to operate, and its LCT electric energy also makes it a powerful machine. The snow blower also features a multiple-speed transmission with reverse, making it optimally efficient.

NorTrac 3-Pt Snow Blower

Efficiency is an essential keyword for snow blowers, and this machine boasts of it in abundance. It comes with a 60inches clearing width that enables it clear loads of snow with each pass.

The snow blower features a relatively huge throwing distance of 40ft which puts your snow exactly where you want it. The manual crank chute also rotates 340°, making it easy to throw your snow in any preferred direction.

It features a 5-position adjustable chute deflector that guides your throw and makes them align in a place. The highly durable machine fits tractors with 25-40 Hp excellently, and it also features a hitch mount type for seamless mounting and dismounting.

It’s indeed an excellent option for a snow blower combination, and you’ll surely enjoy its efficiency, durability, and ease of use.

Ariens ST28DLE 2-stage Snow Blower

This Gas snow blower comes with a power 306cc electric start engine. It provides super high output and optimal efficiency. The machine clears 72tons of snow per hour and covers 28inches of clearing width.

It throws at a huge distance of 55fts, and it features auto-turn triggerless steering, which enhances ease of operations. It comes with a tall housing height and interlocking handles for one-hand operation. All these make operating the snow blower seamless.

The snow blower can undertake any snow removing task for long, provided it is appropriately operated and efficiently maintained.

Briggs and Stratton 27inches Dual-stage snow blower

Briggs and Stratton have existed for over a century while continually delivering durable and efficient engine-powered machines.

This gas-powered snow blower is another of her inventions, and it doesn’t fall short of efficiency and durability. It features a 27inches wide cleaning path and 20 inches intake height. Its 280cc electric start engine makes it powerful and effective.

The snow blower comes with a friction disk drive system and a dash-mounted chute rotation. It also boasts of freehand control, allowing you to operate with one hand and control with the other seamlessly.

You enjoy a 3-years limited equipment and engine guarantee when you purchase this snow blower, proof of its durability. It is also easy to plow through snow, thanks to its skid shoes.

WEN two-stage Self-propelled snow blower

WEN two-stage snow blower is another excellent choice of traction combination snow blowers due to its numerous outstanding features.

The gas-powered and self-propelled machine features a push-button electric start, and it clears a whopping 1800 pounds of snow per minute while covering 24×21 inches wide clearing paths.

The machine boasts of a powerful 212cc operating engine that enhances efficiency. It throws at a distance of 30ft and has a chute that rotates up to 190°.

Its sturdy steel construction ensures optimal durability and an appealing appearance. Its self-propelled drive wheels consist of 4 forward and two reverse speed settings. It also features a 4-blade notched auger that excellently slices through snow and ice for an efficient clearing operation.

The machine comes with two tubeless 13-inch snow tires, a tool for clearing the chute, an oil bottle, a recoil starter, and a two-year guarantee.

Troy-Bilt Two-stage Snow Blower (Storm 2410 model)

This self-propelled snow blower boasts of excellent control and versatility, thanks to its remote crank chute control. The chute rotates at 180°, making it easy to throw output in your preferred direction.

Its 208cc electric start engine is powerful enough to deliver optimum efficiency and satisfaction. It covers 24inches of clearing width with each passing and finishes operation within the least time possible.

The two-stage blower is also built to last you for years, and it’s relatively easy to operate and maintain. It has a reasonably huge throw distance and a minimal blowback effect.

Troy-Bilt is known for its track records of producing durable equipment, and you can surely trust the brand on this one also.

Arnold MTD Genuine parts 2-stage Snow thrower mower attachment

Do more with this Arnold 2-stage snow thrower. It provides you with the hassle-free operation and an excellent result upon completion of your task. The snow thrower attachment is compatible with various major brands of tractors and mowers.

The brand is reputable for top-notch product innovations and extensive engineering, which is why this machine can be trusted. It comes 42 inches clearing width, and its chute rotates at 220° for ease of throw.

The auger can be controlled to start or stop from the tractor seat, and it features all mounting hardware required for easy assembling. The snow thrower’s throwing distance depends upon the tons of snow. The heavier the load, the shorter the distance.

Nevertheless, it’s an excellent option that will provide you with all that you seek in a snow blower.

