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Technical Data
These pages are dedicated to technical specifications.
Column headings "A" through "J" represent Ausführung (version). When a specification's value remains the same from one column to the next, the subsequent cells will contain "=". When a specification's value is unknown, a "?" appears. Cells with "=" that follow a "?" are also unknown values. Values that are estimated or lack a reasonable level of corroboration among reputable sources are printed in italics.
Over the years there has been confusion over the naming of the various versions of Pz. Kpfw. IV. At least some of this confusion started with documentation from the German Army itself, as they sometimes changed nomenclature retroactively (as was the case, for example, with Ausf. F1 and F2). I have chosen to use the Ausführung letter designations that have been most commonly used over the years.
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A
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B
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C
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D
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E
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F1
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F2
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G
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H
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J
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Series/type (preproduction)
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1/BW
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2/BW
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3/BW
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4/BW
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6/BW
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7/BW
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7/BW
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8/BW
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9/BW
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10/BW
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Series/type (production)
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1/BW
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2/BW
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3/BW
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4/BW, 5/BW
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6/BW
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7/BW
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7/BW
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8/BW
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9/BW
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10/BW
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Series/type (postproduction)
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1/BW
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2/BW
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3/BW
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4/BW, 5/BW
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6/BW
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7/BW
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8/BW
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8/BW
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9/BW
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10/BW
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Ordnance number (preproduction)
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Vs. Kfz. 618, Vs. Kfz. 622
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Vs. Kfz. 622
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=
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Vs. Kfz. 622, Sd. Kfz. 161
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Sd. Kfz. 161
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=
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=
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=
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Sd. Kfz. 161/2
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=
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Ordnance number (production)
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Vs. Kfz. 622
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=
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=
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Sd. Kfz. 161
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=
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=
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=
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=
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Sd. Kfz. 161/2
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=
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Ordnance number (postproduction)
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Sd. Kfz. 161
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=
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=
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=
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=
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=
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Sd. Kfz. 161/1
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=
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Sd. Kfz. 161/2
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=
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Ausf. designation (preproduction)
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A
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B
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C
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D
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E
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F
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F
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G
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H
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J
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Ausf. designation (production)
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A
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B
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C
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D
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E
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F
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F2
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G
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H
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J
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Ausf. designations (postproduction)
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A
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B
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C
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D
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E
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F1, F
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G
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G
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H
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J
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First contract awarded
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12/36
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?
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10/37
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7/38
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7/39
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11/39
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n/a
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6/41
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?
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=
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Production began
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10/37
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4/38
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9/38
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9/39
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9/40
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4/41
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3/42
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5/42
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4/43
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2/44
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First delivered
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11/30/37
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5/38
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10/38
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10/39
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?
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5/41
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3/42
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?
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?
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?
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Production ended
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3/38
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9/38
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8/39
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?
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5/41
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2/42
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7/42
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6/43
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7/44
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4/45
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Last delivered
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6/38
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10/38
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?
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10/40
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?
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3/42
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?
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?
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?
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?
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Krupp production
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35
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42
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134 + 6 variants
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232 + 16 variants
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223
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393
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106
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801
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379
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0
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Vomag production
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0
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=
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=
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=
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=
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64
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36
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400
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693
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180
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Nibelungenwerke production
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0
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=
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=
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=
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=
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13
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37
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550
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1190 + 60 variants
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2970 + 172 variants
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Total production
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35
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42
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134 + 6 variants
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232 + 16 variants
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223
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464 + 6 variants
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179
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1735 + 16 variants
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2262 + 60 variants
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3150 + 172 variants
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It was common practice for chassis to be refurbished and then reissued as a new tank, meeting the latest specifications, or variant (e.g. bridgelayer). It is my intent that each chassis be counted only once. When "variants" are listed in production figures they are those that were produced using new chassis.
Ausf. A-C were originally referred to by their "experimental vehicle" number, Vs. Kfz. 622. An entry in an original German catalog of technical manuals, for example, even refers to the Ausf. D as Vs. Kfz. 622. Much of the reference material on the market today refer to these by the "special vehicle" number, Sd. Kfz. 161, that was assigned to these earlier models retroactively. This retroactive designation probably occurred on September 27, 1939 when an Army Regulation was published (1939: No. 685) that stated "the Pz. Kw. IV (7,5 cm) (Sd Kfz 161) is hereby declared fit for service following its successful troop trials".
Exactly how many Ausf. B were actually produced is unclear. Some sources say 42P4V-p32 TRACT4-p20 and others 45AP3-p8 P34SD-p70-91.
