Category: WW2 US Light Tanks

United States of America (1937)
Light Tank – 89 Built

In the years prior to the Second World War, the US was in the process of forming its first armored formations. Their tank-producing industry was greatly hampered by a lack of funds, the US’ isolationist policy, the lack of foresight of many of the Army’s military top brass, etcetera. By the early 1930s, the US Cavalry wanted its own tank that would provide highly mobile fire support to its units. This would lead to the creation of the M1 Combat Car, which would become a forerunner of the famous American light tank series extensively used during the Second World War.

Cavalry Combat Car Development

Following the outbreak of the First World War in Europe, the US was at that period trying to be neutral. In early 1917, this changed mostly due to Germany’s submarine action against US shipping. As the inexperienced US soldiers were slowly sent to the Western Front, they came across the new Allied tanks. In the years after this war, the US Army undertook a series of experimental developments with different tank designs. For a variety of reasons, the whole development process was rather slow. Among them, to name a few, limited funds, the inexperience of the designers, and beliefs that American troops would no longer take part in wars like the First World War. Probably the most important reason was the disbandment of the Tank Corps in 1919. At that time, the Infantry’s commanders simply did not see an urgent need for such vehicles, instead prioritizing their own formations. The following year, the National Defense Act of 1920 (N.D.A., 1920) put the responsibility for the development of such vehicles solely on the Infantry. The Infantry branch would lay down basic requirements to the US Army General Staff. While this was done, the General Staff would then make a final decision about the realization and issue an order for either discarding the project or accepting it. Similarly, like in most modern armies, the tank was seen as an infantry support weapon, and thus not expected to be a war-winning weapon on its own. In this sense, as the US Army’s main concerns were guarding its existing borders, tanks were seen as less important weapons.

This attitude persisted up to the end of the 1920s. In 1928, while visiting Britain, the US Secretary of War, D. F. Davis, participated in a demonstration of an experimental British armored brigade. This experimental unit consisted of a series of light and medium tanks supported by motorized infantry and artillery. Once back in the US, Secretary Davis urged for the development of similar units. This change in attitude was further fostered by the newly appointed Army Chief of Staff, General Douglas MacArthur, in 1931. MacArthur argued that tanks had greater offensive potential than acting merely as infantry support weapons, thus supporting their development. The early attempts in designing and building tanks would lead to the creation of the T2 tanks.

During the 1930s, the US Infantry branch was solely responsible for developing tanks. Nonetheless, the Cavalry branch wanted to increase its firepower by adding armored vehicles to its inventory. Due to legislative limitations (N.D.A., 1920), the Cavalry was forbidden from developing its own tanks. They bypassed this by simply designating them as ‘combat cars’ instead. Their attempts to ‘hide’ their purpose were somewhat ironic, as both the Cavalry and Infantry designs were developed and built at Rock Island Arsenal in Illinois.

Combat cars were essentially tanks used by the US Cavalry units. They were to perform the same support role as the Infantry’s tanks. The main difference was, at least in the early stages of tank development in the US, that the Cavalry branch put great emphasis on these vehicles having a fully rotating turret. This somewhat ‘petty’ debate was not unique to the US during this period. At the same time, the cavalry branches in France and Japan developed the AMR 33 and Type 92 Heavy Armored Car respectively. All these were referred to as “cars” even if they were tanks just because they were used by the cavalry branch.

Further Development

In 1933, the development of a new design was initiated. It was to incorporate a weight of around 6.3 tonnes, armor that was resistant to small-caliber rounds, and armed with a single 12.7 mm heavy machine gun and two 7.62 mm machine guns. In addition, the maximum speed was set at 48 km, with an operational range of 160 km. The use of a wheel-only mode tested on some earlier US designs was discarded. While this vehicle would share a number of features with the infantry Light Tank T2 to save development time and resources, the primary difference was the choice of suspension units used.

The Infantry’s T2 Light Tank used a suspension influenced by British Vickers Mark. E (also referred to sometimes as Vickers 6-ton) designs. The Cavalry’s T5 Combat Car, on the other hand, used a newly developed volute spring suspension. Another innovation was the introduction of a rubber block track that had rubber bushings. On 9th August 1933, the War Department gave the green light for the implementation of this project.

In its early stage of development, the T5 Combat Car project initially incorporated the use of two separate turrets. The first prototype was presented at the Aberdeen Proving Grounds (A.P.G.) in late April 1934. For potential use by the Infantry, the T5 Combat Car was modified by replacing the two turrets with a new large and fixed superstructure, resulting in the T5E1. While this may have suited the needs of the Infantry, the Cavalry wanted a tank equipped with a fully rotating turret. This led to the creation of the T5E2 version equipped with a turret taken from the T4E1 vehicle. Following a successful trial, this vehicle would be adopted for service under the designation Combat Car, M1.

Name

This vehicle was intended to be used by the Cavalry, which designated it the ‘Combat Car, M1’. In 1940, the US created its first Armored Force, which basically combined the Infantry and Cavalry tanks into a single organizational structure. This organizational change was deemed necessary, especially after the quick German victory over the Western Allies in 1940. Using tanks as a support element of either infantry or cavalry was obviously shown to be a flawed concept. Instead, these were to be integrated into single armored formations.

Interestingly, and somewhat confusingly, according to S. J. Zaloga (Early US Armor 1916 to 1940), in July 1940, after the consolidation of Army and Cavalry, the ‘Combat Car, M2’ was renamed ‘Light Tank, M1A1’, while the ‘Combat Car, M1’ was renamed ‘Light Tank, M1A2’. The Combat Car, M2 was a similar vehicle project that ran parallel with the original M1. The precise name designation is somewhat confusing in the sources. On the other hand, B. Perrett (Stuart Light Tank Series) mentioned that the M1 became M1A1 while the M2 became M1A2. Ellis and Chamberlain (Light Tanks M1-M5) state that the use of the term ‘combat cars’ began to disappear much earlier, starting from 1937.

Specifications

Hull

The M1 had a rather simple hull design which was divided into a few compartments. The front-drive compartment, where the drive units and the transmission were located, was the first. It was protected by an angled upper glacis plate. On its left side, a round-shaped opening for the hull machine gun ball mount was placed. In the center of the hull was the fully protected crew compartment with the turret on top. Lastly, to the rear, was the engine compartment.

Engine

The M1 was powered by a series of modified and improved engines, including the Continental R-670-3M, R-670-3C, R-670-5, and W670-7 engines. The power available from these engines ranged from 235 to 250 [email protected],400 rpm. With a fuel load of 190 liters and a weight of slightly more than 8.5 tonnes, the M1 Combat Car’s operational range was 190 km on roads and 100 km cross-country. The engine compartment was enclosed and the rear part was covered by a large ventilation grid. The maximum speed of the M1 was an excellent 72 km/h, while the cross-country speed was lower, at 32 km/h.

Suspension

The M1 used a relatively new volute type of spring suspension (VVSS). This consisted of two bogies with two doubled wheels per side. These were suspended using vertical volute springs. It also consisted of the front-drive sprocket, three return rollers, and the rear-positioned idler. The front-drive sprocket had 14 track guiding teeth. The tracks were 295 mm wide and had a ground contact length of around 2.9 m.

Superstructure

The M1’s superstructure had a simple box-shaped design. Both the superstructure and turret armor were constructed using face-hardened steel and connected using rivets. The front driver’s plate had a single two-piece rectangular-shaped hatch which also acted as the driver’s vision port. On the right side, next to it, the driver’s assistant was also provided with a larger rectangular-shaped vision port. The front driver’s plate actually protruded slightly out of the rest of the superstructure. This allowed the addition of two smaller vision ports on both sides of the vehicle. The superstructure sides were usually used to store various tools and equipment.

Turret

The M1’s turret design was reused from the earlier T4E1 project. It was D-shaped, with a flat side and rear armor, while the front plate was angled backward. There were two observation ports placed on each side, with one more to the rear. The machine guns were positioned in the front openings. To the rear of the turret, an anti-aircraft machine gun mount was placed. No commander’s cupola was provided to these vehicles. On the top, a large hatch for the turret crew was located to the rear. The turret ring diameter was 1,210 mm.

The last 30 vehicles received a simplified 8-sided turret. This was primarily meant to reduce costs and simplify the whole production. The production of curved armored plates was deemed unnecessarily complex and costly to do.

Armament

Nominally, the M1’s armament consisted of a single 12.7 mm M2 heavy machine gun and three 7.62 mm machine guns. The heavy machine gun was placed on the left side of the turret, while one 7.62 mm machine gun was on the right side. One machine gun was located on the right side of the hull, with one more stored inside, which could be used for anti-aircraft duties.

Depending on the need, this configuration and the type of machine guns and mounts used could change. For example, the heavy machine gun could be removed or replaced with a 7.62 mm machine gun. For the hull ball mount, both the M2 or M1919A4 7.62 mm type machine guns could be used. In addition, one .45 caliber Thompson submachine gun was provided for the crew’s protection. The ammunition load consisted of 1,100 rounds for the 12.7 mm, 6,700 for the 7.62 mm, and 500 rounds for the Thomson.