Conclusion

snow blowers are convenient alternatives to manual lawnmowers. The winter has got nothing on your driveway or paved grounds with the best tractor snow blower combination. It makes snow removal relatively easy, thereby saving you time and stress.

This guide has done well to provide you with all that you need to know about purchasing a snow blower, good luck finding the one that catches your fancy.

Source : https://handyguypros.com/best-tractor-snow-blower-combination/

[loadingheritage292]

Hydro Vane Hv07 Manual

Manual Hv15 Hydrovane - gbvims.zamstats.gov.zm Hydrovane Manual Hv07 - actualusa.com hydrovane rotary vane compressor manual Hydrovane 23 Compressor Operator Manual- Hydrovane 23 Manual - Free PDF Documents - DeURL.net V & HV Series Rotary Vane Air Compressors. Hydrovane has proven to be the compressor of choice in Auto/Manual HYDROVANE PARTS. V07ACS07-4035S000 HV04 - HV07 V05ACS10-4035D000 V07ACS10-4035S000 This user handbook should be used in conjunction with the parts/ service manual. V07ACS07-4035V000 This publication refers to compressors with serial numbers: V04-000001 V05-000001 V07-000001 BEFORE INITIAL START-UP ENSURE THAT THE COMPRESSOR OIL CHAMBER IS FILLED TO.

Hydro Vane Hv07 Manual Transmission

Hydrovane Pro Hv07 Manual

Hydro Vane Hv07 Manual Transfer Switch

Direct Air and Pipework are authorised distributors of Hydrovane air compressors, and with more than 850,000 Hydrovane compressors manufactured to date, they can be found throughout all industry sectors.

Hydrovane’s principle global manufacturing and distribution centre is based at Redditch in the UK, ideally situated between our Coventry and Cheltenham offices for the latest developments and technical support. The Hydrovane management system conforms to BS EN ISO 9001: 2008, ensuring the manufacture of first class compressors.

Maximise energy consumption

No gears and no belts mean fewer components to maintain, fail or replace, and no power loss.

Low noise levels

With noise levels as low as 62 dB(A), there aren’t many compressors quiet enough to be located at the point of use.

High quality air

Hydrovane compressed air is clean, dry and pulse free straight from the outlet, with no receiver required as standard. Oil carryover (OCO) is typically less than 3 ppm.

Long lifespan

Reliable technology with fewer moving parts allows up to 100,000+ operating hours without the need for an expensive Air End change or refurbishment, when correctly serviced with genuine parts.

Package options

Both horizontal and vertical compressor formats are available as standard, enclosed or open, offering our customers a real choice when it comes to finding the solution.

Genuine parts

Maintenance and services conducted by Direct Air are carried out using genuine Hydrovane spares, ensuring your compressor is eligible for the Advance 10 Warranty.

Search some of the Hydrovane models we can supply and install:

NEXT

Hydrovane

HV04RM Air Compressor

Power: 4 kW

Capacity: 10 BAR: 0.57 (m3/min)

Type: Fixed

Noise: 73 dB(A)

Hydrovane

HR07RS Air Compressor

Power: 7.5 kW

Capacity: 6-10 BAR: 0 – 1.27 (m3/min)

Type: Variable

Noise: 68 dB(A)

Hydrovane

HV15 Air Compressor

Power: 15 kW

Capacity: 8 BAR: 2.21 (m3/min) 10 BAR: 2.01 (m3/min)

Type: Fixed

Noise: 70 dB(A)

Hydrovane

HV22AERD Air Compressor

Power: 22 kW

Capacity: 8 BAR: 3.6 (m3/min) 10 BAR: 2.96 (m3/min)

Type: Fixed

Noise: 71 dB(A)

Hydrovane

HV37 Air Compressor

Power: 37 kW

Capacity: 8 BAR: 5.95 (m3/min) 10 BAR: 5.07 (m3/min)

Type: Fixed

Noise: 73 dB(A)

Hydrovane Regulated Speed compressors can reduce your energy bills by up to 50% with a typical payback in 3 years*.

Regulated speed compressors from Hydrovane (7.5 to 45 kW) can efficiently and reliably meet the varying air demand found in the majority of air systems, by automatically controlling air output to meet your exact requirements. The right regulated speed compressor in the right application delivers significant energy savings and a stable air supply at a constant pressure.

