Krupp Büffel L55 Truck Test from 1955: big game

Before talking about Krupp Büffel, let's get into the situation. The Krupp company, based in Essen, began its activity in 1811 with the production of steel. On the front of this truck you can see the brand symbol, formed by three intertwined rings. These rings refer to the patent that Krupp registered in 1852, referring to a system for casting a wheel in a single piece.

Already in the 1905th century, Krupp began manufacturing trucks steam and during the Great War it produced cannons. And under Daimler license, an artillery tractor. At the end of the war and with the Treaty of Versailles, Krupp had to forget about the war industry and specialized in the construction of trucks civilians, a field for which he had deep knowledge of metallurgy.

During the interwar period, vehicles of all sizes, 5-ton light trucks and tricycles in charge of cleaning the streets, came out of the Essen factory. Again, The outbreak of another war forced Krupp to produce war material, until bombing completely destroyed the Essen plant in January 1943. Manufacturing continued in another provisional factory, but in 1944 they were forced to abandon it due to the advance of the allies.

A NEW FACTORY

Another new factory continued with the assembly of Krupp vehicles, this time in Kulmbach, a town close to the city of Nuremberg. In this plant that was not destroyed, Krupp began producing trucks again in 1946, but was forced to give up its traditional name and use the Südwerke brand.

With the limitations of the moment and under Allied control, Südwerke built trucks with gasoline engine and 110 HP, as well as others with 75 HP and equipped with an Imbert gas generator, which consumed 200 kg of wood every 100 km. However, from 1948 the old Krupp had permission to create engines, so its technicians resumed the two-stroke diesel project which they had been working on since the years before the war.

Anyway, In 1950, the Allies were on the verge of limiting the power of German trucks to 100 HP., so at Krupp they developed a 3-cylinder, two-stroke engine, with power somewhat below that figure. Finally, the Allies rejected the idea of ​​putting that limit and the reaction of the German manufacturer was immediate, as could be seen that same year at the Paris Motor Show with the presentation of the Krupp Titan, with a 190 HP engine.

THE RETURN TO ESSEN

Already within the sector of trucks destined to roll on asphalt, In November 1950, gradual production of the Mustang and Büffel models began.. Furthermore, the Krupp Büffel and Mustang were the first to begin manufacturing again in Essen, although in the first phase the engines continued to come from the Bavarian factory in Kulmbach.

The reasons for the return were due to a number of reasons, but the ones that counted the most were the technical training of area employees and the proximity of the suppliers, in the heart of the Ruhr basin. However, the most important was the delivery of a federal aid of three million marks to build the new factory. The site chosen was the old Krawa site, with a total area of ​​26.000 square meters, which was considered ideal for the truck production plant.

The Mustang SW L 60, belonging to the 7,5 ton category, had a 5,8 liter, 4-cylinder, 145 HP two-stroke diesel engine for having one less cylinder than the Titan. Its horizontal U-shaped front was 165 mm shorter, although it was difficult to distinguish them separately because the cabin maintained fairly similar proportions.

THE KRUPP BÜFFEL

Along with this truck, whose name takes us to the immense American prairies, Krupp Büffel was marketed at the same time, in reference to the powerful buffalo linked to the great wild spaces of North America. Presented in mid-1951, the Büffel L50 model was part of the 5 ton empty weight truck category. His aesthetic faithfully followed the style pioneered by the Titan, but on a smaller scale.

The same goes for the engine. a 3-liter 4,36-cylinder, which obtains a maximum power of 110 HP at 1.750 revolutions, but which maintains the dimensions of 115 x 140 mm. It is an unusual engine, both because of its number of cylinders and because it is a two-stroke cycle diesel.

Its oddities don't end here, either. which has cooling that uses water, air and oil. To begin with, it has a centrifugal pump that passes water through a circuit close to the hottest points of the engine. On the other hand, the exhaust valves receive fresh air, sent from a volumetric compressor and a fan located on the front.

A DIFFERENT AND VERY ROBUST ENGINE

In addition, the pistons constantly receive their doses of oil, sprayed by the direct injection pump. Its construction is robust and includes details intended to facilitate repairs and increase service life. This is the case of the replaceable wet liners, located next to the intake ports, the oil radiator and even the lower crankcase plug, which is magnetized to attract small metal chips.

Something similar happens with the gearbox, supplied by ZF and that is coupled to a banjo-type rear axle designed by Krupp itself. The chassis also boasts notable rigidity, with its robust, very thick cross members, although at the price of the loading platform being located at a certain height in the case of the general cargo versions.

