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Mark V tank
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Mark V tank
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The British Mark V tank[a] was an upgraded version of the Mark IV tank.

Key Information

The tank was improved in several aspects over the Mark IV, chiefly the new steering system, transmission and 150 bhp engine, but it fell short in other areas, particularly its insufficient ventilation, leading to carbon monoxide poisoning for the crew.[5] Various versions were fitted with a variety of armament including 6-pounder guns and machine guns.

It was first deployed in July 1918 on the Western Front at the Battle of Hamel; then at the Battle of Amiens, and on the Hindenburg Line during the closing months of World War I.

During the Allied intervention in the Russian Civil War on the White Russian side, four Mark Vs were delivered to Arkhangelsk, four to Tallinn, Estonia,[6] and around 70 were delivered to Novorossiysk in southern Russia. The survivors were captured and used by the Red Army.[7]

There were two main further variants, the lengthened Mark V* and a few Mark V**s with a more powerful engine and wider tracks. A planned Mark V*** was never built. There are eleven surviving Mark V tanks. The Mark VIII tank was an enlarged Mark V with greater power: only those with the Liberty engine saw post-war service in the US. A further unarmed development was the Mark IX tank, one of the first armoured personnel carriers, which saw limited use in Britain after the war.

In general the Mark V was successful, especially given its limited service history, and somewhat primitive design dating back to 1915.

History

[edit]

The Mark V was, at first, intended to be a completely new design of tank, of which a wooden mock-up had been completed; however, when the new engine and transmission originally planned for the Mark IV became available in December 1917, the first, more advanced Mark V design was abandoned to avoid disrupting production.[7] The designation "Mark V" was switched to an improved version of the Mark IV, equipped with the new systems. The original design of the Mark IV was to have been a large improvement on the Mark III, but had been scaled back due to technical delays. The Mark V thus turned out very similar to the original design of the Mark IV – i.e. a greatly modified Mark III.[1]

Production of the Mark V started at Metropolitan Carriage & Wagon at the end of 1917; the first tanks arrived in France in May 1918. Four hundred were built, 200 Males and Females; the "Males" armed with 6-pounder (57 mm) guns and machine guns, the "Females" with machine guns only. Several were converted to Hermaphrodites (sometimes known as "Mark V Composite") by fitting one male and one female sponson. This measure was intended to ensure that female tanks would not be outgunned when faced with captured British male tanks in German use, or the Germans' own A7V.[1]

The Mark V was to be followed by the more advanced Tank Mark VI, but this was abandoned in December 1917, to ensure sufficient production by British, American, and French factories of the Tank Mark VIII for a planned 1919 offensive. However, the war ended in November 1918, and few Mark VIIIs would be built (most of those completed in Britain were immediately scrapped).[8] After the war, most of the British Army's tank units were disbanded, leaving five tank battalions equipped with either the Mark V or the Medium Mark C. The British Army's interest shifted more to lighter, faster tanks, and the Mark V was partially replaced by the Vickers Medium Mark I during the mid-1920s. The Vickers A1E1 Independent reached prototype stage in 1926, but it was abandoned for lack of funds. The remaining Mark Vs appear to have been replaced by medium tanks by the end of the decade.[9]

Modifications

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The huge differential gear at the rear of a Mark IV tank
Diagram of the Wilson epicyclic transmission

In early 1917, some British tanks were tested with various experimental powerplant and transmissions ordered by Albert Stern. These included petrol-electric schemes, hydraulic systems, a multiple clutch system, and an epicyclic gearbox designed by Major W. G. Wilson. Though the petrol-electrics had advantages, Wilson's design was capable of production and was selected for use in future tanks.[5]

The use of Wilson's epicyclic steering gear in the Mark V meant that the driver could control all aspects of the transmission: three extra crew members had been required in previous versions of the tank, two gearsmen to change low and high gears on either side of the tank, and the commander who operated the brakes and skid steering.[8] There was much more space at the rear after the removal of the massive differential gear (originally designed for the Daimler-Foster agricultural tractor) fitted to all the earlier tanks. On the roof towards the rear of the tank, behind the engine, was a second raised cabin, with hinged sides that allowed the crew to attach the unditching beam without exiting the vehicle. An additional machine-gun mount was fitted at the rear of the hull.[5][10]

The Mark V had a new, more powerful six cylinder engine (also ordered by Stern) designed by Harry Ricardo, displacing 19 litres and developing 150 bhp (110 kW).[11] According to J. F. C. Fuller, the Ricardo engine was of a "somewhat unorthodox design", but it was highly efficient and, with proper care and attention, gave very little trouble.[8] This 'unorthodox' description related to Ricardo's use of crosshead pistons which separated the lubricating oil from the heat of combustion, with the crosshead and gudgeon pin running in its own separate guide.[12][13] The engine used conventional poppet valves, unlike the Daimler sleeve valve engines used in the previous tanks; because very few men or officers had any experience of adjusting valve mechanisms, extra instruction was needed for tank personnel.[8] The Ricardo engine could have been considerably more powerful, but its design was restricted by two considerations. Firstly, it needed to fit in the exact same footprint as the original Daimler 105 hp engine in the older tanks Marks I–IV, resulting in a taller engine; secondly, Wilson had advised Ricardo that the proposed 200 bhp (150 kW) would place too much strain on the transmission, and it was limited to 150 bhp.[12]