For engaging targets, an M5 or M1918A2 telescopic sight could be used.

Armor

The M1’s frontal hull armor was 16 mm thick, with the upper glacis placed at a 69º angle. The driver’s plate was also 16 mm thick and placed at a 17º angle. The hull and superstructure side armor was the same, at 13 mm, while the bottom, rear, and top armor were only 6 mm thick. The turret had all-around armor of 16 mm, with a steeply angled front at 30º. The roof was only 6 mm thick.

Crew

The M1 had a crew of four: commander, gunner, driver, and driver’s assistant. The commander and the gunner were positioned in the turret. The remaining two crew were placed inside the vehicle, with the driver to the left and the driver’s assistant to his right. The driver assistant’s role was to act as a replacement if the main driver was disabled or, in the worst case, killed. Besides that, he was to operate the hull-positioned machine gun.

Further Development of the M1

M1E1

In 1936, the T5 Combat Car was tested with a new engine. Its Continental gasoline engine was replaced with an air-cooled Guiberson T-1020 model radial diesel engine. This engine produced 220 [email protected],200rpm. Some three M1 tanks would be modified and re-equipped with this new engine. These received M1E1 (T5E3) designations and would be used for testing at Fort Knox in early 1937.

M1E2

In summer 1937, further tests and modifications were carried out on the M1 tanks. One tank was extensively modified, receiving a completely redesigned rear engine compartment. This was mainly done to provide the crews with easier access to the engine. In addition, the fuel load was also increased. Another major change was the use of a redesigned suspension to reduce wobbling. The rear idler was moved further to the back. The distance between the two boogies was increased. In addition, the number of return rollers was reduced to two. This experimental model received the M1E2 designation. Interestingly, given its experimental nature, the modified engine compartment was made by using simple soft steel plates.

Once ready, this vehicle was sent to Aberdeen Proving Grounds to be tested. The tests were carried out from 3rd August to 5th October 1937. It was noted that the modified suspension offered better stability during firing and overall driving. The negative aspect was that it required a slight increase in steering effort. The modification to the engine compartment was also seen as an improvement, as it offered easier access for repairs. Once the test was completed, the single vehicle was modified back to the M1’s original configuration.

This improvement attempt was deemed successful, and the decision was made in 1938 that additional vehicles would be built using these improvements. Some 24 to 34 such vehicles would be built under the M1A1 designation. These were equipped with eight-sided turrets. In addition, at least 7 vehicles known as M1A1E1 were equipped with Guiberson engines.

The M1A1 Combat Car would later be redesignated as the M1A1 Light Tank. This version formed the basis for the later and T7 Combat Car.

M1E3

In late 1938, the M1E3 vehicle was tested. This was basically an M1 with a modified suspension in order to use T27 rubber band tracks. In addition, there were improvements to the transmission, and lowering of the drive shaft. The lower-positioned drive shaft was desirable and was decided to be implemented in vehicles built in 1940. As this would cause huge delays in production, it was decided to temporarily not adopt this feature. By that time, the M2 Light Tank version was being adopted for service in ever-increasing numbers due to the ongoing war in Europe. There were plans to modernize the available M1 tanks to the M2 standard and be designated as M1A2 Combat Cars. Interestingly, the M1E3 prototype was to be used as a base for a self-propelled artillery vehicle armed with a 75 mm howitzer. The project HMC T17, as it was known, never materialized beyond the drawing board.

In 1940, due to development in Europe and demands for more tanks, some attempts were made to further increase the performance of tanks such as the M1. According to the Protective Mobilization Plan, it was recommended that some 88 M1 tanks had to be reequipped with new turrets, which were to be provided with protective periscopes that were to replace vision slots. Due to a lack of funds, this was never implemented.

T5E4

Another T5 project, known as T5E4, was used to test the modified suspension in late 1937. The rear volute bogie was replaced with a new torsion bar unit. In addition, the rear idler was replaced with a new trailing idler which was placed on the ground. This helped reduce the overall ground pressure. Testing was conducted in early 1938. The results were positive, as the new idler provided better stability during the firing of the gun and driving. The torsion bar unit was also deemed positive, but the main problem was its durability, and as a result was not suggested for production. The engine was replaced with a 150 hp T-570-1 and later with a W-670. This vehicle was not provided with a turret during testing.

Production

The production of the M1 was carried out by Rock Island Arsenal. In the sources there are slight disagrement about the precise production numbers and the dates.

It began in 1935, with 38 vehicles being built that year. In 1936, only 16 were made, while in 1937, when the production ended, a further 32 were built. In total, M1 Combat Cars would be built, according to

D. Nešić (Naoružanje Drugog Svetskog Rata-SAD) mentions that, while 89 were built, production began in 1935 and lasted until 1937.

In 1937 and 1938, a small production run of the slightly improved M1A1 was carried out. In total, for this version, only 24 to 34 vehicles were built.

In Service

The first Combat Car, M1s would be allocated to the 1st Cavalry Division. These would be used during the second Army summer maneuvers in 1936. One of the largest such military exercises was the Louisiana Maneuvers held in 1941. The M1 tanks would not be used in any combat action. Instead, they would mainly perform the role of training vehicles up to 1942, before finally being removed from service.

Conclusion

The M1 was one of the first successful American light tank designs that were put into production in some numbers. While not perfect, it, together with the later M2 Light Tank, would eventually lead to the creation of the M3 and M5 light tank series. Besides its importance as the first stepping stone in light tank development, the M1 played an important role in providing US tank crews with the necessary training for their overseas deployment during WW2.

Source

S. J. Zaloga (1999) M3 and M5 Stuart Light Tank 1940-45, Osprey Publishing
S. J. Zaloga (2017) Early US Armor 1916 to 1940, Osprey Publishing
C. Ellis and P. Chamberlain (1972) Light Tanks M1-M5, Profile Publication
D. Nešić, (2008), Naoružanje Drugog Svetskog Rata-SAD, Beograd
R. P. Hunnicutt (1992) Stuart A History of the American Light Tank, Presidio
T. Berndt (1994) American Tanks Of World War Two, MBI Publishing Company
B. Perrett (1980) Stuart Light Tank Series, Osprey Publishing
Popular Science (1935) “Popular Mechanics”

United States of America (1944)
Light Tank – 4,731 Built

Introduction

The M24 Chaffee, the replacement for the M3/M5 Stuarts, was a leap forward in light tank design, improving the concept in all directions. It had modern torsion bar suspensions, completely revised welded steel armor, improved protection and, more importantly, a much more potent lightweight 75 mm (2.95 in) main gun. Although late in the game (just in time for the Battle of the Bulge, winter 1944), the Chaffee was so successful, being efficient, simple, reliable and rugged, that that it was largely exported after the war and stayed in service with many armies until the 1980s and beyond, encompassing most of the Cold War.

What came before the M24 Chaffee?

The M3 and M5 Stuart series of US built light tanks were neither properly armed or armored for survival on the post-1941 battlefield. There was a need for an up-gunned fast light tank with increased protection to meet the needs of an armored reconnaissance unit.
These tanks needed to go ahead of the main armored thrust to scout out the location of enemy units, report their location, call down an artillery barrage or air attack and leave without engaging heavily armed enemy tanks if at all possible. They were not meant to take part in tank on tank combat. They had to rely on their speed and maneuverability to get them out of trouble.
The idea of having a more powerful light tank to replace the M2A4 and M3 designs had been considered as early as autumn 1940. A few months later, in January 1941, this need was translated into a definite requirement which stated that the tank should be a 14-tonner, with a low silhouette, armor of 38 mm (1.5 in) maximum thickness and mounting a 37 mm (1.46 in) gun.
Two pilot models were designed at the Rock Island Arsenal. The first, designated the T7, was to have a welded hull, a cast turret and modified vertical volute suspension. The second pilot, the T7El, would be of riveted construction, with a cast/ welded turret and horizontal volute suspension.

M24 Chaffee of D company, 27th Tank Battalion, 20th Armored Division driving down the streets of Munich on 30th April 1945.
In fact the T7El was never completed because riveted armor went out of favor, but the chassis was still used for transmission and suspension trials, powered by the Continental engine.
Following on from the building of a wooden mock-up of the T7, Rock Island Arsenal were asked to construct three more prototypes, designated the T7E2, T7E3 and T7E4, to test different armor, engine and transmission configurations. Of these, the T7E2 showed the most potential — it had a cast hull, top and turret and a Wright R-975 engine. The design was approved in December 1941, but while the pilot model was being built it was decided to up-gun it to 57 mm (2.24 in).
This gun, an adaptation of the British 6-pdr, was to be fitted to the Canadian-built Ram tank, so a Ram turret ring was incorporated and the tank completed in June 1942. The Armored Forces later asked if it could be modified to take a 75 mm (2.95 in) gun and this was also agreed, although it meant that the turret had to be redesigned. The other major change during development was an increase in the armor thickness to 63 mm (2.52 in) which put up the tank weight to 25 tons, thus effectively taking it out of the light tank class!
It was therefore reclassified as the Medium Tank M7 in August 1942 and standardized. An order for 3000 vehicles was placed with the International Harvester Co., production to begin in December 1942. Meanwhile, the pilot model had been further tested at the Armored Force HQ at Fort Knox, who found that it was grossly underpowered. Its combat weight with crew and full battle stowage was now 29 tons, so work on a re-engined model, the M7E1 begun.
While this saga was taking place, the Sherman M4 medium tank had gone into full production as the standard medium and the Ordnance Board rightly queried with the Armored Forces if they needed the M7 as well. The Armored Forces saw the wisdom of this and production was halted after only a handful of M7s had been produced.
The work on the M7E1 was also stopped and the T7/M7 series declared obsolete. The M7 was thus never used by the US Army.