*Model dependent

So how does a Hydrovane work?

1. Air is drawn through the intake valve

2. Air is contained between the rotor and the stator wall

3. Air is compressed by decreasing volume, Oil is continually injected to cool, seal and lubricate

4. High pressure air passes into the primary oil separator

5. Remaining traces of oil are removed in a fina separator element, providing high quality air

6. System air passes through the aftercooler, removing most of the condensate

7. Oil is circulated by differential internal air pressure. It passes through an air-blast oil cooler and filter before being returned into the compressor

8. Air flow is regulated by an inbuilt modulation system

Hydrovane provides adaptable energy efficient solutions for a wide range of industries including:

Automotive and Garage: From tyre inflation to product finishing, paint shops to air tools.

Construction: From pneumatic drilling to ventilation systems, concrete conveying to air conditioning.

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Off Highway Vehicle Engine Market Global Production, Growth, Share, Demand and Applications Forecast to 2026

Global Off Highway Vehicle Engine Market Trends and Forecast to 2026

The Global Off Highway Vehicle Engine Market Report is an extensive and comprehensive document comprising details on business strategies, qualitative and quantitative analysis of the market on global and regional levels. The report offers a detailed analysis of the key segments of the Global Off Highway Vehicle Engine Market along with an in-depth analysis of drivers, restraints, challenges, trends, growth prospects, opportunities. The report strives to offer a deeper understanding of the Off Highway Vehicle Engine industry by offering an extensive overview of the competitive landscape and regional segmentation.

The report assesses the impact of various market factors on the growth of the Off Highway Vehicle Engine market in key regions and across key segments. The report considers the COVID-19 pandemic as a key influencing factor. It offers a detailed insight into the impact of COVID-19 on the industry at a regional level and industry level. The report also covers the developments and government regulations related to COVID-19. The report further analyzes the current and future impact of COVID-19 on the global market and provides an insight into the situation post-COVID-19. Furthermore, the report provides a comprehensive analysis of the impact of the COVID-19 crisis on the market.

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The report provides a panoramic overview of the Off Highway Vehicle Engine market’s competition landscape through a thorough profiling of the companies with regards to their market share, recent developments and advancements, gross margins, business expansion plans, product portfolio, production and manufacturing capacity, financial standing, and revenue contribution.

Top Players Covered in the Report Include:

Cummins Inc., Kubota Corporation, Caterpillar Inc., Deutz AG, Deere and Company, Hitachi Construction Machinery Co. Ltd., J. C. Bamford Excavators Ltd., Mahindra and Mahindra Ltd., Massey Ferguson Ltd and Volvo CE.

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Furthermore, the report segments the market on the basis of types, applications, and key geographical regions.

·       By Power Output:

·       Construction & Mining Equipment

o   <100 HP Engines 

o   101-200 HP Engines

o   201-400 HP Engines

o   >400 HP Engines

·       Agriculture Tractor Engines

o   <30 HP Engines

o   31-50 HP Engines

o   51-80 HP Engines

o   81-140 HP Engines

o   >140 HP Engines

·       By Engine Capacity:

o   <5l Engines

o   5l-10l Engines

o   >10l Engines

·       By Fuel Type:

o   Diesel

o   Gasoline

o   Others

Regional Segmentation:

The Global Off Highway Vehicle Engine Market is analyzed across the key geographical regions where the market has already established its presence. These regions include key areas such as North America, Europe, Asia Pacific, Latin America, and Middle East and Africa. Further, each region is extensively analyzed on the country level for the production and consumption ratio, import/export, supply and demand dynamics, trends, developments, revenue contribution, market share in terms of volume and value, and the presence of the prominent players in each region.