Operating issues

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The Ricardo engine was still in the centre of the crew compartment which led to miserable crew conditions from its heat output.[5] The noise also interfered with crew communication.[14]

The ventilation was the area in which the Mark V suffered its largest weakness. The previous Marks I–IV drew cooling air from inside the tank, through the radiator, and then expelled the air through a vent, which provided a constant supply of moving air for the crew. In contrast, the Mark V drew air from outside the tank, across the radiator, and then expelled the air though a vent, which left the air inside the crew compartment stagnant.[5] The only ventilation for the crew compartment, other than the driver and gunner view-ports, located on all sides of the tank, was a roof-mounted Keith fan.[8][15] This fan was inadequate for maintaining a stable supply of clean air for the crew of a Mark V; exhaust and gun-smoke were trapped with the crew, which caused many crewmen to grow ill and, in the most extreme cases, was enough to render them unconscious; either way the crew was practically unfit for combat within a few hours.

An extra sliding shutter was later fitted which drew foul air out of the fighting compartment, which is thought to have made some improvement.[16]

Variants

[edit]

Mark V*

[edit]
A British Mark V* tank—on the roof the tank carries an "unditching beam" on rails, that could be attached to the tracks and used to extricate the vehicle from difficult muddy trenches and shell craters

In an attempt to stop the tank threat, the German Army began digging wider trenches that made it difficult for tanks to cross. For example, trenches in the Hindenburg Line were widened to 11 or 12 feet (3.4 or 3.7 m), which was more than the British tanks' 10 feet (3.0 m) trench-crossing ability. To counter this, Sir William Tritton developed the 'tadpole tail', an extension of the track horns to be fitted to the back of a Mark IV tank, which lengthened the tank by about 9 feet (2.7 m).[17] Although 300 sets of tails were sent to France in the spring of 1918, they were never fitted, and the design was never used in combat.[18]

This in turn caused Major Philip Johnson of the Central Tank Corps Workshops to devise a plan of his own in early 1918. He cut a Mark IV in half and inserted three extra panels, lengthening the entire hull by six feet. Three vehicles were modified in this way. (It was believed for a long time that most Mark V*[b] had been field conversions made by Johnson. They were in fact all new, factory-built to a new design).[19] The Mark V* had a reshaped rear cupola incorporating 2 extra machine-gun mounts, a door in each side of the hull, with an extra machine-gun mount on each. This tank weighed 33 tons.

The extra space also allowed up to fourteen men to be carried in addition to the standard crew: the 1st Battalion Royal Tank Regiment claimed that it was possible to squeeze in 2 Lewis guns with crews of two; 2 Vickers guns each with a four-man crew; plus an infantry scout and an officer. However, they tended to succumb to the fume-filled atmosphere as described above.[20]

The total orders for the Mark V* were 500 Males and 200 Females, 579 had been built by the Armistice – the order was completed by Metropolitan Carriage in March 1919.[21] Shortly before the end of the War, Britain supplied France with 100 Mk V* (80 males and 20 females). They were not used in action, but remained in French service throughout the 1920s. Retired from active service in 1930, they were kept in storage to have heavy tanks to discard in case the Conference for the Reduction and Limitation of Armaments requested it.[22]

Mark V**

[edit]
A British Mark V** tank

Because the Mark V* had been lengthened, its original length-width ratio had been spoiled. Lateral forces in a turn now became unacceptably high causing thrown tracks and an enormous turning circle. Therefore, Major Wilson redesigned the track in May 1918, with a stronger curve to the lower run reducing ground contact (but increasing ground pressure as a trade-off) and the tracks were widened to 26.5 in (67 cm). The Mark V engine was bored out to give 225 hp (168 kW) and sat further back in the hull. The cabin for the driver was combined with the commander's cabin; there now was a separate machine gun position in the back. Of a revised order for 700 tanks (150 Females and 550 Males) only 25 were built and only one of those by the end of 1918.[21]

Mark V***

[edit]

See: Mark X.

Combat history

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World War I (Western Front)

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A Mark V tank at Lamotte-en-Santerre, 8 August 1918, leaving for an attack during the Battle of Amiens.

The Mk V made its combat debut during the Battle of Hamel on 4 July 1918. Sixty Mark Vs successfully supported Australian troops in an action that repaired the Australians' confidence in tanks, which had been badly damaged at Bullecourt.[23] Thereafter Mk Vs were used in eight major actions before the end of the war.

During the Battle of Amiens in August 1918, 288 Mark V tanks, along with the new Whippet and Mk V*, penetrated the German lines in a foretaste of modern armoured warfare, and signalled the end of trench warfare.

The American 301st Heavy Tank Battalion was equipped with 19 Mark V and 21 Mark V* tanks in their first heavy tank action against the Hindenburg Line on 27 September 1918. Of the 21 Mark V* tanks, 9 were hit by artillery rounds (one totally destroyed), 2 hit British mines, 5 had mechanical problems, and 2 ditched in trenches. The battalion, however, did reach its objective.