M24 light tanks of the 38th Cavalry Reconnaissance Squadron, 102nd Cavalry Group taking part in the victory parade in Prague, Czechoslovakia, July 1945. The Allied stars on the front were only painted on after the war for the parade.

Production and Development

Despite this fiasco, the need for a better-armored light tank with a more powerful gun was still apparent, so the Ordnance Department began work in conjunction with Cadillac, the makers of the M5 series, to design a completely new light tank which would incorporate the best features of all the previous designs, including everything that had been learnt from the T7/M7 program. Cadillac went ahead with a pilot model, designated the T24.
This used twin Cadillac liquid-cooled engines and hydramatic suspension of the M5. It mounted a lightweight M5 75 mm (2.95 in) gun which had been developed for use in the B-25 Mitchell Bomber.
It had a concentric recoil which thus saved space in the turret and was not as heavy as the normal M3 75 mm (2.95 in) gun. A weight limit of 18 tons was set as the ideal target for this tank, which meant that the maximum thickness of armor would only be 25 mm (0.98 in).
The first pilot model, the T24, was completed in October 1943 and was so successful that Ordnance immediately authorized a production order for 1000 AFVs, which they later raised to 5000. Production started in March 1944 at the Cadillac and Massey-Harris plants, M5 production ceasing at these plants simultaneously. In all, they produced 4731 M24s, including variants. The first deliveries were made to the US Army in late 1944 and the first M24s, or Chaffees as they were called after the great General Adna Chaffee, ‘Father of the Armored Force’, saw action in winter 1944 in Europe. Interestingly, it was the British, with their love of nicknames, who first called the M24 the Chaffee, the name then being adopted by the US Army.

The M24 Chaffee

The Light Tank M24 carried a crew of four; commander, gunner, driver and assistant driver, the latter moving up into the turret and serving as loader when the tank was in action.
It was, of course, also possible to have a permanent five-man crew when manpower allowed. The layout was normal, with a driving compartment in the front, fighting compartment in the center and engine compartment in the rear. Dual controls were provided, one for the driver and one for the assistant driver to be used in an emergency.
The tank was driven by two eight-cylinder, 90 degrees V-type liquid-cooled Cadillac engines, through two hydramatic transmissions, a transfer unit with mechanically selected speed ranges — two forward and one reverse controlled differential for steering and braking which was located in the front of the hull, two final drives, and connecting propeller shafts.
Wide steel block tracks, 16 inches wide, provided the means of traction. Torsion arm suspension was used for the dual track wheels, and included a compensating wheel at the rear of each side to keep track tension constant regardless of obstacles.
The hull was a completely welded structure, except for portions of the front, top and floor, which were removable for servicing. The hull was divided into two compartments: the fighting and driving compartment at the front and the engine compartment at the rear. These compartments were separated by a bulkhead extending from side to side and from the roof down to the bulkhead extensions, which in turn extended forward far enough to cover the transfer unit. The front of the hull sloped downwards at the top and upwards at the bottom to form a ‘<‘.
To keep the weight of the tank down the armor was not very thick. The front glacis was 1 inch (25 mm) thick. The top of the hull was only 2/5 inch (10 mm) thick. The sides of the hull sloped inwards at the bottom. The thickness of the armor on the hull side of the M24 Chaffee was not uniform: the front 2/3 of the armour was 1 inch (25 mm) thick but the last 1/3 length of the side armor that covered the engine compartment was only 3/4 inch (19 mm) thick. The rear hull armor was 3/4 inch (19 mm) thick. The turret armour was 1 inch (25 mm) thick with the addition of a 1 1/2 inch (38 mm) thick gun mantel.
The fighting compartment comprised a turret of approximately 60 inches inside diameter, mounted on a continuous ball bearing mounting, with 360 degrees traverse by means of either a handwheel or a hydraulic mechanism. The 75 mm (2.95 in) gun and the coaxial .30 cal (7.62 mm) Browning machinegun were mounted in the turret, with elevation from -10 to +15 degrees.
A second .30 cal (7.62 mm) was mounted in the hull on the assistant driver’s side and a .50 cal (12.7 mm) anti-aircraft machine-gun was pintle mounted on top of the turret. The tank could be fitted with a dozer blade as necessary.

M24 Chaffee Light Tank of the 20th Armored Division, 7th Army, near Salzburg in Austria, 4th May 1945 just a few days before the end of the war.

US M24 Chaffee Tanks

The M24 entered service with the US Army in winter 1944, during the Battle of the Bulge. One of the first units to get them was 740th Tank Battalion, which took over two M24s quite by chance during the ensuing ‘flap’. More vehicles were deployed to the battle as they became available. They continued to replace older Stuart light tanks until the end of the war.
The 23rd Cavalry Reconnaissance Squadron, 16th Armored Division were issued with M24 Chaffee light tanks and used them as part of their advance towards Pizen in Czechoslovakia at the end of the war, in May 1945. They added black paint over the olive green base color of the factory issued tanks to improve the vehicle’s camouflage.
Patton’s Third Army allocated M24 Chaffees to F troop, 2nd Cavalry Reconnaissance Squadron for their advance towards Bavaria, Southern Germany, in April 1945. A blue disk with a white trim and the letter A was painted on their turrets.
M24 tanks did not see operational service in the Philippines before the end of WW2. None arrived in Okinawa, Japan until after the fighting had ended but they were displayed alongside M26 Pershing tanks for troop ID training in August 1945.
F troop, 81st Reconnaissance Squadron, 1st Armored Division used M24 Chaffee light tanks in Salvara in Italy, April 1945.

M24 Chaffee tanks in Japan

After VJ day, Victory in Japan day, at the end of World War II, American forces landed on mainland Japan. The M24 Chaffee light tank was chosen for occupation duty in Japan, rather than the heavier and larger Sherman and Pershing tanks. Japanese roads and bridges were not designed to accommodate vehicles of such weight and size.
The four US Army divisions with the Eighth Army in Japan (7th, 24th, 25th Infantry and 1st Cavalry) each had an attached tank battalion: the 77th, 78th, 79th and 71st Tank Battalions respectively. In reality, each battalion had only a single company of M24 light tanks in Japan.

British M24 Chaffees

There were a few Chaffees in British service, supplied by the United States in 1945 and they remained in service for a short while after the war ended. The M24 Chaffee light tank was not extensively exported under the Lend Lease program because production only started in 1944. The only significant recipient of this tank was the British Army. They had ordered 842 vehicles but received between 203 to 302 in 1944 and a further 99 in 1945.
They were deployed in small numbers in April 1945 replacing the American built Stuart light tanks in the last few weeks of World War Two. Units known to have them include the reconnaissance squadrons of the 7th Armoured Division (The Desert Rats).
At least two of these tanks were lost in combat prior to the war finishing. By June 1945, the 7th Armoured Division had an operational strength of 28 M24 Chaffee light tanks. By the summer of 1945, small numbers of M24 tanks were sent to Italy and India for training. The Soviet Union was also supplied with two tanks for evaluation in 1945. Most British M24s were given to the Dutch Army. There are a few survivors in the Barracks Museum in Amersfoort, The Netherlands.
The Muckleburgh Military Collection in Norfolk, England has a restored working British M24 Chaffee, B Squadron, 1st Royal Tank Regiment, 22nd Armoured Brigade which was part of the 7th Armoured Division (the Desert Rats). The number ’52’ painted on the front of the tank indicates the intermediate regiment in the Brigade, which by 1945 when they received a few M24s, was the 1st Royal Tank Regiment. The Red Stags head on a white background above the number 52 is the badge of 22nd Armoured Brigade.
It is highly probable that the Museum has made a slight mistake. Strictly speaking, the B squadron Red Square marking should be yellow. Red was for the senior regiment, the 5th Royal Inniskilling Dragoon Guards, who would have had the tactical number 51. The junior regiment, the 5th Royal Tank Regiment, would have had the tactical number 53 and its squadron markings would be painted in blue. The large number 5 in the square indicates that the tank belonged to the 5th troop.