The extensive analysis of the key geographical regions include:

·       North America (U.S., Canada)

·       Europe (U.K., Italy, Germany, France, Rest of EU)

·       Asia Pacific (India, Japan, China, South Korea, Australia, Rest of APAC)

·       Latin America (Chile, Brazil, Argentina, Rest of Latin America)

·       Middle East & Africa (Saudi Arabia, U.A.E., South Africa, Rest of MEA)

To know more about the report, visit @ https://www.reportsanddata.com/report-detail/off-highway-vehicle-engine-market

Key Points Covered by the Report:

·       The report offers a comprehensive overview of the global Off Highway Vehicle Engine Market along with the idea about the content of the research study

·       The report offers strategic recommendations to both established and novice players to aid in fortifying their presence

·       The report presents insightful data to the companies to help them gain maximum returns on their investment and formulate new investment strategies

·       It provides a comprehensive overview of the competitive landscape to offer a competitive edge to the readers

·       The report covers an extensive regional analysis to impart a better understanding of the spread of the market in key geographies of the world

·       In-depth analysis of the current and emerging market trends and drivers and restraints

·       An 8-year comprehensive forecast for the Off Highway Vehicle Engine market on the global and regional scale

·       Thorough SWOT analysis and Porter’s Five Forces analysis

Browse Related Reports –

Crawler Cranes Market Future Growth with Technology and Outlook 2020 to 2026 – https://www.reportsanddata.com/report-detail/crawler-cranes-market

Diesel-Electric Hybrid Mining Drills Market 2026: Regional Trend & Growth Projections – https://www.reportsanddata.com/report-detail/global-diesel-electric-hybrid-mining-drills-market-research-report-2017

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Off-Highway Electric Vehicle Market: Industry in Depth Research, Advancements, Statistics, Facts and Figures 2019-2030

Off-Highway Electric Vehicle Market: Introduction

Off-highway electric vehicles include agriculture tractors, mining trucks, lawn movers, and construction equipment utilized in off-highway applications with electric propulsion

Key Drivers of Global Off-Highway Electric Vehicle Market

Rapid development of infrastructure in developing countries and initiation of re-development projects in developed countries are boosting the sales of electric-off highway vehicles. Electric off-highway vehicles are more productive as compared to their IC engine counterparts. They contribute to lesser operational cost due to fewer mechanical parts and hence, are being increasingly preferred by construction contractors.

Off-highway vehicles are also preferred in agricultural applications due to an increase in fuel prices and active government measures such as subsidies on electric tractors spurring the adoption of electric tractors, which in turn is driving the off-highway electric vehicle market

Rising stringency in emission norms and environmental awareness is anticipated to drive the off-highway electric vehicle market

Challenges of Global Off-Highway Electric Vehicle Market

Electric off-highway vehicles are expensive owing to the high price of the electric battery, which is a major challenge to the market. Development of battery technology and decline in price of battery are anticipated to boost the off-highway electric vehicle market.

For Right Perspective & Competitive Insights on Off-Highway Electric Vehicle Market, Request for a Sample

Mining segment to hold dominant share of global off-highway electric vehicle market

Electric trucks are being increasingly preferred at deep and underground mines, as they do not generate emissions and noise. Rising demand for commodities such as copper, iron, and gold is driving the mining industry prompting mining companies to update their equipment and invest in purchase of more productive electric vehicles.

<50 HP segment held prominent share in 2019

Electrification trend is currently popular among the smaller & low HP off-highway vehicles. One or two electric motors are used in pure electric or with hybrid off-highway electric vehicles. The higher HP segments such as 150-300 HP and above 300 HP, currently, hold a relatively minor share; however, they are anticipated to expand at a high growth rate during the forecast period.

Europe and North America to lead the global off-highway electric vehicle market

Europe and North America have enacted stringent emission norms and are taking active measures to reduce emissions. Thus, Europe and North America, together, are expected to hold a dominant share of the off-highway electric vehicle market. The market in Asia Pacific is anticipated to expand at a high growth rate owing to rising usage of electric mining trucks in ANZ and China.

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Key Players Operating in Global Off-Highway Electric Vehicle Market

The global off-highway electric vehicle market has presence of a large number of players. A few of the key players operating in the global off-highway electric vehicle market are:

CHN Industrial

Deere & Company

Kubota Corporation

Duetz AG

Doosan Corporation

Atlas Copco

Sumitomo Heavy Industries

Sandvik

Terex

Stihl Holding AG and Co. Kg

Liebherr Group

Hitachi Construction Machinery

Global Off-Highway Electric Vehicle Market: Research Scope

Global Off-Highway Electric Vehicle Market, by Power Output

<50 HP

50-150 HP

150-300 HP

>300 HP

Global Off-Highway Electric Vehicle Market, by Battery Capacity

<50 Kwh

50-200 Kwh

200-500 Kwh

>500 Kwh

Global Off-Highway Electric Vehicle Market, by Propulsion Type

Battery Electric

Hybrid Electric

Global Off-Highway Electric Vehicle Market, by Battery Type

Lithium Ion

Lead-Acid

Others

Global Off-Highway Electric Vehicle Market, by Application

Mining

Construction

Agriculture

Gardening/ Landscaping

Global Off-Highway Electric Vehicle Market, by Region

U.S.