Russian Civil War

[edit]

Approximately 70 Mark V tanks supplied by Great Britain to the White Russian Army and subsequently captured by the Red Army in the course of the Russian Civil War were used in 1921 during the Red Army invasion of Georgia and contributed to the Soviet victory in the battle for Tbilisi.[24] In the north, four Mark Vs had been delivered to White Russian forces in Arkhangelsk in 1919, and four to Tallinn, Estonia along with two Renault FTs.[6]

World War II

[edit]

In the defence of Tallinn by the Red Army against German forces in August 1941, the four Mk Vs previously operated by Estonia were planned to be used as dug-in fortifications. It is not known whether this plan was carried out in battle. It is believed that they were subsequently scrapped.[25]

In 1945, Allied troops came across two badly damaged Mk V tanks in Berlin. Photographic evidence indicates that these were survivors of the Russian Civil War and had previously been displayed as a monument in Smolensk, Russia, before being brought to Berlin after the German invasion of the Soviet Union in 1941.[1] Accounts of their active involvement in the Battle of Berlin have not been verified.[2]

Surviving vehicles

[edit]

Eleven Mark V tanks survived. The majority are in Russia or Ukraine and are survivors of the tanks sent there to aid the White forces during the Russian Civil War.

  • The Tank Museum, Bovington displays a Mark V Male, Number 9199. It was in action at the Battle of Amiens where its commander – Lt. HA Whittenbury – was awarded the Military Cross. It was subsequently damaged by artillery at Bellicourt in September 1918, during the Hundred Days Offensive. It has been at Bovington since 1925, and was used for demonstrations and filming.[26] While this tank is maintained in running condition, the Bovington museum had made the decision to not run it again, because of the wear and tear that would be inflicted on the now-fragile, historic vehicle.[27]
The driving and forward gunner position of Ol'Faithful
  • A heavily restored Mark V Male, Devil, survives at the London Imperial War Museum. The right sponson was removed to allow a view of the tank's interior, but in the museum's 2013 - 2014 refit the vehicle was resited in such a way that the interior is no longer visible to the public.[28]
  • A Mark V Composite is at the Kubinka Tank Museum, Russia.
  • A Mark V Female serves as memorial in Arkhangelsk. This was originally used by British forces during the Allied Intervention in the Russian Civil War.
  • Two preserved Mark Vs, both Composites, form part of an outdoor memorial at Luhansk in Ukraine. Two more are in storage.
  • A Mark V Composite is at the M. F. Sumtsov Kharkiv Historical Museum, Ukraine.
  • A Mark V* Male, Number 9591, has been part of the U.S. Army Armor and Cavalry Collection at Fort Moore, Georgia since 2010. Issued to Company A, US 301st Heavy Tank Battalion and hit by a 57 mm (2.2 in) shell round on 27 September 1918 during the attack against the Hindenburg Line, it was repaired and sent back to the United States. It is the only surviving example of the Mark V*.
  • A Mark V** Female: Ol'Faithful, is also preserved at Bovington. It never saw action during the war, but post–war was fitted with hydraulic lifting gear so it could carry and deploy portable bridges, and carry out other engineering tasks. During World War II, it was used as a ballast weight to test Bailey bridges.[29]
[edit]
  • Mark V at the Tank Museum, Bovington. With vertical white-red-white British recognition stripes, still in use up to early part of World War II
    Mark V at the Tank Museum, Bovington. With vertical white-red-white British recognition stripes, still in use up to early part of World War II
  • Imperial War Museum, London (2006)
    Imperial War Museum, London (2006)
  • Mark V Composite tank in Kharkiv, Ukraine.
    Mark V Composite tank in Kharkiv, Ukraine.
  • Mark V tank in Arkhangelsk, captured by the Red Army from the Whites.
    Mark V tank in Arkhangelsk, captured by the Red Army from the Whites.

See also

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Notes

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References

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Mark V tank

View on Grokipedia
from Grokipedia
The Mark V tank was a British developed during as the final evolution of the rhomboidal "lozenge" design that characterized early British armored vehicles, featuring improved single-man controls, a more powerful engine, and enhanced crew survivability measures. Introduced in mid-1918 and produced in approximately 400 units (200 and 200 variants), it weighed 29 tons, measured 26 feet 5 inches in length, and was armed with either two 6-pounder guns and four machine guns () or six machine guns (), protected by up to 16 mm of armor plating. Although introduced in 1918, only a small number saw action before the war's end in November 1918. The Mark V was the final development in the series of British heavy tanks, featuring major improvements including a new transmission designed by Major Walter Gordon Wilson and a more powerful 150 horsepower six-cylinder , epicyclic steering for simplified operation by one driver instead of four, and a rear cab for signaling and additional armament, allowing it to reach speeds of up to 5 miles per hour on roads and cross trenches up to 10 feet wide. It required an eight-man crew and had an operational range of about 45 miles, making it a more reliable and maneuverable platform for breaking through entrenched positions compared to earlier models. The tank first saw combat at the on July 4, 1918, where 60 units supported Australian forces, and played a pivotal role in the Battle of Amiens on August 8, 1918, contributing to the Allied "Black Day" for the by advancing up to 8 miles in a single day. It also participated in the final British offensives, including the assault on the in September 1918, where American units operating Mark Vs suffered heavy losses against anti-tank defenses. Post-war, surplus Mark Vs were supplied to , , and , with some remaining in service until the late , while variants like the lengthened Mark V* (645 built) and the widened Mark V** (25 built) addressed limitations in trench-crossing and mobility for evolving battlefield conditions.