In June 1939, six Ausf. C chassis were set aside in anticipation of later use as the basis for special armored bridge-layers (Brückenleger). Soon after, two of these were used to build infantry assault bridges (Infanterie-Sturmsteg) which were finally delivered in 1940. The remaining four were delivered for the addition of the bridge-layer superstructure in August 1939. The modifications were officially contracted on October 19, 1939, and were finally delivered for approval in February 1940. Three of the six chassis were rebuilt with Ausf. C turrets on Ausf. E superstructures in July and August 1940. Given the timeframe, the turrets were presumably obtained from salvage and the superstructures must have been newly built during the very earliest stage of Ausf. E production, probably before any Ausf. E chassis were produced.
A prototype Brückenleger was produced prior to the four production units that were based on Ausf. C chassis. This prototype was built on the chassis and superstructure of the Krupp Begleitwagen II, a forerunner of the Pz. Kpfw. IV. It would seem that another prototype from Magirus, based on a stock Pz. Kpfw. chassis, was in existence for at least some period of timeP4V-p141.
Sixteen Ausf. D chassis were set aside for use as Brückenleger in September 1939. Based on the given month, these were probably the first sixteen chassis produced. They were submitted for approval in March or April 1940. All sixteen were converted to regular tanks during August 1940 and May 1941.
The first series of Ausf. D, 4/BW, was originally ordered in July 1938. In November or December 1938 another series, 5/BW, was ordered. As it turned out, both 4/BW and 5/BW were of the exact same design and so they were both combined under the designation of Ausf. D.
One source states that four Ausf. E chassis were used for BrückenlegerTRACT4-p34. Another says that "Document no. 1023.40 GKdos, of June 3, 1940, stated that the planned bridgelayers were to be dispensed with"P4V-p139. Since Ausf. E production didn't begin until September 1940, it is questionable as to whether or not Ausf. E chassis were really used for Brückenleger.
The last of the "ordinary" Ausf. E units was delivered in April, 1941TRACT4-p34. The last two Ausf. E's were converted to interleaved suspension (Schachtellaufwerk). Since the vast majority of material lists the completion of production at May 1941, it could be deduced that these two required an extra month to finish.
Six Ausf. F1 chassis were built up as Munitionsschlepper.
Unlike the case with Ausf. D, Ausf. F2's series/type designation was actually renamed retroactively, along with its Ausf. designation.
Different sources cite different variations on the ordnance numbers for Ausf. F2 and G. As near as I can tell, the ordnance number remained Sd. Kfz. 161 until Ausf. H came along. At this point, Ausf. H became Sd. Kfz. 161/2 and Ausf. G Sd. Kfz. 161 became Ausf. G Sd. Kfz. 161/1.
25 Ausf. F1 were converted to Ausf. F2. This may have been converted before they ever left the factory, thus adding confusion to production counts of Ausf. F1 vs. Ausf. F2.
Ausf. F2 production is based on a series of assumptions about contract fulfillment and chassis number assignments (see explanation under Chassis Serial Numbers table).
Ausf. G production was derived by subtracting Ausf. F2 production numbers from figures that represent combined Ausf. F2 and G productionTRACT4-p44.
Ten Ausf. G chassis were used for the HummelP34SD-p86 P4V-p128.
On February 7, 1943, Hitler ordered that 60 Sturmpanzer IV be produced. In April and May, 1943, Nibelungenwerke delivered 52 repaired Ausf. G chassis for use as Sturmpanzer IVP4V-p102 (it's likely that some of these were Ausf. E and F that had been brought up to Ausf. G standardsP34SD-p101).
One additional rebuilt Ausf. G chassisP34SD-p101 and seven more rebuilt chassis of unknown version were delivered sometime afterward, also to be built up as Sturmpanzer IVP4V-p105.
The Ausf. H was produced by all three manufacturers. The allotted chassis numbers were split into at least six separate production bands.
60 new Ausf. H chassis from Nibelungenwerke were used for Sturmpanzer IVP4V-p105 TRACT4-p50.
30 new Ausf. H chassis from Nibelungenwerke were used for Sturmgeschütz IVP4V-p105.
172 new Ausf. J chassis from Nibelungenwerke were used for Sturmpanzer IVTRACT4-p54.
A total of 298P34SD-p101 Sturmpanzer IV were produced. 60P4V-p105 of these were built using recycled chassis, leaving 238 built on new chassis. After subtracting 60 new Ausf. H, and 172 new Ausf. J chassis from this 238 total, we are left without an explanation for six. If the sources for these data are correct, then the explanation must be that six of the initial 60 unit order were built on new Ausf. G chassis.