Canada

Germany

France

U.K.

Italy

Spain

Russia & CIS

Rest of Europe

China

Japan

India

ASEAN

ANZ

Rest of Asia Pacific

Brazil

Mexico

Rest of Latin America

GCC

South Africa

Rest of Middle East & Africa

The report offers a comprehensive evaluation of the market. It does so via in-depth qualitative insights, historical data, and verifiable projections about market size. The projections featured in the report have been derived using proven research methodologies and assumptions. By doing so, the research report serves as a repository of analysis and information for every facet of the market, including but not limited to: Regional markets, technology, types, and applications.

The study is a source of reliable data on:

Market segments and sub-segments

Market trends and dynamics

Supply and demand

Market size

Current trends/opportunities/challenges

Competitive landscape

Technological breakthroughs

Value chain and stakeholder analysis

The report has been compiled through extensive primary research (through interviews, surveys, and observations of seasoned analysts) and secondary research (which entails reputable paid sources, trade journals, and industry body databases). The report also features a complete qualitative and quantitative assessment by analyzing data gathered from industry analysts and market participants across key points in the industry’s value chain.

A separate analysis of prevailing trends in the parent market, macro- and micro-economic indicators, and regulations and mandates is included under the purview of the study. By doing so, the report projects the attractiveness of each major segment over the forecast period.

Highlights of the report:

A complete backdrop analysis, which includes an assessment of the parent market

Important changes in market dynamics

Market segmentation up to the second or third level

Historical, current, and projected size of the market from the standpoint of both value and volume

Reporting and evaluation of recent industry developments

Market shares and strategies of key players

Emerging niche segments and regional markets

An objective assessment of the trajectory of the market

Recommendations to companies for strengthening their foothold in the market

About Us

Transparency Market Research (TMR) is a global market intelligence company providing business information reports and services. The company’s exclusive blend of quantitative forecasting and trend analysis provides forward-looking insights to thousands of decision makers. TMR’s experienced team of analysts, researchers, and consultants use proprietary data sources and various tools and techniques to gather and analyze information.

TMR’s data repository is continuously updated and revised by a team of research experts so that it always reflects the latest trends and information. With extensive research and analysis capabilities, Transparency Market Research employs rigorous primary and secondary research techniques to develop distinctive data sets and research material for business reports.

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Defunct German Car Brands: Wartburg

Wartburg-branded cars, were built in the city of Eisenach in Thuringia from 1898 on, named after the city’s prominent castle; Automobilwerk Eisenach was the fourth German carmaker after Daimler, Benz, and Dürkopp. Later, the factory in Eisenach was bought by BMW.

After world war II, the socialized car industry of East Germany resumed production with pre-war models. In Eisenach, the factory was brought under Soviet control and continued to make mid-sized cars under the BMW brand under difficult circumstances: Many suppliers of critical special parts were now in West Germany, which embargoed East Germany. Replacements from East Germany were often of inferior quality, and West German owners of BMWs from Eisenach kept asking West German BMW dealers for help, which they could not offer. Consequently, West German BMW company, concerned about its reputation, intervened and obtained a title to seize all BMW-branded cars from Eisenach. After that, the brand was changed to EMW. The most important export market for the only model, the EMW 340 with a straight-six engine, was West Germany, which became increasingly inaccessible. In East Germany, however, there was no demand for cars of this size, and only very few cars were sold. Thus, production ended in 1955.

Meanwhile, the carmakers in Saxony had merged to form the IFA group and had produced the IFA F9, a pre-war DKW mid-sized construction with a three-cylinder two-stroke engine. However, the East German government had decided that the car industry of Saxony had to develop and produce small cars for the mass market, while Eisenach had to produce mid-sized cars. In early 1955, the development of a new model was not yet ready for production, thus the production facilities of the IFA F9 were relocated to Eisenach and the model marketed as EMW 309.