Development and Production

Historical Context

The development of the Mark V tank emerged from the efforts of the Landships Committee, established in early 1915 by , the , to create armored vehicles capable of breaking the deadlock of on the Western Front. This committee, comprising military officers, engineers, and industrialists, addressed the severe limitations of earlier British tanks, such as the Mark I through Mark IV, which suffered from mechanical unreliability, vulnerability to mud and , and insufficient speed to exploit breakthroughs in fortified lines. These shortcomings were evident from the tanks' debut at the Battle of Flers-Courcelette in September 1916, where only a fraction of deployed machines functioned effectively, underscoring the need for more robust designs to support infantry advances across no-man's-land. A pivotal event highlighting these deficiencies was the Battle of Cambrai in November 1917, the first major offensive employing massed tanks, with 476 spearheading the British Third Army's assault. While initial advances captured up to five miles of territory, over half the tanks became inoperable by the end of the first day due to mechanical breakdowns and slow mobility, which prevented sustained momentum against German counterattacks. The battle's mixed results—significant early gains followed by retreat—demonstrated the potential of tanks but emphasized the urgent requirement for enhanced reliability and speed to maintain operational tempo in prolonged engagements. Amid these tactical lessons, broader strategic pressures in drove accelerated tank production, as Britain grappled with resource shortages in raw materials and manpower exacerbated by the ongoing blockade of Germany and the demands of . The entry of the into the war in April 1917 provided a crucial influx of industrial capacity and supplies, bolstering Allied efforts and enabling Britain to prioritize innovative armored vehicles to counter German defenses before American forces fully mobilized. In response, the in mid-1917 requested specifications for an upgraded , focusing on a more powerful engine and improved transmission to rectify the propulsion and steering issues that plagued predecessors like the Mark IV. These directives, issued to designers such as , aimed to produce a vehicle that could operate more independently and effectively in the evolving conditions of late-war offensives.

Design Evolution

The design of the Mark V tank was led by Sir , managing director of in Lincoln, in collaboration with Major Walter Gordon Wilson, who contributed key mechanical innovations during the vehicle's development phase in 1917-1918. Tritton oversaw the overall engineering at Foster's, drawing on prior experience with earlier Mark series prototypes, while Wilson's expertise focused on transmission systems to address reliability issues in predecessor models. A major advancement was the adoption of a new Ricardo six-cylinder petrol engine, designed by engineer and producing 150 horsepower at 1,250 rpm, which improved the compared to the 105-horsepower engines in prior Marks and enhanced overall mobility without altering the hull dimensions. Complementing this, Wilson's epicyclic gearbox was integrated, enabling precise steering and control by a single driver rather than the two required in earlier designs, thus simplifying operation and reducing crew workload during maneuvers. The Mark V marked a shift from the strict (gun-armed) and (machine-gun-armed) configurations of previous models toward more versatile "" variants, where one sponson housed a 6-pounder gun and the other machine guns, achieved by retrofitting existing hulls in to balance firepower without dedicated subtypes. This standardization aimed to streamline production and deployment flexibility amid evolving tactical needs. Testing commenced in early following the first prototype's completion in , with trials at the experimental ground in focusing on integration refinements, including the unditching beam's attachment mechanism via internal roof rails that allowed crew to deploy the beam without exiting the vehicle. These phases validated the engine's reliability and the gearbox's performance under load, leading to minor adjustments for beam stability before full-scale production.

Manufacturing Details

Production of the Mark V tank began in early at the Metropolitan Carriage and Wagon Company in Birmingham, , following an order for 400 units to equip British forces during the final stages of . This manufacturer was selected for its capacity to scale up assembly of the heavy tanks, incorporating design innovations such as the Wilson epicyclic gearbox that simplified crew operations compared to earlier models. In total, 200 Mark V tanks were completed in male configuration (armed with 6-pounder guns) and 200 in female configuration (machine-gun armed). The 150 horsepower six-cylinder engine represented a key upgrade, but its production faced delays starting from summer , as light alloy components were prioritized for the aircraft industry amid wartime resource strains. Steel allocation issues further complicated the , with competing demands from naval and other programs limiting availability for tank armor plating. The first complete Mark V units reached France in May 1918, enabling rapid integration into Tank Corps battalions for the Hundred Days Offensive. U.S. involvement came through the American Expeditionary Forces, which received and trained on a number of Mark V and Mark V* tanks supplied by Britain, bolstering Allied armored capabilities in the closing months of the war.

Design and Technical Features

Structure and Mobility

The Mark V tank employed a rhomboidal design, characteristic of British heavy tanks from the era, which facilitated superior obstacle and trench-crossing performance by allowing the front and rear horns to span gaps up to approximately . This all-riveted structure supported armor plating that ranged from 8 mm thick on the roof and underbelly to 14 mm on the frontal and side sections, providing protection against small-arms fire and shrapnel while keeping the overall vehicle weight at around 29 tons. Propulsion was provided by a 19-liter inline-six Ricardo petrol engine producing 150 horsepower at 1,250 rpm, a significant upgrade from the 105-horsepower Daimler units in earlier models, enabling improved power-to-weight ratios of about 5.2 hp per ton. This engine was mated to a Wilson epicyclic gearbox with four forward gears and one reverse, incorporating reaction brakes that permitted one-man operation for steering and gear changes—a key advancement that simplified control compared to the multi-crew requirements of the Mark IV's secondary transmission. The track system featured continuous bands with hardened- links and pins, spanning 26 feet 5 inches in , which offered better durability and tension adjustment over the Mark IV's setup, contributing to enhanced performance on uneven terrain. Ground clearance measured 1.55 feet, supporting a top speed of 4.6 mph (7.4 km/h) on roads and an operational range of 45 miles, though off-road mobility remained limited by the unsprung axle suspension that transmitted shocks directly to the hull. These refinements in the and tracks allowed the Mark V to maintain momentum while turning without halting, unlike its predecessor.