Other Sources: AP3-p2,8,14,18,28,36,45,52,64,80 P34SD-p70-91,101 P4V-p13,32,102,105,128,139,141,154-157 PZKPFW-p94-100 TRACT4-p14-56
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A
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B
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C early
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C late
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D
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E
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F1
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F2
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G
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H
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J
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Krupp AG (reserved)
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80101-80200
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80201-80300
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80301-80500
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=
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80501-80750
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80801-81023
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82001-82500
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=
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82701-83000, ?
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?
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n/a
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Krupp (used)
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80101-80135
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80201-80242
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80301-80340
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80341-80440
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80501-80748
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80801-81023
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82001-82393
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82394 - 82500
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82701-83000, ?
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?
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n/a
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Vomag (reserved)
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n/a
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=
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=
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=
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=
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=
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82501-82600
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=
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?
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=
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=
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Vomag (used)
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n/a
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=
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=
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=
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=
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=
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82501-82564
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82565-82600
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?
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=
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86394-86573
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Nibelungenwerke (reserved)
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n/a
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=
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=
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=
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=
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=
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82601-82650
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=
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82651-82700, ?
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?
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=
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Nibelungenwerke (used)
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n/a
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=
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=
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=
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=
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=
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82601-82613
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82614-82650
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82651-82700, ?
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?
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89541-92510
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All manufacturers (reserved)
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80101-80200
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80201-80300
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80301-80500
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=
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80501-80750
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80801-81023
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82001-82650
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=
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82651-84400
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84401-86393, 86574-89540
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?
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The block of numbers assigned to Ausf. D production comes from the preliminary remarks on page 2 of D 653/9 (Loading Plan manual). This manual was published October 1, 1939, just before the first Ausf. D's were produced. This indicates that the entire block of exactly 250 numbers was assigned to Krupp before production got underway.
Sources of information on Ausf. F1 onward are not very consistent and leave a number of gaps. I have applied deductive reasoning to fill this void. Fortunately, there are enough clues to get a fairly complete picture.
All sources agree that the block of chassis numbers assigned to Krupp for initial Ausf. F production began with 82001. The first contract for series 7/BW, awarded to Krupp, was for 500. This meant, presumably, that the block 82001-82500 was assigned to Krupp. They produced 393TRACT4-p40 (or possibly 395 P4V-p52 or 396PZKPFW-p98) units before converting to F2 (long barrel) production. If the numbers were assigned in sequence, then 82001-82393 would have been used.
The next two contracts were awarded to Vomag and Nibelungenwerke for 100 each. Vomag's assigned block began at 82501 and must have extended through 82600. Nibelungenwerke's began at 82601 and must have extended through 82700. Vomag produced 64TRACT4-p40 P4V-p52 (or possibly 75PZKPFW-p98) units before switching to the Ausf. F2, probably chassis 82501-82564. Nibelungenwerke produced 13TRACT4-p40 P4V-p52 (or possibly 14PZKPFW-p98), numbers 82601-82613.
Then 300 more Ausf. F1's were ordered from Krupp, so these must have been assigned numbers 82701-83000. This block would not be used though until after Ausf. F1 production was complete.
The decision to lump the Ausf. F2 in with the Ausf. G seems to have been made at the would-be transition from F2 to G production. Evidence suggests that there may have been no clear boundary between these two models in terms of technological changes. It appears as if the new muzzle brake and other design modifications simply took place as old parts ran out or as new parts became available (which is also the case, to a lesser extent perhaps, with many of the other Ausf. transitions). So, if we are to make a distinction between these two models, the only thing we have left to go by is the cut-off between filled orders originally placed for "7/BW" series units and those originally placed for 8/BW series units. If we once again assume that allotted chassis numbers are used in sequential order, then we can deduce quantities and chassis numbers for F2s and Gs.
The one reference I have that includes a total production figure for the F2 places it at 175P34SD-p84. If we use the above method and include the second Krupp contract for 300 units combined with the remainder of the partially satisfied Ausf. F contracts, it puts our total F2 production at 529.
But we need to make two adjustments. First, all sources agree, for whatever reason, that the first Ausf. G chassis was 80651. This means that only 50 of Nibelungenwerke's 100 unit contract were filled with Ausf. F1 and F2 units.
For the second adjustment let's assume that the decision to rename 7/BW to 8/BW took place just prior to Krupp starting work on this second contract (so that the second contract is changed to a series 8/BW or Ausf. G contract). This way the second 300 unit contract becomes an Ausf. G contract, not an Ausf. F2 contract.
After subtracting 50 for the first adjustment and 300 more for this second one, the numbers come out almost right on at 179 Ausf. F2 produced.