Canadian M24 Chaffee Tanks

With the US-Canadian post-war agreement to buy surplus M4A2 76mm (W) HVSS Shermans, the deal added 90 M5A1 Stuart light tanks and 32 M24 Chaffee light tanks as well. These were all from US war stocks. In May 1945, the Canadian 4th Armoured Division received its first M24 Chaffee the trials. The Canadian Army’s verdict was that it was “impossible to speak too highly of its design and performance.”
The main part of the M24 Chaffee order started to arrive around December 1949. Royal Canadian Armoured Corps (RCAC) records show five M24 tanks arrived in the first batch on that date, the rest started to arrive at the Long Point depot in Montreal. In October 1952, there were two held in ordnance stocks, 17 at the RCAC School, one at the RCEME School and one assigned to Lord Strathcona’s Horse for a total of 21. For January 1954, there were 18 at ordnance depots, one at the RCAC School and two assigned to Active Force units. The M24 was declared obsolete by the Canadian Army in April 1958.
We would like to thank Anthony Sewards for this information.

Australian Army M24 tank trials

During the Australian Army tank trials of the M24 in Bougainville, in the Pacific, in November 1945, it was found that a trench of 7-foot wide could be negotiated by the Chaffee but that it was stopped by an 8-foot wide trench.
The Australian War Office concluded that ‘these tanks under trial proved that, although their mechanical ability was outstanding and their armament ideal for such a role, their light armor and inability to maintain constant slow speed consistent with infantry pace rendered them unsuitable for service under tropical conditions.’
It is not very often that a tank gets criticized for being too fast. The M24 was a recce tank and a hydramatic transmission could not work at low speed as the transmission would always be hunting for a gear.

The Korean War

The M24 really proved itself during the opening phases of the Korean war in 1950, when they were the only armor available to the hard-pressed US and South Korean forces. The Chaffee was finally replaced in the US Army by the M41.

French Army M24 Chaffee Light Tank at the French Tank Museum in Saumur, France. It was delivered to the French Army after the WW2 1945 victory. It took part in the French Indochina (Vietnam) campaign and also in Algeria.

French M24 Chaffees

The French Army M24 Chaffee Light Tanks were delivered after the WW2 1945 victory. They took part in the French Indochina (Vietnam) campaign and also in Algeria. With the exception of small arms, a great deal of the equipment used by the French in Indochina was American. Several Chaffee tanks, such as this one, were parachuted into Dien Bien Phu in pieces and then assembled. The French soldiers nicknamed them ‘Bisons’.
They employed ten M24s in the Battle of Dien Bien Phu. In December 1953, ten disassembled Chaffees were transported by air, in British front opening Bristol Freighters leased to the French Government, to provide fire support to the garrison. The French unit that used the M24 at Dien Bien Phu was the 3rd Company of the 1st Light cavalry Regiment (3/1 RCC). They had one command tank (named Conti) and 3 divisions with 3 tanks per division. Morale was considerably raised by the arrival of the M24s by air and, once assembled, they made a huge difference to the defence of DBP.
The French tank divisions were denoted by colours and each tank was given a name. Bleu Division : Bazeille, Douaumont, Mulhouse. Rouge Division : Ettlingen, Posen, Smolensk. Vert Division : Auerstaedt, Ratisbonne, Neumach. Bleu and Rouge divisions were stationed at the central area. Vert was stationed at the south area – Isabelle. French troopers assembled the M24s at Muong Thanh Airport in 1954. Most of them were destroyed by Viet Minh artillery or captured by Viet Minh troops. One captured M24 was used to carry the image of President Ho Chi Minh on North Vietnam Victory Day 7/5/1954.
Later, the ones used by the ARVN (South Vietnam) became notorious as “Voting Machines” as Commander of the Air Force Marshal Ky used them to prevent the overthrow by Army elements of the “constitutional” Government after 1965. ARVN M24 Chaffee light tanks had figured strategically in the overthrow of the Diem Minh Khanh and Su’u regimes.

French Army 3rd Company of the 1st Light cavalry Regiment (3/1 RCC) M24 Chaffee Light Tanks in Dien Bien Phu, Vietnam.

Belgium M24 Chaffees

The Belgium Army had 51 M24 Chaffee Light Tanks and they were issued to their cavalry regiment 1st Regiment Chasseurs à Cheval (1ChCH) Div Recce Regt to be used for reconnaissance work against any potential Soviet invasion.

Dutch M24 Chaffee Tanks

A total of 50 vehicles were delivered to the Dutch Army. They served with the 102nd and 103rd Reconnaissance Battalions at the Prins Bernhard barracks in Amersfoort from 1952 till 1961. A Dutch tank squadron comprised of 22 Sherman tanks. A Self-propelled Artillery Squadron would be issued with six 105mm Sherman tanks. An Infantry Squadron would be made up of three platoons. Each platoon had four jeeps, two M24 Chaffee light tanks and two M21 81mm Mortar halftracks. The remainder of the armored fighting vehicles not in use with the operational Dutch Army Battalions were at the Willem III barracks in Amersfoort (school). The museum at the barracks currently has two surviving Chaffee tanks: one has been restored to a working condition.

Greek M24 Chaffee Tanks

The US Government sent 206 M24 Chaffee light tanks to Greece between 1950-51. They formed the 392nd and 393rd Tank Regiments in Macedonia as well as Independent Armored Companies, notably the 2nd, 6th, and 10th Companies integrated respectively with the II, VI and X Infantry Divisions. After 1962, they were gradually transferred to the Aegean islands and by 1975 this transfer was complete. They formed part of the Independent Recon Companies that were integrated into Tank Battalions. They served until 1992. Some were turned into coastal defense bunkers.

Greek Army M24 Chaffee Light Tank

Variants

At the same time as the M24 was being developed, there was a stated requirement for a family of AFVs, known as the ‘Light Combat Team’. This would comprise a series of gun tanks, self-propelled guns, and special purpose tanks, all of which would use the same basic chassis. The advantages of standardization of components for manufacture, and, just as importantly, the simplification of maintenance, spares holdings and repairs, from such a system can be well imagined. This led to a number of variants being made like the M24 Chaffee Dozer.

M24 Chaffee Light Tank fitted with a dozer blade.

T77E1 Multiple Gun Motor Carriage AA GMC on an M24 Chaffee chassis
There were a few unsuccessful variant prototypes. These included the T38 Mortar Motor Carriage and the T77E1 Multiple Gun Motor Carriage. There was also a swimming device designated the M20, which allowed the standard M24 to swim ashore from a landing craft, and comprised fore and aft pontoons, plus grousers added to the tracks to give better propulsion through the water. The following two variants were more widely used.

M19 MGMC

Some 285 of these had been completed at the end of the war, but this AA tank, which mounted twin 40 mm (1.57 in) guns in an AA mount, became standard US Army equipment for many years after the war. It had a crew of six, weighed 38,500 lbs and carried 336 40 mm rounds.

The M19 Gun Motor Carriage armed with 40mm guns in an anti-aircraft mount

M41 HMC

Known unofficially as the ‘Gorilla’, it mounted a 155 mm (6.1 in) M1 howitzer and, although only sixty were completed before the end of war, it became a standard US Army post-war equipment, like the M19 MGMC. It had a crew of twelve, eight of whom had to be carried in an accompanying ammunition carrier. It weighed 42,500 lbs and 22 rounds of 155 mm ammunition were carried in the vehicle.

Battery A, 92nd Armored Field Artillery Battalion, 8th Army near Kumhwa, Korea 8th June 1952

M24 of the US 18th Cavalry Reconnaissance Squadron, 740th Tank Battalion, Battle of the Bulge, winter 1944-45
Chaffee of the US Army 1st Armored Division in Bologna, Italy, late April 1945

US Army M24 Light Tank in Germany, 1945

M24 Chaffee fitted with the long armed Dozer Blade

M24 of the US Army in the Netherlands, winter 1944-45

Chaffee of the 752nd Tank battalion, February 1946

M24 of F Troop, 2nd Cavary Reconnaissance Squadron, Bavaria, Germany, 1945

Chaffee from the 23rd Cavalry Reconnaissance Squadron Pizen, Czech Republic, 1945

British M24 Chaffee, Light Tank C Squadron, Reconnaissance Regiment, 5th Infantry Division, Germany 1946

Chaffee of the British 1st Royal Tank Regiment, HQ Squadron, 22nd Armoured Brigade, 7th Armoured Division, Germany 1945
Variants

M19 MGMC

M41 HMC 155 mm M1 howitzer ‘Gorrilla’

M37 HMC 105 mm GMC
Cold War

Chaffee in the Korean War, 1951.

French M24, 1st Regiment of Chasseurs à Cheval, Dien Bien Phu, 1954

French M24 in Indochina, now preserved.

M24 Chaffee, Regimiento Caballeria Pavian 4, Spanish Army, 1958

M24 of the Taiwanese Army Force, 1960s

M24 of the 29st Cavalry Regiment Pakistani Army, Boyra, Bangladesh 1971.

Chaffee of the ARVN, 1971.

Gallery

M24 Chaffee light tanks were first used in the Battle of the Bulge in the snowy Ardennes forests in December 1944. This tank belongs to the 18th Cavalry Reconnaissance Squadron, February 1945.