By the end of 1955, the new body was ready to be mounted onto the old frame DKW F9 frame of 1939. The design was internationally acclaimed and the car named Wartburg 311 for the German market and Wartburg Knight in the United Kingdom initially sold well even in the Western countries. This way, it was an important source of convertible currency for East Germany. Initially offered only in two trims called 311/0 (standrad sedan) and 311/1 (luxury sedan with two-colour trim and upgraded interior), the construction with a body bolted to a frame allowed for a great variety of body styles.

311/2 (convertible)

311/3 (coupe)

311/4 (military utility vehicle based on the convertible without the top)

311/5 (5-door station wagon advertised as “camping wagon”)

311/6 (sedan for left-hand traffic)

311/7 (pick-up)

311/8 (sedan with big sunroof)

311/9 (3-door station wagon)

Initially, the engine had a displacement of 900 cc and a power of 37 hp. Later, the power was uprated to 40 hp, and in 1961, the engine was enlarged to 1000 cc, putting out 45 hp. This last version was internationally marketed as Wartburg 1000.

In 1957, a stylish roadster with hardtop and optional convertible hood was launched, which was called 313 due to its upgraded engine, which produced 50 hp, giving the car a top speed of 140 km/h (87 mph). This car belongs together with the Porsche 356, the Mercedes 300 SL (gullwing), and the Borgward Isabella Coupé to the most beautiful German sports cars of the post-war era.

The downside of the construction with a separate chassis was that it was regarded as dated; the contemporary construction principle was the unibody. Moreover, the suspension was of an outdated design in that the hinges and bearings required frequent lubrication, and the leaf springs offered only minimal ride comfort. Thus, in 1965, a new frame featuring maintenance-free bearings, coil springs and dampers was introduced. This model was marketed as 312. The bodies, however remained largely unchanged apart from the 313 roadster, which was discontinued and replaced by the 312 HT.

The last big design change came in 1967 with the Wartburg 353.

The body had now a contemporary boxy styling and a roomier interior. It was available in only two body styles, a sedan and a station wagon. The chassis and drivetrain with the dated 3-cylinder two-stroke engine remained unchanged. The car was praised for its comfortable ride quality while having a safe roadhold. Sound insulation was minimal, resulting in a booming interior. The primitive, smoky and noisy two-stroke engine was widely criticized and limited the export markets when tighter emission regulations were put into place. The car was nicknamed “farty Hans” due to the sound of the smelly exhaust.

The last export market for the Wartburg were Belgium and the UK, where only few cars branded as “Wartburg Knight” could be sold. Nevertheless, the car was highly sought after in East Germany and production could never keep up with demand. The Wartburg factory was located in downtown Eisenach with no space to expand, limiting production capacity. Making the bodies in a new factory outside of town and bringing the bodies by trains, special trucks, tractors, and specially designed electric vehicles  to the old facilities where they would be mounted onto the chassis was a cumbersome solution. Waiting times of more than 15 years were common.

The engineers of the Eisenach works started several initiatives to modrnize the car. First, they developed a very advanced 1600 cc four-cylinder four-stroke engine, which was not bulkier than the old three-cylinder 2-stroke, but put out at least 80 hp. New body styles were developed as well, but all proposals were scrapped by the East German government due to lack of funding.

In 1985, a major alteration to the two-stroke engine was made: the thermosyphon cooling was replaced by a contemporary forced-circulation cooling, which required the radiator to be placed in front of the engine. To accomodate this change, the front grille had to be changed.

By the mid-1980s, the East German government had signed an agreement with the Volkswagen group to mount their 1300 cc four-cylinder four-stroke engine into the car. However, the Volkswagen engine had to be transversally mounted, but the chassis was only designed for longitudinally mounted engines. This required extensive changes to the front part of the chassis, which one of the engineers described as an engineering nightmare. To install their own engine from the 1970s would have required only half of the investments. The result was a much more difficult to manufacture and thus much more expensive car that appeared in 1988 as the Wartburg 1.3. People who had been waiting for decades for a new Wartburg were now angry at the fact that all of a sudden they had to invest a vastly higher sum in their car, and some buyers were unable to do so. Thus, the two-stroke version was kept in production until 1989.

