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The TOG 2, officially known as the Heavy Tank, TOG II, was a British super-heavy tank design produced during the early stages of World War II for a scenario where the battlefields of northern France and Belgium devolved into a morass of mud, trenches, and craters as had happened during World War I. When this did not happen, the tank was deemed unnecessary, and the project terminated. A development of the TOG I design, only a single prototype was built before its termination.[5]

Key Information

History

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The second design to come out of the Special Vehicle Development Committee (nicknamed "The Old Gang" as it was made up of people who had worked on the original British tanks of the First World War) the TOG 2 was similar to the TOG 1 and kept many of its features. Instead of the track path arrangement of the TOG 1 which – like that of the First World War British tanks – ran up over the top of the hull and back down, the track path was lower on the return run and the doors were above the tracks. Ordered in 1940, built by Foster's of Lincoln, the prototype ran for the first time in March 1941. In April 1941 an enquiry was made by the Deputy Director-General of Tanks and Transport to the English Electric Company see if 100 could be produced.[6] In June 1941 the Minister of Supply enquired about the production of 50 tanks.[6] Neither of these inquiries lead to production orders.[6]

The design included a 6-pounder gun and side sponsons. For "initial trials" it was fitted with a mockup turret with dummy guns – a 2-pdr gun, 3-inch howitzer and a Besa machine gun – together with a 3-inch howitzer in the hull.[7] The second turret fitted was simplified mounting a QF 3-inch 16 cwt anti-tank gun derived from the current anti-aircraft gun.[citation needed] The planned sponsons were never fitted.[8] The tank is currently fitted with a 28 pounder gun derived from the QF 3.7-inch AA gun but with a Ordnance QF 17-pounder breech and muzzle brake.[9]

Although equipped with the same electrical drive as originally fitted to the TOG 1, the TOG 2 used twin generators and no problems were reported. It was modified to include, among other things, a change from the unsprung tracks to a torsion bar suspension and went through successful trials in May 1943. No further development occurred, although a revised version, the TOG 2 (R) was proposed. The 'R' would have been 6 ft (1.8 m) shorter, used torsion bar suspension and had no sponsons.[8]

The single TOG 2 prototype in the TOG II* configuration can be seen at The Tank Museum where it has been since the 1950s.[5][10] It was moved indoors towards the end of the 1980s and to its current position in the 2000s.[11]

See also

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Notes

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References

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TOG2

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The TOG 2, officially designated the Heavy Tank, TOG II*, was a British super-heavy tank prototype developed in the early stages of World War II, embodying outdated World War I-era design principles adapted for anticipated trench warfare. Initiated in September 1939 by the Special Vehicle Development Committee—informally known as "The Old Gang" (TOG), comprising World War I tank pioneers such as Sir Albert Stern, Sir William Tritton, Sir Eustace Tennyson d'Eyncourt, Sir Ernest Swinton, and Walter Wilson—the project aimed to create a massive vehicle capable of crossing wide trenches and barbed wire obstacles similar to those encountered in the previous conflict. Two prototypes were ordered from William Foster & Co. in Lincoln: the initial TOG 1, which was later scrapped, and the TOG II, completed in 1941 as the TOG II*. The design featured an exceptionally long hull measuring over 33 feet (10 meters) in length, a rhomboidal track layout for enhanced obstacle-crossing ability, and an electric transmission system derived from early tank technologies, allowing for a top speed of just 8.5 mph (13.7 km/h) on roads. Weighing 80 tons—making it the heaviest tank in the collection of —the TOG II* was armed with a powerful 28-pounder main (94 mm) mounted in a large turret, co-axially paired with a , and protected by up to 114 mm (4.5 inches) of armor on the front hull and turret, and 76 mm (3 inches) on the sides; it required a of six to operate. Early configurations included auxiliary turrets for additional machine guns, but these were removed in later modifications to streamline the design. Only one TOG II* was ever produced, and the project was abandoned in as British tank doctrine shifted toward more mobile, lighter vehicles suited to the evolving nature of in , rendering the super-heavy concept obsolete. Today, the sole surviving TOG II* is preserved at in Bovington, , serving as a poignant reminder of the transitional thinking in British tank design at the outset of and the challenges of adapting past experiences to modern mechanized conflict.