M24 Chaffee light tank of the US Army 1st Armored Division in Bologna, Italy, late April 1945

British M24 Chaffee, Light Tank C Squadron, Reconnaissance Regiment, 5th Infantry Division, Germany 1946

M24 Chaffee light tanks were used in the Korean War by the US Army

M24 Chaffee Light Tank of the 1st Infantry Division advances towards Scharfenberg, Germany, 2nd April 1945

M24 sits at a cross road in Augsberg while supporting the US 3rd Infantry Division. The city surrendered 27th April 1945.

Surviving Tanks

Ontario Regiment RCAC Museum M24 Chaffee Light Tank

Preserved M24 Chaffee Light Tank at the Tank Museum, Bovington, Dorset in Southern England

Surviving fully restored M24 Chaffee Light Tank in private ownership in England.

British Army Service M24 Chaffee in Norfolk

M24 in retrospect

Although no light tank can seriously hope to win the tank versus tank battle against a heavier opponent, the Chaffee was undoubtedly a highly successful design, simple, reliable rugged and with satisfactory hitting power for a tank of its size and weight. The way in which it has gone on in service all over the world (nineteen countries still have it in their armies even today) is a glowing tribute to its designers.

Sources

US 740th Tank Battalion history by Lt-Col. George K Rubel
United States Tanks of World War II by George Forty
US Light Tanks in Action by Steve Zaloga
US Tank Battles Germany 1944-45 – Concord Armor at War
Henk Sto on warandtactics.com
M24 Chaffee on Wikipedia
M24 Chaffee on Tank-Hunter.com

United States of America (1942)
Light Tank – About 8,884 Built

Origins: The M3 Stuart

The US Army needed a more convincing light tank than the small M2, especially after the 1940 campaign, following a new tactical thinking about armored forces in the USA. A light, fast tank, equipped with one of the most common guns for its category, a 37 mm (1.46 in), was designed, bearing, initially, an impressive batch of five cal.30 (7.62 mm) M1919 Browning machine guns, which were lately reduced to three (one of the turret roof, one coaxial in the turret, and one in the hull).

The initial production run of the M3 was of 5811 vehicles, most of them being used by the British and redesignated Stuart Mk.I and Mk.II. Then, the M3A1, or Stuart Mk.III and Mk.IV (diesel) in British service, appeared and were massively used in Africa (Operation Torch), then Tunisia and Sicily. In 1942 came the M3A3, which was influenced by the M5 design. In all, 13,859 M3 were built and fought in almost all theaters of war. In Europe, they faced much better German tanks, and their feeble armament and armor, their radial gasoline engine, were seen as handicaps. This was not the case in the Pacific, where they were still a match for the smaller Japanese tanks.

Genesis & development of the M5

The core reason behind the development of the M5 was probably the rapidly growing demand for radial engines, which were in short supply. Therefore, other sources were approached in order to have the tank production still running in early 1941. In June, OCM 16837 authorized the installation of two Cadillac engines mated on a single crankshaft and hydramatic transmission and auxiliary transmission M3 (transfer case). Cadillac had been, indeed, rarely involved with wartime production until then. The combination of systems gave 6 speeds forward and one reverse, and a very smooth steering. The M3E2 prototype was therefore tested with this arrangement on a 2000 miles (3200 km) crash course at the GM proving grounds. The results being excellent, testing resumed at Aberdeen, aiming to gain the General Staff’s approval. Although this modification made the M3 2,500 lbs heavier (1133 kg), performance was overall preserved. The vehicle required a lower temperature starter, was quieter and more compact, freeing space inside because of the lower drive shaft. It also benefited from both simplified maintenance and training.
By November 13, 1941, the new tank, designated M4, was tested with this engine and transmission, while the M3A1E1 prototype tested a new hull construction, largely welded. A decision had both projects combined to give the M3E2, then the M3E3. Among other modifications, the sloped front glacis was moved forward to free more space inside, and the two rotatable hatches with periscopes were fitted on the flat section following the glacis, for the driver and the bow gunner. All the tooling exterior stowage was relocated on the flat and sloped rear section of the back plate. There were a crowbar, handbar, shovel, hammer, pickaxe, axe, pincer, and two double links that were fitted on the two corners of the back plate. The most obvious difference between the M3A3 and the M5 was the shape of the rear hull, much roomier. In the end, to avoid confusion with the M4 Sherman, the name was changed to “M5” in February, when the production was approved and started at the Cadillac division of the GMC plant in Detroit, on 30 April 1942. The run ended in December the same year (1470 built), when an improved model succeeded it, the M5A1. Others were built, starting in August, at the Southgate California plant (354 tanks) and Massey Harris Company (250). These were mostly exported. The grand total was 2075 tanks.

Design specifics of the M5

The turret, main hull, tracks, suspension system, almost everything including equipment, were derived from the M3A3, so the production lines needed only a few changes. The new engine and transmission arrangement saw the rear part reshaped and steel RHA was used, along with welding, throughout construction. A .30 cal (7.62 mm) machine-gun was placed on the right side of the glacis and was operated by the assistant driver, who sat on the right. Both his and the driver’s seats could be elevated in order to be able to ride with their heads out of the hatch. The assistant driver and driver were given dual steering brake controls, and floor mounted accelerator pedals.
The M3A1 turret was adopted for the M5, the “short” model characterized by the roof machine gun placed at the rear. The gunner needed to stand behind, exposed to enemy fire. This was corrected with the M5A1. The turret had a Westinghouse gyrostabilizer and oil-gear power traverse. Thanks to the new powerplant and lower drive shaft, the turret traverse systems could be mounted under the turret floor, freeing space in the process. The turret was equipped with an M23 gun mount and roof mounted M4 periscopic sight for the gunner, under an armored cover. It was originally meant to have a telescope left of the gun. The port for it was welded shut.
Despite criticism about its lack of firepower, the 37 mm (1.46 in) was kept. Its high-velocity performances made it able to pierce the armor of similar light tanks. As a scout tank, it was mostly confronted with infantry, and the three Browning machine-guns were also an argument.
In all, 2075 M5s were produced (including the British versions) and the first M5s to see combat action were part of the November assault in North Africa (operation Torch). Until then, all the M5 produced were intensively used for training in relevant locations, like the Indio desert training camp in California.
Regarding reliability and maintenance issues, the dual Cadillac engine and hydramatic transmission were questioned by the Ordnance bureau, especially when looking at standardization issues. The arrangement looked complicated and perhaps not sturdy enough to be suited for intensive use in combat conditions. The other problem was related to this second type of tank (the M3A3 was still produced alongside), which complicated maintenance and driver training. But all these doubts were lifted when intensive trials (including a 3370 miles/5400 km run without incident) done by the Armored Forces Board reported that this tank attained an unprecedented level or reliability and was superior in performance and efficiency to any previous US tank type in service. More so, when the M5 entered service, American drivers were unexpectedly happy to drive a “Cadillac” in wartime. Last but not least, the automobile-grade, lower octane gasoline made the M5 much safer in operations when hit. The British too were quite happy with the new light tanks (also dubbed “Honey”), as they were even easier to drive and quieter.

The M5A1

This was the second production version of the M5, which can be distinguished by the extended M3A3 turret model. The turret itself helps to distinguish between the early and later models, as on the early models, there were still pistol ports in the side walls. The extra bustle provided room for the more powerful SCR 508 radio and antenna mounted at the extreme rear. To avoid interference with it, the cal.30 (7.62 mm) pintle mount had to be shifted from the back plate to the right hand side turret wall. Because of this, it could only be fired by one of the crew -often the commander- from inside the turret, a considerable advantage for protection. But the cal.30 (7.62 mm) had been woefully criticized in action as being totally inefficient against the fast-flying aircraft of 1942-43.

On the M24 Chaffee, only a cal.50 (12.7 mm) was retained. However, this mount received some shielding on later production version. There was a removable plate on the rear wall of the bustle, for easy extraction of the M6 37 mm (1.46 in) rounds. The side pistol ports were first redesigned, then eliminated, and earlier models had theirs removed and the opening welded shut. Also, particular to the M5A1 was the escape hatch added under the assistant driver’s seat. The hull and turret in general received better watertight sealing.

Another characteristic feature was the addition of large protective sand skirts over the upper tracks, which were used by some early models in their integral form (two mudguards, upper side skirt, lower side skirt fastened to the bogie legs hooks). In practice, the latter was dropped most of the time, and many M5A1s were seen lacking the rear mudguard, more rarely the front one, or often the whole kit was dismounted as it clogged and could be torn out. Other points were the massive stowage basket at the rear, roof spotlight, improved cal.30 (7.62 mm) mount and shield around the mount. Turret rails were welded for strapping spare track links, in two groups of four up and down. On the late series, the “rails” were continuous, allowing to strap a full side wall length of spare track links. Also, the original spoked roadwheels were replaced by a simpler cast, filled ones and the cal.30 (7.62 mm) mount was modified.