Yes, the spare wheel is housed in a very particular place, visible, easy to access and less prone to getting dirty. As for the electrical installation, its dynamo and starter motor come from Bosch, while the current is provided by two 135 Ah batteries, a guarantee in the harshest winters.

THE KRUPP BÜFFEL L55

The specimen that we show on these pages It is manufactured in 1955 and belongs to the L55 version, which was intended for export, but of which numerous units were also sold in Germany. It therefore incorporates the ZF six-speed gearbox that was fitted as standard from 1954, the year in which its manufacturer was able to change its corporate name to Fried Krupp Motoren und Kraftwagenfabriken GMBH

Su volumetric compressor helps increase power throughout the rev range as well as not suffer power loss at higher altitudes. It also has a second compressor that generates compressed air for the pressurized brake circuit, a section of vital importance in this type of vehicle.

Thanks to the compressor, The force that the driver must apply on the pedal is much smaller and manageable. And the handbrake, which acts mechanically on the rear wheels, has two levers designed to transmit its holding power to each of the two wheels.

THE MOTORKOMPRESSOR

This specimen has an optional system called “Motorkompressor” and which is responsible for reducing the speed of the Krupp Büffel on descents from the ports. To do this, the mechanism opens the three exhaust valves to a greater or lesser extent, with the consequent engine braking. very appreciated when descending from a port with full load and with wet asphalt.

In the L55, the general cargo version had a wheelbase of 4,60 meters, but the range also had other variants: hydraulic tipper (with a wheelbase of 4,55 m), tractor with trailer (3,60 m) and long chassis (5,00 m). In any case, All these versions had a maximum authorized load of 12 tons.

On the other hand, the variant capable of towing a trailer could add another 16 tons for a total of 28. In addition to these standard versions, which Krupp itself was in charge of bodywork, other variants were made based on them in external workshops such as a closed van, garbage collector or tanker, among others.

THE RESTORATION

The owner of this copy I longed for the Krupp Büffel that existed in the family business almost seven decades ago and bought, already restored, this impeccable unit that he discovered in Germany. Its previous owner was the collector Johannes Göttinger, who in turn had acquired it from the heirs of Hermann Bisquolm.

The latter was a transporter from Munich, who personally dedicated himself to the rehabilitation of the trucks that became part of his collection. From the former state of him, Eduardo keeps six photos taken with a Polaroid. In them you can see a truck that was already somewhat attacked by corrosion, but that preserved all its parts and had not been subjected to last-minute transformations.

The quality of the work is evident, which was finished off with the decoration on both doors, in typically German letters, of a beverage company based in the Bavarian city of Landshut. The Büffel is quite tall, or at least that is the first impression when we see it outdoors, undoubtedly due to the high position of the cargo area.

A LOOK OUTSIDE

On the front its horns draw attention, crowned with white spheres and thicker than usual, which are installed on bumpers that indicate in large letters which truck it is and what its maximum power is. Also notable are the Krupp emblem on the hood, the unintegrated headlights, the two gold-like medals that decorate the grille and the arm turn signals located on both sides of the cabin.

If we walk around it, on the left side the eye is drawn to the rubber closures that secure both hoods and the chrome and red trim below the window. There is also a hinged metal box, the official transport plate of the time and the assembly formed by the exhaust pipe and its silencer. At the back we discover the hitch for a trailer and the corresponding electrical socket, while the optical groups, although discreet, meet current standards.

We continue the tour around the exterior of the Krupp Büffel on the right side, where the diesel tank and By bending down a little you can see the transmission shaft on its diagonal journey towards the rear bridge. Eduardo releases the rubber fasteners and raises the hood on the right side. “From this side you can see the most important parts better, because the steering column is on the other side.”", comments meanwhile.

The injection pump and the air compressor for the brakes are visible in the foreground, with the black paint that covers the engine being seen further in the background, all within an apparently complex assembly. Indeed, when raising the left hood Only the steering control and the exhaust manifold are easy to recognize, covered with asbestos fiber.

WE COME ON BOARD OF THE KRUPP BÜFFEL

Once up, we find a seat that can accommodate three adults. The vertical backrest, which is at a 90-degree angle with the bench, has a slight padding that allows you to travel with more comfort than expected. In front of the driver, the enormous white four-spoke steering wheel divides the a fairly complete instrument panel.

We have in front of us, beyond the steering wheel rim, a speedometer signed by VDO and graduated up to 90 km/h, with its corresponding tachograph of the time. And to take advantage of the surface, the time clock is housed in its core. To its right, in a smaller dial, there is a revolution counter that indicates the optimal zone as a green band between 1.200 and 1.800 revolutions, or in other words, between the maximum torque and maximum power regimes.

