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The P-47 Thunderbolt underwent numerous modifications during it's operational lifetime. The P-47B was the first production model, the P-47N the last. An experimental variant, the XP-47, never saw production.

The following is a brief summary of each variant and sub-variant, with a the most notable features highlighted:

P-47B

The B-model was the first production model, the initial example completed prior to December 1941. Powered by an R-2800-21 engine, the aircraft's nose was 16.9" shorter than the C and D models. Overall length of the aircraft was 35' 4 3/16". The other notable difference was the forward slanting antenna mast was another obvious difference. Serial numbers were 41-5895 through 41-6065. Total production run was 171 aircraft.

P-47C

The firewall of the P-47B was moved forward by 8 inches, increasing the length of the -47C to 36' 1 3/16". Additionally, the antenna mast was straightened and minor modifications were made to the landing gear, brakes, supercharger, electrical system and other parts of the aircraft. Sub-variants included the C-RE (S/N 41-6067 to 41-6123, 57 built); C-1-RE (S/N 41-6066 and 41-6124 to 41-6177, total of 55 built); C-2-RE (S/N 41-6178 to 41-6305, 128 built) and C-5-Re (S/N 41-6306 to 41-6667, 362 total built)

P-47D

The D-variant was the most definitive variant of the Thunderbolt. Modifications were made to the cowling flaps, armor, oxygen system, instrument panel, exhaust ducts and other features.

Of the 15,683 Thunderbolts produced, 12,609 were D's. Over 20 sub-types were produced. The first Evansville D's were virtually unchanged from the B-model, and the P-47D-RE identical to the P-47C-2-RE, making the P47D-1-RE the first "real" D.

The RE and RA codes added to the end of the model designation signify the Farmingdale and Evansville-built aircraft., respectively. Details of the various D-Model sub-types and production numbers are summarized as follows"

Essentially a manufacturing sample built at Evansville. Though equipped with the R-2800-21 engine, and the new antenna mast, it was identical to the P-47B. S/N 42-22250 to 42-22253, only 4 built.

D-RE

Unchanged from the Evansville produced C-2. S/N 42-22254 to 42-22363, 110 built.

D-1-RE

The first true D model. Powered by the R-2800-21. S/N 42-7856 to 42-7957, 105 built.

D-2-RE

The only modification from the D-1 was the removal of the turbocharger shroud. S/N 42-7958 to 42-8402, 445 built.

D-2-RA

Evansville produce D-1. S/N 42-22364 to 42-22563, 200 built.

D-3-RA

Slight modifications to the fuel and oxygen systems of the D-2RA . S/N 42-22564 to 42-22663, 100 built.

D-4-RA

Water injection added to the D-3RA. S/N 42-22664 to 42-22863, 200 built.

D-5-RE

The D-2's exhaust turbocharger was replaced with the GE C-21 and modifications were made to the fuel and oxygen system. A water pump was added as part of the new water injection system. A bomb/drop tank was added under the fuselage. S/N 42-8403 to 42-8702, 300 built.

D-6-RE

Modifications made to the electrical system of the D-5-RE. S/N 42-74615 to 42-74964, 350 built.

D-10-RE

The engine was changed to a R-2800-63, with the built in water injection system. The turbocharger was changed to the GE C-23. Other modifications were made toe the the turbo cooler, hydraulic system, flaps and gun feed mechanisms. S/N 42-74965 to 42-75214, 250 built.

D-11-RE

The D-10 was modified for automatic activation of the water injection system via the throttle lever. S/N 42-75215 to 42-75614, 400 built.

D-11-RA

The Evansville version of the D-11. Gun camera overrun was also made adjustable. S/N 42-22864 to 42-23113, 250 built.

D-15-RE

The first "attack" version of the Thunderbolt. Bomb/drop tank racks were added under the wings. Pylons wee also retrofitted to D-1's to D-11's. Modifications to the fuels system and canopy (jettisonable) were also added. S/N 42-75615 to 42-75864, 496 built.

D-15-RA

Evansville version of the D-15. S/N 42-23143 to 42-23299, 157 built. Tow of these aircraft were later converted to XP-47H's.

D-16-RE

Modification to allow the D-15 to use 100/150 grade fuel. S/N 42-75865 to 42-76118, 254 built.

D-16-RA

Evansville version of the same. S/N 42-23114 to 42-23142, 29 built.

D-20-RE

Powered by an R-2800-59, an engine identical to the R-2800-63 except for the GE built ignition system. In addition, the tail gear strut was lengthened and modifications made to the pylons, radios, water injections system and heater S/N 42-76365 to 42-76614 and 42-25274 to 42-25322 300 built.

D-20-RA

Evansville version of the same. S/N 42-25254 to 42-25440, 187 built.

D-21-RE

The D-20 water injection system was modified to allow activation by the throttle control. S/N 42-25323 to 42-25538, 216 built.

D-21-RA

Evansville version of the same. S/N 42-25254 to 42-25440, 187 built.

D-22-RE

The D-21 propeller was replaced with the Hamilton Standard Hydromatic 24E50-65, and the turbocharger with a GE A-23. This was the last "razorback" to come out of Farmingdale. S/N 42-25539 to 42-26388, 850 built.