Production and late modifications

On 24 September 1942, the new tank, standardized as the M5A1, was designated to replace the M5 at the Cadillac plant in Detroit. Production only started in November (1196 tanks), December for the Southgate plant (Calif.), and Massey Harris (3530). In the meantime, the American Cars & Foundry was brought into the program in October 1943, producing 1000 more. In all, 6810 M5A1s were delivered, the last by Massey Harris in June 1944. Three time more M5A1s were built compared to the M5. However, American Cars & Foundry remanufactured early M5A1s to incorporate the late version features, like the rear stowage basket, between November 1944 and June 1945.

Due to the weight increase of the M5A1, which rose to 17 tons, the standard issue 11 1/8 in tracks were no longer capable of easing ground pressure on muddy and snowy terrains in a satisfactory way, and, in order to improve this, three prototypes, the M5A1E1, were ordered by the Ordnance committee in March 1943. Modifications at the Cadillac Plant included 3 1/2 inches spacers welded to each side of the hull, on which the standard suspensions brackets were installed. Thanks to these operations, a 16 1/2 in wide single pin track (T65) was developed by Burgess-Norton, which basically had the same system fitted as on the late HVSS Shermans “Duckbill” track extensions. Trials failed and two other 18 inches tracks (T75) with double pins or simply widened links were tried at Aberdeen, without much success. The whole experiment was canceled in 1944. There were also attempts to replace the M44 mount and the T73 model was tried with the M6 gun, without much success, and terminated in July 1944.

M5A1 variants

M8 Scott SPH

The most famous derivative was the HMC M8 Scott, HMC standing for Howitzer Motor Carriage. It was basically an M5 with a new turret equipped with a regular ordinance 75 mm (2.95 in) M2 howitzer, and a heavy cal.50 (12.7 mm) machine gun for immediate defense. 1778 of them were built, including the M8A1 variant based on the M5A1 chassis.

Other SPGs: T18, T82

Other self-propelled artillery variants included the T18 of 1943 (with a 75 mm/2.95 in M1A1 in a boxy superstructure) and the T82 equipped with an 105 mm (4.13 in) howitzer in 1945.

Mortar Carriers T27/29 & T81

The T27/T27E1 were prototypes developed on a turretless M5A1 chassis. The T29 was a paper project, whereas the T81 was a chemical mortar carrier, carrying a 107 mm (4.22 in) heavy mortar. It was tested but never produced.

AA Carriages T65 & T85

The T65 was modified for anti-aircraft defense, equipped with a twin 40 mm (1.57 in) Bofors mounted on an M5A1 chassis. The general design was later adapted for the M24 chassis and became the well-produced M19 GMC. The T85 had a 20 mm (0.79 in) Oerlikon in a quad mount. It was tested but abandoned after trials.

Command version M5 COM

The only other large-scale variant was the command version, without a turret, but a small superstructure instead, equipped with a single cal.50 (12.7 mm) machine-gun and powerful radio equipment.

Field Marshal Montgomery in a turret-less Stuart command tank displaying the badge of the 7th Armored Division (Dessert Rats), on the right side.

Recce version T8

On 21 December 1943, the Army Ground Forces requested an armored recce tracked vehicle. On 17 February 1944, the Ordnance department ordered two M5A1s to be modified to test an open fighting compartment version. The T8 was a turretless version, fitted with a 12.7 mm (0.5 in) Browning M1920A4 heavy MG on a ring mount, protected by a bathtub like shield. The T8 had its machine gun fitted on the right-rear of the fighting compartment, whereas the T8E1 saw its cal.50 nearer the turret ring. The latter also used new 16 in (40 cm) metal tracks. In addition, both vehicles could carry ten antitank mines on the outside of the right sponson. Both were tested at Fort Knox, the T8E1 being judged superior and retained for production. However, the Armored Force Board wanted to use the M24 light tank chassis instead for the intended role, and only a limited numbers of T8s were accepted as “limited standard” service vehicle, used in Europe in 1944-45.

Flame-thrower version Zippo

There were three variants that only differed by a few specs: The E5R1, E7-7 and ER9-9 based on the M5A1 chassis. Of all three prototypes, the main gun was replaced by the flame gun, and a flammable liquid reservoir was installed inside the hull. These vehicles were intended for the Pacific campaign.

Other modifications

Some M5A1s were equipped with an E5R1-M3 or E7-7 mounted in the hull, replacing the forward cal.30 (7.62 mm), and others had a dozer blade (M5 Dozer), having the turret removed, working as engineering vehicles in the Pacific theater of war. The T39 MRL was a proposed conversion project intended for infantry support in the Pacific, a regular M5 version rearmed with a T39 20 rocket launching kit.

Foreign users and postwar career

Many Chinese, French, Portuguese versions, which were in service during the fifties and sixties, incorporated a few custom modifications. No less than 33 countries had M3/M5 Stuarts in their arsenals (mostly in South America), some until the beginning of the nineties. The French M5A1s participated in the Indo-Chinese campaign until 1954, and the Portuguese ones (only three) served in Angola in 1967.

The M5 & M5A1 in action

Both light tanks quickly replaced the earlier M3s still in service and rapidly gained a reputation for themselves. The M5 was reclassified as limited standard when the M5A1 became available, and the latter was reclassified substitute standard when the M24 Chaffee became available, but served until the end of the war. Many surplus tanks found a long postwar career under other flags. Aside from the 1131 British Stuart Mark VIs, only five reached the Soviet Union (fate unknown). 223 were given to the poorly equipped French Army in North Africa, which later were integrated into the 1st Free French Army and served in Italy, France and Southwestern Germany. The American M5/M5A1s were battle-tested in Tunisia, Sicily, Italy, France (Normandy and Provence campaigns in the summer of 1944), and Germany, but also the Pacific, in growing numbers after they were discarded in Europe by the arrival of the Chaffee. Many were modified for special duties, like the “Zippo” flame-thrower variant, among others.

The Stuart Mk.VI (British service)

There were no name differences between the M5 and M5A1 in British service, as they were both called Stuart Mk.VI. No modifications were applied to the base model. Under Lend-Lease, 1131 M5A1s total were allocated to Great Britain. The British Stuart VI saw extensive service in the last stages of the desert campaign (fall 1942, 2nd El Alamein battle, Tunisian campaign). They joined the invasion force during Operation Husky (Sicily) and Italy thereafter. Some M5 Stuart Recce armored transports and command Stuart Kangaroos were also seen in action under the British flag. Long before the American forces, the British ceased to use them otherwise than in flanking units. The First Division of the US army painfully learned this at Kasserine pass. These tanks remained on the first line until the very end of the war in the Pacific.

Succession: The M24 Chaffee

Despite the fact the M7 was originally scheduled to replace the M5/M3 in 1943-44, a brand new light-medium model was ordered to replace it, the M24 Chaffee. The M7 was too mediocre to be a true medium tank, and too heavy to be suitable as a proper replacement for the previous M3/M5. The Ordinance Bureau quickly planned a new model from scratch, only retaining the M5 powertrain, with the objective of weighing under 20 tons in battle order. It was attained with a relatively thin but well sloped armor, and a new lightweight 75 mm (2.95 in) gun, which was borrowed from the B25 Mitchell “gunship” variants, in a three man turret. This answered, at last, to the oldest critic about the previous series, the weakness of their main armament. After successful trials in October 1943, production began in early 1944, and, when it stopped in August 1945, 4731 M24s had been built. They were very successful light tanks, fast and well-armed, largely exported and involved in many postwar conflicts.

Gallery

Links & resources the M5 Stuart

The M3/M5 history on Wikipedia
Stuart: A History of the American Light Tank, vol.I, by R. Hunnicut

M5 Stuart, Tunisia, February 1943. Following operation “Torch” in November 1942, the first M5 arrived in North Africa.

Stuart Mark VI Kangaroo, Operation Torch, North Africa, November 1943.

Early Stuart M5 of the 81st Reconnaissance Batallion, 1st Armoured Division, Maontaione, Italy, July 1944.

M5A1 with one of Culin’s improvized “hedgerow cutter” in France, Operation Cobra, Normandy, summer 1944.

Another M5A1, late production version in France, operation Cobra, June 1944.

M5A1 Annie B., Normandy, summer 1944. This tank proudly shows the emblem of the 66th Armoured Regiment, the oldest armoured unit in the history of the United States, founded by then Col. Patton of the US cavalry, which later commanded the 304th Tank Brigade during the late part of the campaign in Normandy and France.

Stuart M5A1 of the 757st Tank Batallion, Mount Porchia Italy, January 1944.

M5A1 Pacific, Saipan, Mariana Islands offensive, June 1944. Notice the simplified “jungle” pattern camouflage.

M5A1 with partial skirts and extra rear basket, 1944.

M5A1 “Lil’ Red Hen”, France, fall 1944.

M5A1 Stuart of the organic recce unit of the 501st Tank Destroyer Batallion, Volturno river, October 1943.

M5A1 Stuart “Dingbat” of the 6th Armoured Division, 15th Tank Batallion, D Company, Western Germany, February 1945.

M5A1 “Buddies”, 3th Armoured Division, Western Germany, early 1945.