With just one more educated guess we can also deduce the first block of numbers used by Krupp for Ausf. G production. The second Krupp order (for 300) was placed in January 1941,TRACT4-p40 which is probably before the second Vomag contract and before the second Nibelungenwerke contract. It seems reasonable to assume, then, that this contract was assigned numbers immediately following the block of 100 reserved for Nibelungenwerke's first contract. That means chassis numbers 82701-83000. Also, it seems likely that the block of 100 numbers assigned to Nibelungenwerke with their first contract remained intact with the second 50 being switched to Ausf. G production. Unfortunately, I don't have enough information at present to even guess at the distribution of the remaining 1400 Ausf. G numbers.
The Ausf. H figures shown here for "All manufacturers (reserved)" represents ranges from which numbers were used, but not necessarily those ranges that were reserved as part of an order or contract. It is not clear as to how these numbers might have been distributed among the three manufacturers.
It would seem that the transition from Ausf. H to Ausf. J was not anticipated any better than the one from Ausf. F1 to Ausf. F2. Existing orders for Ausf. H were probably "converted" to Ausf. J. And it looks as if Ausf. J production started at some factories several months before other factories completed Ausf. H production!
The 180 Ausf. J produced by Vomag happens to be a perfect match for one of the chassis number ranges given for Ausf. J production in general (chassis 86394-86573)TRACT4-p54. Although I have no source that explicitly maps the Vomag production with this range of chassis numbers, it is unlikely that the match is mere coincidence, and so I have taken the liberty of mapping this myself. This leaves the other range given by this source as Nibelungenwerke production. The ending Nibelungenwerke chassis number was calculated based on the assumption that reserved chassis numbers were used sequentially -- a very broad assumption in this particular case, but a valid working theory nonetheless.
Other Sources: AP3-p2,8,14,18,28,36,45,52,64,80 P34SD-p70-91 P4V-p32,52 PZKPFW-p94-100 TRACT4-p14-56
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Original Technical Manuals
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A
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B
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C
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D
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E
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F1
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F2
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G
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H
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J
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Leaflet - Indirect Fire
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D 653/30
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=
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=
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=
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=
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=
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=
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=
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=
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=
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Chassis - Description, Operations
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D 653/1
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=
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=
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=
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=
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=
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?
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=
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=
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=
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Chassis - Parts List
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D 653/2+
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=
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=
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?
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=
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=
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=
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=
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=
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=
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Driver's Manual
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D 653/25
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=
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=
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=
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=
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=
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=
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=
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=
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?
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Loading Plan
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D 653/9+
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=
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=
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=
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?
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=
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=
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=
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D 653/10
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=
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Lubrication
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D 653/26
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=
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=
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=
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=
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=
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=
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=
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=
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?
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Mechanics - Suspension
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?
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=
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=
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=
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=
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D 653/50a
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=
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=
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=
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?
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Mechanics - "Engine"
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?
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=
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=
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=
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=
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D 653/50b
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=
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=
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=
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?
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Mechanics - "Motor"
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?
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=
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=
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=
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=
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D 653/50c
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=
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=
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=
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?
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Service Manual - Maybach HL120
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?
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D 653/51
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=
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=
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=
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=
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=
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=
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=
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=
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Transmission
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?
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D 653/52
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=
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=
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=
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=
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=
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=
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=
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=
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Special Winter Equipment
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D 653/201
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?
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=
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=
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=
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=
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=
|
=
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=
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=
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Superstructure (not incl. turret)
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?
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D 653/5
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=
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=
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=
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D 653/7
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=
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?
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=
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=
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Turret
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?
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D 653/6
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=
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=
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=
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?
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=
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=
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=
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=
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Turret - Electronics
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D 653/8
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=
|
=
|
=
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=
|
=
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=
|
=
|
=
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?
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Turret - Schematic
|
D 653/21
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=
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=
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=
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D 653/21a
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=
|
=
|
=
|
=
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?
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|
D-653/21a was published January 15, 1942, for Ausf. E and F. D-653/50a, published July 1, 1944, however, lists D-653/21a as current through Ausf H.
D-653/50b and 653/50c are listed in D-653/50a as mechanic's instructions for the "Triebwerk" and "Motor" respectively -- I don't have copies of these and have no idea what the difference might be.
D-653/52 is listed in D-653/50a as "Merkheft für Pz-Schlosser und Pz-Getriebeschlosser".
It's likely that most manuals were used as-is or with minor updates for Ausf. J, but most of the material to which I presently have access was written before the Ausf. J went into production.
Other Sources: German Military Field and Technical Manuals 1910-1945, The American Historical Association Committee for the Study of War Documents, 1952; German catalog "D1"; German manual D-653/50a
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