Armament and Defensive Systems

The Mark V tank was produced in two primary variants distinguished by their armament configurations: types. The variant featured two 6-pounder (57 mm) QF Hotchkiss 8 cwt guns mounted in side sponsons, providing the primary offensive capability against fortifications and armored targets, supplemented by four .303-inch Hotchkiss machine guns positioned in the sponsons and forward hull for anti- support. The female variant, designed for enhanced infantry suppression without heavy ordnance, was equipped with six .303-inch Hotchkiss machine guns, emphasizing volume of fire over penetration. Armor protection on the Mark V consisted of riveted mild steel plates, with maximum thickness reaching 14 mm on the frontal sections to deflect small-arms fire and shrapnel, though it remained susceptible to penetration by or anti-tank rounds. This construction offered basic ballistic resistance suitable for the era's threats but highlighted the tank's vulnerability to upgraded enemy countermeasures. Defensive systems included an unditching beam stored on roof rails, which could be drawn under the tracks via chains to provide traction in soft or trenches, a feature refined from earlier marks for quicker deployment. Additionally, the rear cab incorporated a machine-gun mount with observation slits, enabling fire to the rear against flanking threats.

Crew Accommodations and Controls

The Mark V tank accommodated a crew of eight, consisting of a , a , four gunners, and two gearmen, a reduction from the operational demands of earlier marks like the Mark IV, where and gear management typically required additional personnel. This configuration allowed for more efficient division of labor, with the overseeing tactics and communications, the handling mobility, the gunners operating the armament, and the gearmen assisting with mechanical adjustments during engagements. The interior layout was notoriously cramped, with crew members positioned in a confined fighting compartment separated from the forward-mounted engine by a bulkhead, exacerbating buildup and exposure to engine that could reach deafening levels during operation. Ventilation was provided through a Keith fan system that exhausted hot, fume-laden air via roof-mounted ducts and louvres, though this often proved inadequate, forcing crews to use respirators against petrol vapors and intense temperatures that could exceed 50°C (122°F) in combat. Access was facilitated by rear hatches and roof openings, but the overall environment remained harsh, with limited space for movement or rest between actions. Controls were centralized for the driver, who utilized epicyclic gears—a innovation by W.G. Wilson—for directional steering, eliminating the need for the two-man team required in prior models to independently manage each track's speed. The driver operated hand levers to engage the epicyclic system for turns by varying track speeds, supplemented by a foot , , and primary gearbox for forward, reverse, and braking maneuvers, enabling precise control even over rough terrain. This simplified setup contributed to faster training adaptations in , allowing new crews, such as those of the 8th Battalion Tank Corps at Humieres, to achieve operational readiness in weeks rather than months.

Operational Aspects

Performance Advantages

The Mark V tank represented a significant advancement in reliability over its predecessors, particularly through the adoption of a new Wilson epicyclic gearbox and a 150 hp engine, which addressed the frequent mechanical failures plaguing earlier models like the Mark IV. These changes enabled more consistent operation in the field, with all Mark V tanks successfully reaching their assembly points during the in July 1918, a feat not achieved by prior variants that often suffered en route breakdowns. In terms of mobility, the Mark V achieved a top speed of 4.6 mph and an operational range of 45 miles, surpassing the Mark IV's 3.6 mph and 35 miles, respectively, which provided greater tactical flexibility for infantry support and sustained advances across the Western Front. The enhanced power output and transmission efficiency allowed the tank to maintain higher average speeds over varied terrain, reducing vulnerability during repositioning. A key innovation was the one-man steering system, utilizing epicyclic gears and reaction brakes that permitted the driver to control direction simply by manipulating a single lever while in motion, eliminating the need for the four-person team required on the Mark IV. This not only simplified maneuvers in combat but also freed up crew members for other duties, contributing to overall operational efficiency. The Mark V's to obstacles was improved through refined track and an integrated unditching beam system, with rear cab access allowing crews to attach the beam internally for quicker recovery from trenches or soft ground, a process that exposed Mark IV operators to enemy fire when done externally. These features enhanced the tank's resilience in shell-cratered landscapes, enabling it to surmount barriers up to 5 feet wide more reliably than earlier rhomboidal tanks.