“Sloppy Joe”, late M5A1 from the 97th Cavalry Reconnaissance Squadron, Germany, January 1945.

British Stuart Mk.VI seen from the left, to show the turret cal.30 mount shield, which was customary on most late M5A1s. Now exposed at the Bovington tanks museum.

M5A1 early production, 4th Marine Tank Batallion of the US Marine Corps on Roi-Namur, Kwajalein Atoll, February 1944.

British Stuart Mk.VI in the Netherlands, Operation Market Garden, fall 1944.

Taiwanese M5A1 in 1949.

Portuguese M5A1 in Angola, 1967.
Thanks to the determination and enthusiasm of Cavalry Captain Paulo Mendes, three rusty, obsolete M5A1 tanks were the protagonists of a unique adventure on the African soil, the only ones to have fought in the history of the Portuguese Army. These veterans successively served with the British, French (with Leclerc’s 2nd DB which liberated Paris) and the Canadian Army postwar, until 1956. The next year they were completely revised, refurbished and re-engineered, tested and approved for service at the Beirolas material tank depot. Named Gina, the Milocas and Licas, the 3 tanks embarked for Angola in 1967, and soldiered there until 1972, distinguishing themselves in many escort and reconnaissance missions, and being dubbed by the guerrillas of the FNLA “dumdum Elephants”. In 1967, 90 M5A1s were in still service with the Portuguese Army, the 6th Cavalry Regiment, the Military Academy, the National Guard (25 combined) and the General Depot of Beirolas. Captain Paul Mendes, accompanied by a driver and a mechanic, went in Beirolas for a week and selected six M5s which passed through an initial review, and only three were selected and taken to the General Workshops Engineering Material (OGME) in Bethlehem for a complete revision, equipped with new radios, ammunition supplies and prepared for shipping in September 26, 1967. The Milocas operated in Grafanil, the Gina in Luanda and the Licas in Zala. Only 13 are preserved today in Portugal.

M24 Chaffee, which replaced the Stuart, 1944. (off scale)

United States of America (1940)
Light Tank – About 13,860 Built

Origins: from the “Combat Car” to the M2

In September 1939, the US Army was ill-prepared as far as armored vehicles, training and tactics went. Soon, it became clear that a new model, which could be favorably compared to the European models, had to be studied for mass production. The very early M1 Combat Car was nothing more than a very small tank with two machine guns. Its main purpose was scouting and, as such, ordered for “cavalry” units. This was in 1937, and became the forerunner of all light tanks to come. None of the 147 M1s built saw action, but were used as training machines.

The last M1A1 version was equipped with a 37 mm (1.45 in) gun, a new engine and turret.
In 1935, a new model, the M2 Light Tank, was designed. At first, it was an immediate upgrade of the M1, but with the heavier .50 (12.7 mm) caliber machine gun, immediately followed by the M2A2 with twin turrets equipped with .30 (7.62 mm) caliber M1919 machine guns. The “Mae West” gave way in 1938 to a small series of M2A3 37 mm (1.45 in) single turret tanks, and then to the final M2A4 in 1940, with improved armor, motorization and equipment. These fought at Guadalcanal with the US Marine Corps, and with the British Army through Lend-Lease, performing well in Burma and India against the Japanese, despite being obsolete.

Design of the M3 light tank

The M3 was built under the light of recent events in France. The quick fall of France, due to inadequate tactics, quickly led the US Army Corps to think about a new doctrine, which led to an independent US armored force. From the material point of view, the latest M2A4 and the M3 were both designed to be more effective than only infantry support units. Officially, the cavalry corp was integrated in this new armored force and the official “cavalry tank” designation replaced by “light tank”. Their main duty was scouting and screening.

The M3 was, at first, a simple upgrade of the last M2, with a more powerful Continental petrol engine, a new vertical volute spring suspension system and up to four machine guns in addition to a main, quick-firing M5 (and later M6) 37 mm (1.45 in) anti-tank gun, with a new gun recoil system. In fact, the latter gun had a relatively low-velocity and had no armor-piercing ammunition. It was also used on the M2 medium tank, but was clearly insufficient compared to other European medium tanks. For a light scouting tank this was a good asset, especially when compared to German Panzer I and II for example, although the M3 was quite heavier and better protected.
The secondary machine-gun armament was impressive, with five manned by the four crew members (driver, co-driver, gunner and commander). One of these was co-axial, another in a ball mount in the right bow, two others were mounted sideways in fixed sponsons and, later, one on an anti-air M20 turret mount. But, in practice, in order to save weight and free space on board, the two sponson machine guns were often removed.

The Rolled face-hardened steel side armor was 1 inch (22 mm) thick. The rear was 1 inch (25 mm) thick. The upper front of the hull was 1 1/2 inch (38 mm) thick. The armour behind the drivers and machine gunners hatches was 1 inch (25 mm) thick but the two front hatches were 40 mm thick. The lower front angled glacis plate was 1 3/4 inch (44 mm) thick. The sides and rear of the turret were 1 inch (22 mm) thick. The front was 1 1/2 inch (38 mm) thick and the gun shield added and additional 1 1/2 inches (38 mm) or armor.

The M3 (Stuart Mk.I and Mk.II – Honey tank)

The M3 was the first production model. Most of these were provided to the British and Commonwealth forces through Lend-Lease. Some were immediately thrown into action in Northern Africa, where they immediately became popular for their speed, sturdiness and reliability. Although the official British designation was “Stuart”, paying homage to Civil War Confederate General J.E.B. Stuart, they found themselves affectionately dubbed “Honey”, because of their smooth ride. Some authors say that it was not called the ‘Honey’ during the war but military historian Ed Webster has found official British wartime documents in the archives that use the name ‘Honey’. He also found a number of wartime newspaper entries where the reporters used the name ‘Honey’ when talking about the M3 Stuart: The Scotsman, Wednesday 26 August 1942, ‘Leaving the desert track he swept over the desert in a Honey tank, with brigade pennant flying…’; Yorkshire Post and Leeds Intelligencer Wednesday 26 August 1942, Same text ‘Leaving the desert track he swept over the desert in a Honey tank, with brigade pennant flying…’: Daily Herald Monday 07 September 1942, ‘Here is a United States built Honey Tank speeding at the foot of this insignificant-looking but coveted hill….’; Belfast News-Letter, Wednesday 26 August 1942, ‘Mr Churchill swept over the desert in a Honey tank, with brigade pennant flying…’; Perthshire Advertiser, Wednesday 28 April 1943, ‘I was just wondering what to do with this party when one of our gunner observation posts came up in a Honey Tank….’ The ‘Honey’ nickname never stuck with the US Military. Despite this, all following tanks provided to the British received a Secession War general name and the tradition stuck up to 1945, finally being adopted by the US army itself.

After many trials, the first production M3 was delivered in March 1941. 5811 M3s (Stuart Mk.I in British service) were produced, including 1285 equipped with Guiberson diesel engines, more efficient in the long run for desert operation, on a British specification, and called Stuart Mk.II. A turret basket was added, however this does not refer to an external feature, but to the internal parts that rotated along with the turret. The gunner and commander sat in it. All M3 Stuarts were produced by the American Car & Foundry Co.

The M3A1 (Stuart Mk.III and IV)

The M3A1 was introduced in May 1942 and had an improved turret design, including the “turret basket” and a higher M20 M1919 AA mount. From that point, the sponson machine guns were removed, as the three remaining machine guns were judged sufficient for the task. 4621 M3A1s were produced, the last delivered in February 1943. They were largely distributed to the British under the Stuart Mk.III designation, while the diesel variant was named Stuart Mk.IV. They also had an improved gun vertical stabilizer.

US Forces used many of them in their first major operation in the west, the North African invasion in November 1942 (Operation Torch). They had some success against Italian tanks, but were butchered by German 88 mm (3.46 in) artillery and the up-gunned Panzer IIIs and IVs. It was clear that the high profile, flat squared hull was too vulnerable. As a temporary measure, before replacement by a newer model, the M3A3 was introduced. The M3A2 was only a paper project with an entirely welded hull.

The M3A3 (Stuart Mk.V)

The M3A3 benefited from the improvement in hull design which was introduced with the M5 light tank. Its main feature was a 20° sloped and thickened welded hull, which greatly improved their survivability. It was just slightly heavier, but easier to produce than the original one. They also had a turret rear overhang to house a radio. The M3A3 hull was also roomier, and this space was used to add more fuel and ammunition storage. Regular storage amounted to 174 rounds for the M6 gun with M44 mount and 7500 rounds for the three M1919A4 machine guns. The turret originally had a basket, but crew practice was to remove to free space. 3427 were produced, the last one leaving the factory in October 1943, and in British service it was called Stuart Mk. V. Through the year 1943, all regular units operated only as scouts and were gradually replaced by improved M5 tanks.

Variants

There were many variants. These included the British turretless Stuart MK. I to IV, also called Stuart Recce, personal armored carriers called Stuart Kangaroo, mostly used by Anzacs, and a command turretless version (“Stuart Command”) with extra radio equipment. Many British Stuarts operating in the desert had additional spare parts, ammunition, fuel tanks or extra tracks as protection.