Development

Origins and Initial Concept

The Special Vehicle Development Committee (SVDC) was formed in 1940 by the , influenced by concerns about potential expressed by figures including , to revive World War I-era tank designs in anticipation of potential static similar to the Western Front. The committee, informally known as "The Old Gang" or TOG, drew together veterans of early tank development to address perceived shortcomings in contemporary British armored vehicles for crossing obstacles like deep trenches and . Chaired by Sir Albert Stern, who had served as secretary of the original World War I Landships Committee, the SVDC included prominent figures such as Sir Ernest Swinton, recognized as the inventor of the tank concept. Other members encompassed pioneers like Sir William Tritton and Walter Wilson, whose expertise shaped the committee's focus on robust, infantry-supporting heavy tanks. This assembly reflected a deliberate effort to leverage historical lessons for modern threats, emphasizing durability over speed. The initial concept for the TOG2 stemmed directly from experiences, prioritizing a design capable of spanning trenches up to 5 feet wide and surmounting networks through a characteristically long hull—exceeding 30 feet—and continuous all-around tracks for superior ground pressure distribution and stability. These features echoed the rhomboidal "" prototypes of 1916–1918, adapted for heavier armor and improved firepower to withstand anticipated and anti-tank defenses in a stalemated European theater. The SVDC initiated the TOG1 prototype in February 1940. In May 1940, an order was placed for two TOG2 prototypes as an improved design while retaining the core WWI-inspired layout. Evaluations of the completed TOG1 in late 1940 revealed issues with its riveted hull construction and complex diesel-electric drive, leading to refinements in the TOG2, though later models would briefly explore alternatives like for enhanced mobility.

Prototyping and Testing

The prototype of the TOG 2 heavy tank was constructed by William Foster & Co. at their facility in Lincoln, United Kingdom, with completion of the initial hull occurring in early 1941 and the vehicle first running under its own power by March of that year. Although two prototypes were ordered, only one TOG 2 was completed. This marked a significant step forward from the earlier TOG 1, incorporating a redesigned hull without the cumbersome side sponsons of its predecessor to improve overall maneuverability and production feasibility. The full prototype, weighing approximately 80 tons, underwent initial testing from 1941. The TOG 2 inherited its innovative diesel-electric transmission system directly from the TOG 1 design, featuring a Paxman-Ricardo 12-cylinder rated at 600 horsepower that drove generators to power two electric motors for track propulsion. This setup provided smooth control and torque suitable for heavy loads but contributed to the tank's mechanical complexity. Early trials highlighted the transmission's reliability in low-speed operations, though it struggled with efficiency at higher outputs, underscoring the challenges of scaling I-era concepts to modern requirements. Testing of the TOG 2 began immediately upon completion in 1941 at British ranges, with evaluations continuing through the spring of 1943 to assess mobility, armor protection, and armament integration. During these trials, the achieved a maximum speed of about 9 mph (14 km/h), which was deemed inadequate for the evolving tactical demands of mobile warfare, while its enormous —standing nearly 10 feet tall—exposed it to significant vulnerability against anti-tank weapons and . Cross-country performance was even more limited, averaging 4 mph, further emphasizing the design's limitations in speed and agility despite its robust electric drive. To address identified shortcomings, several key modifications were implemented between 1942 and 1944, including the abandonment of any planned side machine guns in favor of a centralized turret for improved firepower concentration. By 1944, the prototype—now designated TOG 2*—received a fully functional turret mounting a 17-pounder , derived from a 3.7-inch anti-aircraft barrel adapted with a 17-pounder breech, allowing for more effective engagement of armored targets at range. These changes, along with upgrades to a , aimed to enhance stability and combat utility, though the overall project remained hampered by its outdated philosophy.

Cancellation and Aftermath

The TOG II project was cancelled between and , as its emphasis on trench-crossing capabilities for static warfare proved obsolete amid the evolution of armored tactics dominated by German operations, which favored rapid maneuvers over prolonged positional engagements. British priorities shifted toward faster, more versatile tanks like the Cromwell to counter the mobility demands of contemporary battlefields. Inquiries into potential production of additional units yielded no success, with only the single TOG II ever completed; the TOG I predecessor had already been deemed unsuitable during earlier evaluations. The TOG II underwent further testing until 1944 before being placed in storage at the Fighting Proving Establishment in , where it remained until 1945. Post-war, the TOG I was scrapped as obsolete, while the modified TOG II* example was preserved for historical study and is currently exhibited at in Bovington. The project's legacy offered minimal direct influence on later developments, as postwar British designs focused on balanced mobility and firepower rather than extreme weight and size.