Engineering Challenges

The Mark V tank's 19-liter straight-six engine, while providing 150 horsepower, was prone to overheating in hot climatic conditions, exacerbating internal temperatures that reached intolerable levels for the crew and limiting sustained operations to short bursts despite a capacity of approximately 450 liters, which theoretically allowed for up to 10 hours of runtime on rugged terrain. This overheating was compounded by the engine's placement within the fighting compartment, where inadequate ventilation allowed heat buildup to impair crew performance, though partial mitigation came from a redesigned system that drew external air through ducting but often expelled fumes into the crew area. The gearbox, an advanced Wilson epicyclic design with four forward and one reverse gear, represented a significant improvement over prior models by enabling single-man operation without halting to steer, though its inherent complexity required precise maintenance. In muddy or trench-filled terrain, the Mark V's tracks were vulnerable to shedding or slipping, particularly when the 29-ton vehicle encountered soft ground where the 53 cm-wide tracks lost traction and disengaged from the sprockets, stranding the tank in shell craters or ditches. This issue was partially addressed through the incorporation of an unditching beam—a heavy wooden or girder carried on rails and attachable to the tracks via chains—which, when dragged beneath the hull, provided additional grip to extricate the vehicle; on the Mark V, this could be done from inside without exposing the crew. The tank's noise and exhaust problems further compounded crew endurance, as the Ricardo engine's roar—often exceeding levels that drowned out verbal communication—combined with toxic carbon monoxide fumes from the exhaust manifold to cause fatigue, headaches, and reduced efficiency during prolonged engagements, with internal conditions described as "unbearable" and contributing to higher rates of crew incapacitation. Efforts to alleviate this included adding adjustable shutters to the air intake ducting to redirect through the compartment and dilute gases, but these measures offered only marginal relief, as the open engine layout continued to permeate the space with heat and pollutants.

Variants and Modifications

Mark V*

The Mark V* was an elongated variant of the British Mark V heavy tank, developed to enhance its utility in tasks by improving its ability to span wider trenches and transport specialized . Its primary purpose was to carry fascines—bundles of wood used for filling ditches—or bridging materials across the expansive of the , leveraging an extended that measured 32 feet 5 inches (9.89 m) in length, compared to the standard Mark V's 26 feet 5 inches (8.06 m). This modification, achieved by inserting additional armored panels behind the sponson boxes, increased the overall weight to approximately 33 tons, though it compromised some maneuverability while boosting trench-crossing capacity to up to 14 feet (4.3 m). Production of the Mark V* began in mid-1918 at the Metropolitan Carriage, Wagon & Finance Company in Birmingham, , with a total of 579 units completed by the , including both and configurations (500 male and 200 female ordered). These tanks entered service in late spring 1918 and were allocated to British Tank Corps units as well as supplied to U.S. forces, with 46 examples provided to the American 301st Heavy Tank Battalion for training and operational use. The Mark V* retained the core mechanical components of the standard Mark V, including the 150 horsepower petrol engine and primary armament—two 6-pounder guns and four machine guns for males, or six machine guns for females—but incorporated targeted enhancements for its specialized role. Key modifications included wider tracks measuring 26.5 inches (673 ) to mitigate increased ground pressure from the added length and weight, as well as new side doors behind the sponsons equipped with additional ball mountings for defensive coverage. A prominent addition was the rear beam rails, designed to support an unditching beam or transport extra equipment and personnel, such as up to 15 machine gunners with their or Lewis guns, facilitating rapid deployment in support operations. In deployment, the Mark V* was employed by British and U.S. forces in both combat and support capacities during major offensives, including the Battle of Amiens, where its extended frame allowed it to haul bulky loads like fascines or bridge sections across difficult terrain while participating in frontline assaults. This versatility underscored its adaptation for the evolving tactical demands of late-war Western Front operations.

Mark V**

The Mark V** was a rare variant of the British Mark V , developed in late to rectify the poor turning performance of the lengthened Mark V* by increasing the hull width by 6 inches (15 cm) for improved track contact and stability. This modification maintained the extended length of 32 ft 5 in (9.88 m) from the V*, enabling a trench-crossing ability of 14 ft (4.27 m), while the overall design prioritized enhanced battlefield mobility over armament changes. Production was limited, with only a few vehicles completed and delivered between late 1918 and early 1919, as larger orders were cancelled following the on November 11, 1918, preventing combat deployment. Features included an upgraded 225 hp Ricardo engine for better power, a top speed of 5.2 mph (8.4 kph), and design adjustments such as relocating the engine rearward to accommodate a fixed commander's turret, improved ventilation, and removal of side grilles; sponsons were retained, and basic mobility was preserved from the standard Mark V, though the widened configuration reduced the risk of track shedding during maneuvers. The engine differed from the standard Mark V's 150 hp unit but shared core Ricardo technology. Intended for crossing widened enemy trenches in planned 1919 offensives, the variant saw no wartime service due to the , with surviving examples repurposed for post-war engineering trials.

Mark V***

The Mark V*** was a proposed experimental variant of the British Mark V , conceived in 1918 as a contingency measure in the event that the joint Anglo-American Mark VIII (Liberty) tank failed to materialize. Developed by Major W.G. Wilson, the design sought to build on the established Mark V platform by incorporating enhancements to armor protection, mobility, and crew conditions, utilizing as many existing components as possible to enable swift production if required. Only a single mock-up was completed, serving as a for these advanced features, though it never advanced to full prototyping due to the . Key innovations in the Mark V*** included an optimized armor layout for superior resistance to and anti-tank fire, addressing vulnerabilities observed in operational Mark V tanks. The design also explored experimental ventilation systems to mitigate the overheating and toxic fume accumulation that plagued earlier models, potentially through redesigned air intakes and exhaust routing. Additionally, there was consideration for adapting the hull to support turret-mounted armament, offering greater flexibility in compared to the fixed sponson guns of standard variants, though this remained unimplemented. These elements aimed to refine the rhomboidal concept for post-war needs. The primary purpose of the Mark V*** was to validate ideas for future development, particularly influencing the Mark VIII's and serving as a bridge to interwar armored vehicle concepts. With the end of in November 1918, the project was immediately cancelled, and the mock-up was scrapped shortly thereafter. Despite its limited scope, the Mark V***'s emphasis on modular improvements and enhanced survivability contributed to British tank design philosophy in the , informing prototypes like the Medium Mark I and subsequent experiments.