On the US side, there were several attempts to produced howitzer equipped versions and several Gun Motor Carriage prototypes, all of which were dropped. One prototype, the M3 Maxson turret version, had a quad .50 cal (12.7 mm) machine gun AA mount, but remained experimental. However, 24 units were produced of the Satan, a flamethrower conversion of the M3A1 for the US Marine Corps. These tanks were used in the Pacific, as well as the A5R2-M2 model, with the flame-thrower replacing the hull machine gun. There were also an US turretless command tank conversion and a bulldozer version to clear barb wires. Many more versions were derived from the M5.

The M3 in action

The first series M3 was a cavalry tank and, as such, not meant to deal with other tanks, but only occasional infantry and other scouting forces. But, with no less than five .30 caliber (7.62 mm) machine guns of the highly reliable M1919 type, in addition to a rapid-fire M5/M6 37 mm (1.45 in) gun, the M3 was a deadly package in itself, despite lacking heavy firepower. The standard livery was khaki-olive, with 1943 US identification markings. The white or yellow turret band was a common feature, with special markings for some units. Extra fuel and extra tracks were mounted for long range missions and, to save weight, the hull side machine guns were often dismounted and the hatches closed.

The M3A2 was not produced. The M3A1 was an improved version, heavily produced until the end of 1942, when the M3A3, designed alongside the M5, was introduced. This one served during Operation Torch of November 1942 in Northern Africa. They had the standard olive drab livery with large American markings, as there were some French resentments against the British, but not the Americans, so large markings were made apparent. A special anti-air M20 mount, modified turret (without the turret basket) and additional fuel tank and spare tracks were also often seen.
Large amounts of M3 Stuarts were delivered through Lend-Lease to the British and Commonwealth. British Stuarts were packed with extra equipment and had the standard straight lines pale blue-sand livery, with grayish green upper surfaces. Once their limitations were well-understood, they performed reasonably well against the German-Italian forces of Rommel thanks to their speed, reliability and endurance.

The highly upgraded M3A3 was the last version of this light tank before being completely replaced by the M5. The two tanks shared similar sloped hull armor and turret, but the M5 was more powerful, quieter and more comfortable. The sloped armor and new turret were both thoroughly tested improvements, which greatly compensated for the lack of armor. Critics, however, still argued that their main gun was no match for any German tank of the time and their still high profile made them easy targets, despite their improved speed. These reasons, among others, explain why these tanks were most of the time relocated to the Far East, India and the Pacific, where they could deal more easily with Japanese tanks. In the European theater, these tanks were used in conjunction with the more powerful M4 Sherman medium tanks, as screening and scouting armored wings.

The 13,800 M3s built saw action extensively throughout all Allied operational theaters, from North Africa in 1942 to the Pacific in 1945. Against most German AT guns and upgunned Panzers, the British and Australian Stuarts were converted for other uses, put in screening forces or transferred to the Asian theater, in India and Burma, where they were still a match for Japanese light tanks.
The US Army too found them vulnerable in Northern Africa and limited their operational assignments to rearguard, flanking or reconnaissance formations around the main M4 units. Crews were well-aware of their weaknesses and avoided combat against other tanks, as well as heavily fortified positions. The M3s found themselves largely employed in the Pacific (while being replaced by the M24 Chaffee in Europe), mostly due to the conditions found there.

Their light weight was more suitable for the bad tracks of the jungle and their opponents even more lightly armored, lacking efficient anti-tank weapons. The only one which could cause trouble was the 45 mm (1.77 in) gun of the Shinhoto Chi-Ha and the SPGs based on its chassis. The earliest tank to tank battles occurred in the Philippines in December 1941, where M3s put up a fierce resistance with the 192nd and 194th Light Tank Battalions, mostly against Ha-Go tanks.

Soviet M3s

Along with The M3 Lee and M3 Half-track, the M3 Stuart was sent via lend-lease to the Soviets, with just under 1000 units of the light tank being recieved. The M3s recieved were from various production series, identified from their turrets. Early shipments featured tanks with the D38976 welded turret, following this they would have the D58101 turret, with later delveries featuring the D58133. The Soviets designated the tank as M3L (L = Legkhiy: Light).

Soviet M3Ls in action. Photo: Osprey Publishing
It was not especially liked by the Soviets, so much so that they turned down later American proposals for M5, and sent them to the Manchurian front. Criticism included weak armor and weaponry, narrow tracks not suited to the Russian winter or muddy autumn, and flammable high-octane, non-standard aviation fuel.

Successor: The M5 light tank

Resembling a wide-angled hull, scaled-down Sherman, the M5 was a clear improvement over the early M3. Despite retaining many features from the M3, including the turret, tracks, suspension and most importantly the weak 37 mm (1.45 in) gun, the M5 was largely improved, with a brand new powerpack – two Cadillac V8 automobile engines, more reliable and less subject to catching fire than the previous Continental aviation engines. Transmission with hydramatic (automatic) system was also smoother and easier to deal with.
It had a new sloped, welded hull, which was comparatively roomier, also making the interior quieter and cooler. The sloped glacis, with almost no significant increase in protection thickness, was the main asset of this new version. It was first introduced in 1942 and production lasted until 1944, with an estimated 8,885 units, of which many saw service under foreign colors. Besides the British and Commonwealth Stuart VI, there were also the M5A1 and A2 in Chinese, Free French and Free Italian service. Most South American countries received Stuarts after the war, including Brazil, which improved them greatly under the seventies X1A major upgrades. M5s still in active service were documented as far as 1996.

British Stuart Mk.I “Bellman”, 8th King’s Royal Irish Hussars, 4th Armored Brigade, 7th Armored Division, Operation Crusader, North Africa, November 1941.

British Stuart Mk.II (M3 with diesel engine), VIIIth Army, Gazala, May 1942.

M3 “Helen” from Company B, 192nd Tank Battalion, Philippines, December 1941. Helen was the tank of Sgt. Willard von Bergen. He was originally an Illinois National Guardsman and died as a Japanese POW. The tank was named for his wife. None of the tanks in this unit had stars on them. Courtesy of Jim Opolony.

Late M3 light tank operating in southern Italy, early 1944, with a D58101 turret featuring all the original five machine guns.

Late M3 “Painintheass”, 3rd USMC Tank Battalion, Bougainville, Pacific, November 1943. The very same tanks were also engaged at Guadalcanal.

Standard 1942 M3A1 during “Operation Torch” (invasion of Vichy France’s Northern African colonies) with large invasion US flag painted on its hull.

A Soviet Lend-Lease M3L (L = Legkhiy: Light) in 1942.

Soviet Lend-Leased early production M3A1.

Soviet Lend-Leased late production M3A1 in winter livery, Leningrad sector, early 1943.

Australian Stuart Mk.III “Honey”, first battle of El Alamein, June 1942.

British Stuart V “Elusive”, 22nd Armored Brigade, 7th Armored Division, Normandy, June 1944.

A Free French M3A3 from the 1ere Armée (General De Lattre de Tassigny), Provence, August 1944. The Free French received many M3s and even more M5s, just like other Allied forces during WW2.

Canadian Stuart V from the Sherbrooke Fusiliers, 27th Armoured Regiment, 2nd Canadian Armored Brigade, Normandy, summer 1944.

Chinese PLA M3A3, south-eastern China, fall 1944.

Gallery

The Honey Tank name debate

The story that British troops nicknamed the M3 Stuart the ‘Honey’ because it was a ‘sweet’ ride compared to the other tanks they had to drive is often debated. Ed Webster has found a number of WW2 period British Newspapers where the tank is clearly called the Honey tank.
The Scotsman newspaper Wednesday 26 August 1942, page 5, Article title “Mr Churchill’s Travels Teheran, El Alainein and Cairo”. Text, “…Leaving the desert track he swept over the desert in a Honey tank, with brigade pennant flying …”
The Yorkshire Post and Leeds Intelligencer newspaper Wednesday 26 August 1942, page 3, Article title “Over desert in tank”. Text, “…Leaving the desert track he swept over the desert in a Honey tank, with brigade pennant flying …”
The Belfast News-Letter newspaper Wednesday 26 August 1942, page 5, Article title “Second visit to Cairo”. Text, “…rode in tank Mr Churchill swept over the desert in a Honey tank with brigade pennant flying …”
The Daily Herald newspaper 7 September 1942, page 1, Article title “Black Start”. Text, “…Here is a United States built Honey tank speeding at the foot of this insignificant-looking but converted hill…”
The Perthshire Advertiser newspaper Wednesday 28 April 1943, page 11, Article title “Tank soldiers can take it…”. Text, “…I was just wondering what to do with this party when one of our gunner observation posts came up in a Honey tank…”

Links, Resources & Further Reading

The M3/M5 history on Wikipedia
Osprey Publishing, New Vanguard #33: M3 & M5 Stuart Light Tank 1940–45
Presidio Publishing, Sheridan: A History of the American Light Tank, R.P. Hunicutt

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