D-23-RA

The D-21's propeller was replaced with the Curtiss Electric C542S, a shorter but wider-bladed version of the original Curtiss propeller. Carburetor heater eliminated starting with S/N42-27559. The final razorback version produced by Republic. S/N 43-25665 to 43-25753 and 442-27389 to 42-28188, 889 built.

D-25-RE

The canopy was converted to the improved visibility "bubble top" type with a power open and close. The entire rear spine of the fuselage was redesigned to accommodate the new canopy. The propeller was changed to the Hamilton Standard 25E-50. Other changes included modifications to the cockpit layout, and addition of two oxygen bottles in the back half of the fuselage. Fuel was now boosted and water tank capacity increased . S/N 42-26389 to 43-26773, 385 built.

D-26-RA

Evansville's first "bubble top". It used the Curtiss Electric C542S or C642S propeller. S/N 42-28189 to 42-28438, 250 built.

D-27-RE

Modifications were made to the D-25's water injection system, engine starter motor and drop tank control system. S/N 42-26774 to 42-27388, 615 built.

D-28-RE

Modifications to the D-27 included replacing the propeller with the Curtiss Electric C542S-A114 or C642S as well as changes to the cockpit and radios. S/N 44-19558 to 44-20307, 750 built.

D-28-RA

Evansville version of the same. S/N 42-28439 to 42-29466, 1,028 built.

D-30-RE

Dive brakes were added to the wings of the D-28. Minor changes were made to the instrument panel, canopy, hydraulic system, pylons and gun camera. S/N 44-20308 to 44-21107, 800 built.

D-30-RA

Evansville version of the same. Dorsal fin was added to the rear fuselage during the production run. Many Farmingdale D-30's had the fin added in the field. S/N 44-32668 to 44-33867 and 44-89684 to 44-90283, 1800 built.

D-40-RA

The last version of the "D". It was essentially unchanged from the D-30 thought th dorsal fin became standard and the gunsight was upgraded to the gyroscopic K-14. S/N 44-90284 to 44-90483 and 45-49090 to 45-49554, 665 built.

P-47M

A straight fighter version of the Thunderbolt, based on the D-27 to D-30 series, was developed to address the threat posed by Germany's V-1. It was powered by a R-2800-57 (2800 (!) hp with water injection), allowing the P-47 to reach an astonishing 475 mph at 32,000 feet. A few examples reached the 56th fighter group in early 1945, but the fighter had little opportunity at this stage of the war to demonstrate it's abilities. S/N 44-21108 to 44-21237, 130 built

P-47N

The P-47N was the long-range of the Thunderbolt and was designed specifically for the Pacific theatre. It was powered by the same R-2800-57 engine as the P-47M. The fuselage was essentially unchanged from the D-series. The wing, however, was completely re-designed. it was lengthened by 18", the wingtips "squared" and 4 self sealing fuel tanks were added to each side. Larger and heavier tires were added as well as changes to the configuration of the cockpit.

The N version was able to carry 1,256 gallons of fuel on board (556 in the aircraft and another 700 in drop tanks), giving it a range of 2,000 miles. Though some N's did reach the 318th FG of the 7th AF in the spring of 1945, they had little opportunity to demonstrate their prowess before Japan's capitulation.

Orders for the new type were cut drastically after the end of hostilities but 1,816 examples of the N and its sub-types were completed. Like the P-51, most served stateside in Air national Guard units

N-1-RE

The first production N-Model. The propeller was the Curtiss C642S-B-40. S/N 44-87784 to 44-88333, 550 built.

N-1-RE

The first production N-Model. The propeller was the Curtiss C642S-B-40. S/N 44-87784 to 44-88333, 550 built.

N-1-RE

The first production N-Model. The propeller was the Curtiss C642S-B-40. S/N 44-87784 to 44-88333, 550 built.

N-5-RE

Numerous modifications including new radio gear, "zerprail" rocket launchers, AN/AP-13 rear warning radar, GE C-1 autopilot, catapult launching hardware, a GE ignitions system and homing radar. S/N 44-88334 to 44-88883, 550 built.

N-15-RE

Major modifications over the N-5 included the new R-2800-73 engine (2,800 hp) and the installation of B-10 bomb racks. S/N 44-88884 to 44-89083, 200 built.

N-20-RE

N-20-RA

The only Evansville produced N version. Minor modifications were made to the cockpit of the N-20-RE. S/N 45-49975 to 45-50123, 149 built.

N-25-RE

The last production N-Model and Thunderbolt. Engines included the R-2800-73, -78 and -81. Modifications were also made to the engine mounts, turbocharger, cockpit layout, ailerons, flaps and other areas. S/N 44-89284 to 44-89450, 167 built.

Other Variants

In addition to these types and sub-types, various experimental versions of the Thunderbolt were also tested. These included the XP-47E, XP-47F, XP-47H, XP-47J, XP-47K, XP-47L and the second generation XP-72. Furthermore, Curtiss Electric, known mostly for its Thunderbolt propellers and the P-40, also carried out some production as the P-47G series. They built 20 P-47-G-CU (identical to the C-1-RE), 60 G-5-CU (identical to the D-1-RE), 80 G-10-CU (identical to the D-10-RE) for a total of 354 aircraft.