Additional Adaptations

In 1918, several Mark V tanks underwent conversion to a "hermaphrodite" configuration, combining one male sponson equipped with two 6-pounder guns and one sponson fitted with machine guns to enhance tactical flexibility in mixed and enemy defenses. These modifications were carried out by the Central Workshops in beginning in July 1918, allowing crews to adapt to varying combat requirements without fully committing to all-gun or all-machine-gun armament. By the , the majority of standard Mark V tanks had received this upgrade, though the longer Mark V* variant saw few such changes. The Army's 301st Heavy Tank Battalion, which operated a mix of 19 Mark V and 21 Mark V* tanks during its debut action against the in September 1918, incorporated American unditching beams mounted on roof rails for self-recovery from trenches and obstacles. This adaptation enabled crews to deploy the 10-foot wooden beam from inside the vehicle using cabling, addressing the limitations of manual external attachment under fire and improving operational reliability in the fluid advances of late-war offensives. Post-production modifications addressed the Mark V's notoriously inadequate ventilation, where initial ducting prioritized engine cooling over crew comfort, leading to toxic fume accumulation. Limited enhancements included the addition of adjustable shutters to the air intake ducts, forcing circulation through the fighting compartment to mitigate heat and exhaust buildup during prolonged operations. Such were applied to select units in the field, though widespread implementation remained constrained by wartime logistics.

Combat Employment

World War I Engagements

The Mark V tank first saw combat during the on July 4, 1918, where 60 units supported Australian forces in a rapid assault, capturing the village and demonstrating coordinated tank-infantry tactics. The Mark V tank saw its first significant combat deployment during the Battle of Amiens, part of the Second , on August 8, 1918, where approximately 324 Mark V tanks among 415 total British tanks supported infantry advances by suppressing German machine-gun positions and facilitating the crossing of trenches. These tanks, operating under the 1st Tank Brigade, contributed to the British Fourth Army's push against fortified lines, demonstrating improved reliability over earlier models in prolonged engagements. In the Amiens Offensive on August 8, 1918, over 415 British tanks, including a substantial number of Mark Vs, spearheaded the assault, achieving rapid initial breakthroughs that advanced Allied lines up to 8 miles on the first day. The Mark Vs, with their enhanced maneuverability, led infantry charges by neutralizing strongpoints and wire entanglements, while supply variants ensured sustained operations amid the chaos of the offensive. This coordinated tank-infantry tactic overwhelmed German defenses, marking a turning point in mobile warfare on the Western Front. Later in September 1918, during assaults on the , the U.S. 301st employed Mark V* variants specifically designed for wider trench crossings, enabling American and British forces to breach the canal and fortified positions at St. Quentin. Equipped with 21 Mark V* tanks among its fleet, the supported the 27th Division's advance, with a few vehicles successfully navigating the 14-foot-wide obstacles to aid in capturing key objectives. Throughout these 1918 engagements, Mark V tanks endured high casualty rates primarily from German artillery fire, with direct hits accounting for the majority of losses—such as 16 tanks disabled in a single Hindenburg action—yet their survivability and firepower bolstered Allied momentum toward . Despite mechanical strains and environmental challenges, the tanks' role in these battles underscored their tactical value, leveraging design advantages like better steering to maintain formation under fire.

Post-War Conflicts

Following the Armistice of 1918, the Mark V tank saw continued employment in several post-World War I conflicts, primarily through British aid to anti-Bolshevik forces and subsequent captures by Soviet troops. During the (1919-1920), Britain supplied approximately 31 Mark V tanks among a total of around 74 tanks (including Medium Mark A Whippets) to the White Russian armies, including General Anton Denikin's forces in . By May 1919, an initial batch of six Mark Vs arrived, followed by additional deliveries. These tanks were crewed by British personnel in key operations, such as clearing railway lines near in May 1919 and supporting the assault on Tsaritsyn (now ) in June 1919, where they breached defenses and contributed to the city's capture. However, as White forces retreated, many Mark Vs—estimated at about 50 total tanks—were captured by Bolshevik forces, who incorporated them into the for further use. In the Polish-Soviet War of 1920, captured Mark V tanks provided limited support to Soviet infantry advances on the Polish front. Derived from earlier British supplies to forces and Estonian allies, these vehicles—rearmed with machine guns—were employed in a supporting role during offensives, though their mechanical unreliability and lack of spare parts restricted their effectiveness to sporadic actions. At least one Soviet-operated Mark V, originally from Estonian stocks, was knocked out during engagements that year. The Polish army itself did not receive or operate Mark Vs, relying instead on lighter French tanks for armored support. By the 1930s, most remaining Mark V tanks in British and Allied service had been demobilized and scrapped due to obsolescence, with only a few exported to Baltic states like Estonia, Latvia, and Lithuania for training and potential defense roles. In Estonia, four composite Mark Vs (from a total of six sent to the region) remained in service until Soviet occupation in 1940; Latvia operated three (two transferred from Estonia plus one purchased) by late 1919, with two still functional by 1940. Lithuania received a small number, which remained operational until 1939. During World War II, surviving Soviet-held Mark Vs saw minimal combat use, primarily as static defenses. In August 1941, four ex-Estonian Mark Vs were dug in around Tallinn during the German invasion, some fitted with 45 mm anti-tank guns or Maxim machine guns, though they played no decisive role before capture or destruction. No verified instances of Mark V employment occurred in the Winter War (1939-1940) or as active training hulks in Britain during the conflict, as most had been retired by 1931.