Design Features

Hull and Suspension System

The TOG2's hull adopted a riveted construction, drawing from World War I-era designs to ensure durability and ease of assembly, while incorporating a rhomboidal profile to facilitate crossing. This structure measured 10.13 m in length, 3.12 m in width, and 3.05 m in height, with all-around tracks enveloping the hull to distribute weight and enable navigation over obstacles like and shell craters. The armor on the hull front reached up to 76.2 mm in thickness, sloped at an angle to deflect incoming fire from anti-tank guns of the period, providing essential protection for the crew and vital components. The suspension system evolved significantly during development, starting with the Horstmann type carried over from the prototype for initial stability. The early TOG2 employed an unsprung setup with 12 road wheels per side to support the heavy , prioritizing simplicity amid wartime production constraints. By 1943, the TOG2* variant received an upgrade to , which offered a smoother ride and superior articulation over rough terrain compared to the rigid original, addressing feedback from testing. Weighing 80 long tons, the TOG2 achieved a ground pressure of 20 psi through its broad track layout, enabling it to span up to 15-foot-wide trenches without excessive sinking into soft soil—a key requirement for potential Western Front operations. This weight distribution complemented the hull's low center of gravity, enhancing stability during maneuvers. The electric drive system was seamlessly integrated into the hull to transmit power directly to the tracks, minimizing mechanical complexity within the confined space.

Armament and Turret

The initial armament configuration for the TOG 2 reflected expectations of static similar to , featuring fixed mountings rather than a traversable turret. The design called for two QF 2-pounder (40 mm) anti-tank guns positioned in side sponsons, supplemented by a 3-inch in the hull front for support, along with machine guns in the sponsons for close defense. However, these sponsons were never implemented on the , as the design shifted toward greater mobility and firepower flexibility. As development progressed, the TOG 2 transitioned to a turret-based armament to address the limitations of fixed guns. The September 1940 specification emphasized a low-profile turret mounting a 2-pounder gun and a Besa machine gun, but the March 1941 prototype arrived without a functional turret, only a wooden mockup atop its unfinished hull. By summer 1941, a temporary turret was fitted with a 3-inch (76 mm) gun, which proved inadequate and was quickly replaced in subsequent modifications. The definitive armament upgrade came with the TOG 2* variant in early 1942, incorporating a purpose-built turret designed by Stothert & Pitt—originally developed for the A30 Challenger —that housed a 28-pounder using (76 mm) components and ammunition. This made the TOG 2* among the first British vehicles to mount 17-pounder-derived armament in a turret, a high-velocity capable of penetrating heavy German armor at range, though the overall project was declared obsolete by 1944 after testing four different turret configurations. The turret featured a Metadyne electric traverse system for 360-degree and provided up to +20° with depression to -10°, enabling effective engagement in varied terrain. Secondary armament consisted of a single 7.92 mm Besa machine gun mounted coaxially with the main gun for suppressive fire, alongside another Besa in the hull front to cover the vehicle's forward arc against infantry. The 28-pounder configuration supported dual roles in anti-tank engagements and close infantry support, with ammunition storage optimized for sustained operations despite the tank's experimental nature.

Powertrain and Mobility

The TOG2 employed a diesel-electric powertrain derived from the earlier TOG1 prototype, emphasizing reliability over speed for anticipated trench warfare conditions. At its core was a Paxman-Ricardo 12TP V12 diesel engine with a displacement of 59 liters, delivering 600 horsepower at low revolutions. This engine drove two generators via a central gearbox, which in turn powered separate electric traction motors—one for each track—enabling precise control of differential steering. The electric transmission system incorporated final drive gears to transfer power to the tracks, a design choice that simplified maintenance but limited overall agility due to the tank's 80-ton mass. On roads, the TOG2 achieved a maximum speed of 8.5 mph, while off-road performance dropped to around 4 mph, reflecting the system's prioritization of over . Fuel was stored in tanks totaling 500 imperial gallons of diesel, providing an operational range of approximately 50 miles under typical conditions. Despite the robust , the TOG2's mobility was constrained by its sheer size and weight, resulting in high ground pressure that impaired cross-country traversal and exacerbated issues in soft . The elongated hull, measuring over 33 feet, further compounded these limitations with a wide of 50 feet, making sharp maneuvers challenging even on firm ground.