After the wall fell, it became immediately apparent that the car was not competitive by any means, even with the Volkswagen four-stroke engine. Matters were made worse by the cumbersome production, which caused excessive costs after the fiscal, economic and social union with West Germany, which preceded the unification of the two German states and made workforce very expensive. Attempts were made to make the car look more up-to-date by fitting plasic spoilers, but that did not help. Production was stopped on April 10, 1991 and the Wartburg brand ceased to exist.

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Kohler Co. is considered one among The united states's oldest and premier privately held producers. That’s when an Austrian immigrant named John Kohler acquired his father-in-legislation’s foundry. The organization generated farm implements, much like cast-iron and metal plows, in addition to castings and ornamental parts for community furnishings producers.

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Electric Off-highway Vehicle Market by Equipment Type (Excavator, Motor Grader, Dozer, Loader, LHD, Dump truck, Lawnmower, Sprayer, Tractor), Application, Propulsion, Battery Type, Battery Capacity, Power Output and Region - Global Forecast to 2025 published on

https://www.sandlerresearch.org/electric-off-highway-vehicle-market-by-equipment-type-excavator-motor-grader-dozer-loader-lhd-dump-truck-lawnmower-sprayer-tractor-application-propulsion-battery-type-battery-capacity-p.html

Electric Off-highway Vehicle Market by Equipment Type (Excavator, Motor Grader, Dozer, Loader, LHD, Dump truck, Lawnmower, Sprayer, Tractor), Application, Propulsion, Battery Type, Battery Capacity, Power Output and Region - Global Forecast to 2025

“Rising demand for low noise and emission-free machines is the prominent factor for the growth of the electric off-highway vehicle market globally”

The global electric off-highway vehicle market size is projected to grow from USD 6.3 billion in 2020 to USD 17.5 billion by 2025, at a CAGR 22.8%. Caterpillar (US), Komatsu Ltd. (Japan), Hitachi Construction Machinery (Japan), Volvo Construction Equipment (Volvo CE) (Sweden), and Epiroc (Sweden) are the leading manufacturers and suppliers of electric off-highway vehicles,including the electric excavator, electric loader, electric dozer, electric mining dump truck, electric lawnmower and electric tractor in the global market.

Rising demand for low noise and emission-free machines like electric excavators, electric loaders, and electric dozers in residential areas has a significant impact on the growth of electric off-highway vehicles is expected to drive the adoption of electric off-highway vehicles. Alternatively, the need to comply with stringent emission norms has shifted the focus of manufacturers on the electric off-highway vehicle. However, issues related to compatibility, interchangeability, and standardization are key challenges in the electrification of off-highway vehicles.

“Demand for emission-free mining vehicles including electric mining dump truck and electric LHD is expected to drive the Mining application market during the forecast period”

Mining is a primary economic activity of extracting minerals and rare earth metals. In the broader sense, mining could be defined as the extraction of nonrenewable resources such as metals, minerals, limestone, and coal.

With an increase in global emission levels, manufacturers are facing operational issues in reaching an optimum balance between the output received, cost incurred, and profit margins by adhering to government regulations/norms. Manufacturers are turning the wheels toward alternate power train sources that include electric and hybrid electric vehicles. For instance, Caterpillar launched the first battery-electric load-haul-dump (LHD) R1700 XE, equipped with MEC 500 fast-charging system, for rapid, onboard charging with little or no impact on the existing electrical infrastructure.

The other battery segment is expected to register the highest CAGR rate within the electric off-highway vehicle market

Other battery types include lithium manganese oxide (LMO), lithium iron phosphate, nickel-metal hydride (Ni-MH), lithium titanate oxide (LTO), and solid-state battery. Ongoing developments related to various alternative battery types by major electric off-highway vehicle manufacturers and battery companies to minimize the drawbacks of conventional battery types are expected to drive the growth of this segment during the forecast period. For instance, Caterpillar is working on the development of solid-state battery technology for applications in construction, energy, storage, transportation, and mining.

“The Asia Pacific market is expected to offer promising growth opportunities in the global electric off-highway vehicle market”

The demand for electric off-highway vehicles including electric excavator, electric loader, electric dozer, electric mining dump truck, electric lawnmower, and electric tractor to reduce emissions and noise generation, are factors expected to drive the market growth of the Asia-pacific region.