Preservation and Legacy

Surviving Examples

There are approximately nine known surviving examples of the Mark V tank and its close variants worldwide, comprising complete vehicles and partial remains, primarily preserved in museums, memorials, and collections. These artifacts provide invaluable insights into the tank's design and historical use, with many originating from shipments to support Allied interventions during the (1918–1922), where they were captured and repurposed by opposing forces. Preservation conditions vary, but most have undergone restoration to serve as static displays, while one remains fully operational for educational demonstrations. Notable complete Mark V examples include the Male tank serial number 9199 at in Bovington, Dorset, , which fought at the Battle of Amiens in August 1918 and was later used for training; it is one of only two running British tanks and features original markings from the 8th Battalion, Heavy Branch, . also preserves a Mark V** Female variant, known as "Ol' Faithful", which never saw combat but was used for trials. Another is the Male tank "Devil" at the in , , preserved as a static exhibit after post-war training service in the 1920s. The sole surviving Mark V* Male, serial number 9591, is held by the U.S. Army Armor and Cavalry Collection at Fort Moore (formerly Fort Benning), Georgia, ; assigned to Company A, 301st Battalion, it sustained battle damage from German anti-tank fire during the September 1918 assault on the and was repaired post-war before becoming a . It is stored indoors in unrestored condition, with visible repairs including a plugged artillery hole on the . Several survivors in and stem from Civil War-era operations, with restorations revealing hulks abandoned since the . For instance, two Mark V (composite) tanks in , (serial numbers 9186 and another unidentified), were fully refurbished in 2009 and stand as outdoor memorials, showcasing mixed armament configurations from their White Russian service. A Mark V composite is displayed at the M. F. Sumtsov Kharkiv Historical Museum in , , in static condition. In , a Mark V Female (serial number 9303) serves as a memorial in , captured by the in 1919 and recently restored to highlight its role in the North Russian intervention; another composite example is preserved indoors at the near .
LocationVariant/SerialConditionNotable Details
, Bovington, Mark V Male / 9199Operational (restored)Battle veteran; used for demonstrations
, Bovington, Mark V** Female / Unidentified ("Ol' Faithful")Static display (preserved)Used for trials; never saw combat
, , Mark V Male / "Devil" (unidentified serial)Static display (preserved)Post-war training use; one modified
U.S. Armor & Collection, Fort Moore, GA, Mark V* Male / 9591Stored (partial restoration)Combat damage visible; American-operated
Luhansk, (2 examples)Mark V Hermaphrodite / 9186 & unidentifiedStatic display (refurbished 2009)Civil War captures; outdoor memorials
Kharkiv Historical Museum, Mark V Composite / UnidentifiedStatic display veteran
Arkhangelsk Memorial, Mark V Female / 9303Static display (recently restored) capture 1919
, Mark V Composite / UnidentifiedStatic display (preserved)Indoor exhibit from Civil War
This inventory underscores the Mark V's , with preservation focused on maintaining structural and historical authenticity amid challenges like and conflict-related risks in .

Historical Impact

The Mark V tank's design innovations, particularly its adoption of the Wilson epicyclic gearbox and 150 hp engine, enabled one-man steering controls, reducing the crew's steering requirements from four to one and marking a pivotal advancement in tank operability that influenced subsequent British armored vehicles. This system allowed for smoother maneuvering without halting, a feature that carried forward into the , shaping the development of medium tanks like the Medium series, which built on the heavy tank's emphasis on crew efficiency and hull-integrated armament. The Mark V's layout also informed the Anglo-American Mark VIII Liberty tank, an enlarged derivative produced post-war with enhanced power and dimensions derived directly from the Mark V's chassis and mechanical principles. Tactically, the Mark V exemplified the evolution toward massed armored operations during the 1918 , where approximately 600 tanks, including many Mark Vs, supported infantry advances in coordinated all-arms assaults that overwhelmed German defenses and contributed to the war's Allied conclusion. These engagements at battles like demonstrated the potential of concentrated tank formations with creeping barrages, laying foundational concepts for integrated mechanized warfare that later resonated in interwar doctrines and the German tactics of 1939–1940, though the Mark V's slow speed limited its exploitation role. Culturally, the Mark V has endured as a symbol of British armored innovation in , appearing in memorials such as the Royal Tank Regiment garden at the , where a model of a Mark V bearing the 'H41' marking honors the Tank Corps' contributions. It features prominently in historical media, including documentaries and exhibitions at institutions like , reinforcing its role as an icon of early 20th-century military ingenuity and the human cost of . Modern assessments regard the Mark V as the capstone of British tank design, praised for its reliability and in 1918 but critiqued for inherent limitations like its 4.6 mph top speed and rhomboidal hull, rendering it obsolete by amid faster, turreted successors. , surplus Mark Vs were supplied to (for White forces during the ), , and , with some captured and remaining in Soviet service until the early , but rapid advancements in mobility and firepower quickly surpassed it, highlighting its transitional status in armored history.

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