Variants and Modifications

TOG2*

The TOG2* was the sole modified variant of the British TOG2 , with the asterisk signifying substantial upgrades applied to the single built example, E1951.49. Originally completed as the base TOG2 in March 1941, it underwent iterative testing and revisions, reaching its final TOG2* configuration by 1944 following the installation of its fourth and last turret. Key modifications included replacing the original unsprung suspension with a torsion bar system in April 1943, which delivered a smoother ride and enhanced stability during mobility trials. The turret was refitted with an experimental 28-pounder —a composite featuring a 28-pounder barrel paired with a 17-pounder breech and —alongside a coaxial for secondary . Design changes also eliminated the planned side sponsons for additional s and removed the front hull , streamlining the hull layout and reducing crew exposure risks. These alterations positively impacted performance, as demonstrated by faultless trials in , where the torsion bar setup improved handling over uneven terrain without compromising the tank's 80-ton . However, the retained diesel-electric drive system persisted with inherent limitations, including sluggish and vulnerability to mechanical failures, capping maximum speed at 8.5 mph and underscoring the prototype's impracticality for frontline deployment.

Proposed Revisions

In 1943, as testing of the TOG2 prototype continued, engineers proposed a further revised variant known as the TOG2 (R) to mitigate the vehicle's excessive length and weight while enhancing its practicality for use. This unbuilt would have featured a shorter hull to reduce overall and improve the tank's profile for and maneuverability, and it incorporated a system in place of the earlier setups to provide superior cross-country performance. The TOG2 (R) remained purely conceptual, with no prototype ever produced due to resource constraints and shifting priorities. The final turret configuration for the TOG2* drew from the design of the A30 Challenger cruiser tank. However, all such proposals were abandoned by 1944, as British armored doctrine pivoted toward lighter, more deployable medium tanks like the Cromwell and , rendering super-heavy designs obsolete in light of evolving warfare tactics and logistical demands.

Preservation and Legacy

Museum Display

Following the cancellation of the TOG2 project in 1944, the sole prototype was preserved and transferred to in Bovington, , arriving in the . For many years, it remained stored outdoors at the museum, exposed to the elements, which contributed to its deterioration and non-operational state. In the late , the TOG2* was moved indoors as part of the construction of a new exhibition hall, with further adjustments made around to accommodate museum expansions, requiring specialized due to its immense 80-ton weight. Restoration efforts in the 1990s focused on stabilizing the , including cosmetic work to return it to its original green livery, though its diesel-electric drive system remains non-functional owing to long-term and the challenges of its scale. Today, the TOG2* is on permanent display in the Cold War Hall at in Bovington, Dorset, , where it has been exhibited since its indoor relocation in the late . The museum provides public access through guided tours, special events, and online content, including the "Tank Chats" video series that highlights its unique design and historical context. Its massive size necessitates careful handling protocols for any repositioning, underscoring the logistical challenges of preserving such a heavy .

Historical Significance

The TOG2 prototype exemplified a profound doctrinal mismatch in British tank development during the early stages of , rooted in the expectations of a conflict resembling the static of rather than the era's emphasis on mobile operations. Formed by the Special Vehicle Development Committee—colloquially known as "The Old Gang"—under Sir Albert Stern, the design prioritized heavy armor and slow, deliberate advances to support infantry breakthroughs, reflecting persistent adherence to principles that proved inadequate against the rapid maneuvers of tactics employed by German forces. This approach highlighted significant flaws in British tank policy, including an over-reliance on outdated interwar concepts and a slow adaptation to evolving battlefield realities, which contributed to broader challenges in equipping armored units effectively during the war's initial phases. Technologically, the TOG2 left a modest but notable legacy through its innovative features, particularly the diesel-electric transmission system, which powered electric motors via generators driven by a . The TOG 2* variant's upgrade to a torsion bar suspension system—replacing the original unsprung tracks—enabled improved mobility, reaching speeds of up to 14 km/h during trials in May 1943, and represented an early adoption of this mechanism in British designs that prefigured its widespread use in post-war vehicles such as the main battle tank. These elements demonstrated forward-thinking engineering amid the project's overall obsolescence, underscoring experimental contributions to transmission and suspension technologies despite the tank's abandonment in 1944. Culturally, the TOG2 has endured as a symbol of "what if" scenarios in history, capturing public imagination through its imposing 80-ton frame and archaic design, often representing the pitfalls of pursuits. It features prominently in modern media, including the video game where players can operate a modeled version based on historical specifications, and in educational content from , such as the videos "Tank Chats #12 TOG II*" (2015) and "Why TOG II was BETTER Than You Think" (2024), which explore its quirks and reevaluate its merits. Although never entering production, the TOG2's limited direct influence stems from its non-deployment and the rapid pivot away from super-heavy designs, yet it poignantly underscores the broader shift in toward more agile medium tanks like the Cromwell and , which better aligned with WWII's demands for speed and versatility over sheer mass. This transition marked a critical evolution in British , emphasizing balanced mobility and that shaped tank philosophy and avoided the logistical burdens of oversized prototypes.
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