Increasing demand for electric off-highway vehicles to achieve higher productivity, fuel efficiency, and convenience at reduced carbon footprints are expected to drive the adoption of electric off-highway vehicles in Asia-pacific. Additionally, the presence of major electric off-highway vehicle manufacturer companies like Hitachi, Sany, BYD, and Komatsu and their focus on domestic market sales will drive the Asia-pacific electric off-highway vehicle market during the forecast period.

In-depth interviews were conducted with sales managers, marketing directors, CEOs and VPs, technology and innovation directors, and related key executives from various key companies operating in this market.

By Company Type: OEM-40%, Tier I – 30%, and Tier II – 30%

By Designation: C Level – 30%, Director Level – 20%, and Others – 50%

By Region: North America – 30%, Europe – 20%, Asia Pacific – 40%, and Rest of the World – 10%

The electric off-highway vehicle market comprises major manufacturers such as Caterpillar (US), Komatsu Ltd. (Japan), and Hitachi Construction Machinery (Japan), Volvo CE(Sweden), among others.

Research Coverage:

The study segments the electric off-highway vehicle market and forecasts the market size based on equipment type (excavator, motor grader, dozer, loader, dump truck, LHD, lawnmower, electric sprayer, and tractor), application (construction, mining, gardening, and agriculture), battery capacity (500 kWh), end market (OEM and aftermarket), battery type (lithium-ion, lead-acid, and other batteries), power output (300 hp),  propulsion (battery-electric and hybrid-electric), electric tractor market, by equipment type (lawnmower, sprayer, and tractor) and region (North America, Europe, Asia Pacific, and RoW).

The study also includes an in-depth competitive analysis of the key players in the market, along with their company profiles, key observations related to product and business offerings, recent developments, and key market strategies.

Key Benefits of Buying the Report:

The report will help the market leaders/new entrants in this market with the information on the closest approximations of the revenue numbers for the overall electric off-highway vehicle market and the sub segments. This report will help stakeholders understand the competitive landscape and gain more insights to better position their businesses and plan suitable go-to-market strategies. The report also helps stakeholders understand the pulse of the market and provides them information on key market drivers, restraints, challenges, and opportunities.

[nypaenergy]

Energy Tech Roundup 3/6

Welcome to an early spring edition of Energy Tech Roundup! This week, our stories include new details on the soon-to-be-released Nikola Badger hydrogen-electric pickup truck, alternative fuel possibilities  for the world's cargo ships, and the renewed promise of giant lithium ion batteries for grid storage.

Nikola Badger: 900 HP hydrogen-electric pickup truck with a 600-mile range

If you are interested in EV tech, you have probably read up on the Nikola Badger pickup truck project. Already established in the tractor trailer industry, Nikola is making its first foray into smaller, more lightweight personal transportation with the Badger. This pickup will be set to compete with the Ford F150 electric pickup, the Tesla Cybertruck and the Rivian R1T. Slated for an official debut at Nikola's trade show in Arizona later this year, the Badger has some incredible stats: 0-60 acceleration from 0-60 in under three seconds, over 900 horsepower & 600 miles of range, and powered with either hydrogen fuel cells or pure battery electric power. The Badger is also being billed as more adaptive and survivable in harsh environments than competing trucks. Much more info from Stir, here.

Hydrogen 'can power virtually all container ships crossing the Pacific'

A newly released study published in Recharge Magazine shows that almost all modern ocean going cargo ships can be powered by hydrogen, thus decarbonizing a heavily polluting transportation sector. The international shipping industry, currently powered by heavy crude oil, is a major source of CO2 emissions. The study, performed by the International Council on Clean Transportation, explains that with minimal changes to the structure of cargo ships themselves, hydrogen and fuel cells can be retrofitted to cut emissions by 50% or more in the coming decades. Other possible alternative fuels for large ships include ammonia and methanol, which yield more energy than hydrogen does.

Giant batteries, key to solar and wind power plans, start to get bank backing

The LA Times reports that the future promise of giant lithium ion batteries for electricity storage has become more viable with new support from banks around the world, due to price drops and cuts to manufacturing costs over the last four years and increased comfort with battery technology. For a U.S. energy grid with little storage capacity, this is great news, as 50MW and 100MW storage projects, funded by newly confident financial institutions, are being funded and built in California, Texas and other states. At least three more standalone battery deals are expected in the U.S. this year.