The information continues on the left side, where four other clocks indicate the oil pressure, the volumetric compressor pressure, the brake circuit pressure and the cooling circuit water temperature. Further to the right there is a control that is accompanied by a crank. This is the aforementioned Motorkompressor, which if we turn it to the right will brake the motor in hold. The truck will hold back more the more we turn the crank, while the meter needle tells us will progressively indicate the brake power that we are applying. In any case, while we use the Motorkompressor we will not have to accelerate under any circumstances.

At the base of the double windshield, separate air ducts They will help us defog the windows and maintain a good temperature in the cabin. On the other hand, a bag attached to the driver's door is very practical for storing delivery notes, fines and other daily work papers. For more stable documentation, there is a glove box to the right of the dashboard.

WE START

It is easy to start the Krupp Büffel. Just activate the ignition by turning the key and pressing the Bosch button, located in the upper central area of ​​the instrument panel. Instantly, you hear the low, harsh sound of the engine idling, typical of a two-stroke diesel. Eduardo pulls a control so that curtains reduce the flow of fresh air to the radiator, to warm up the engine in less time. And after two minutes, we begin the tour through the streets of a city with hardly any traffic.

At intersections with a stop sign, Eduardo prefers to anticipate and move the direction with the Büffel still in motion, because Any attempt to turn the steering wheel from a standstill requires too much effort. And when accelerating from a standstill, you notice that the 3-cylinder engine makes itself heard (that's why it has direct injection) when it strives to move with vigor the almost 5 tons of empty weight that the truck weighs.

On flat and straight roads, the Krupp Büffel can exceed 60 km/h, which with the long group 7,2:1 means a speed of 1.600 revolutions in sixth gear. At that cruise and with the excellent natural balance that produces combustion every 120 degrees of rotation of the crankshaft, like a 6-cylinder in-line four-stroke engine, the Büffel can run almost forever. The only precaution, make sure there is fuel in the tank and oil in the crankcase.

THE END OF THE WALK

You have to know how to take advantage of inertia to overcome slight slopes, but When facing long slopes we will have to move decisively to shorter ratios… until we engage the gear that allows us to top the slope. Furthermore, when descending the ports we will have a good ally in the Motorkompressor, both for its retention capacity and for being able to hear the change in engine sound as the opening of the three exhaust valves increases.

By the way, The Büffel consumes around 15 liters/100 km of diesel and up to 0,3 l/100 km of oil, figures that now and at that time can be considered very economical. However, the greatest economy of Krupp trucks lay in their almost zero breakdowns, which allowed the truck to be used continuously and without loss of time.

Classic Lane photographs.

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APPENDIX 1: THE END

Krupp remained active and with proven prestige until well into the 60s. It was part of a large industrial consortium, dedicated mainly to the production of steel, until in 1968 the banks that were part of the group They considered Krupp's activity unprofitable and made the decision to close it.

This is how Krupp stopped being manufactured and its sonorous two-stroke diesel engines, which are still alive and emit their evocative sound thanks to the dedication of enthusiasts like Eduardo.

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KRUPP TITAN: REBIRTH IN PARIS

It was at the Paris Salon of 1950 where Südwerke presented the impressive Titan SW L80. It was a truck with a payload of 11 tons, equipped with a 6-cylinder two-stroke diesel engine, 8.724 cm.³ and 190 hp. Where had that engine come from? Very simple: the union of two three-cylinder engines. Due to its studied technique and modern aesthetics, inspired by the 1948 Opel Kapitän, the Titan was a preview of the German miracle.

Furthermore, had a commercial name understandable in any language, to express the desire to export trucks to any place in the world. Another advantage of this engine was its simplicity, which would provide Südwerke technicians with a range made up of three, four, five and seven-cylinder engines, all with pistons and liners of the same diameter and stroke.

The Südwerke Titan, or Krupp Titan as it was later called, It was for some time the most powerful truck in Germany. It was said, jokingly, that he was the only truck in the world that knew how to say his own name. And the sound that comes out of its exhaust, due to its two-stroke Diesel cycle, is something like “krupp, krupp, Krupp…”. Of course, these engines do not stand out for their musicality, but they have a simple design and their abundant torque at medium speeds stands out.

Already in 1951, Krupp accompanied the Titan with another monster, the Cyklop, equipped with a large dump truck to transport aggregates and powered by the same 210 HP six-cylinder engine. “My teeth have come out between trucks”. With this very graphic phrase, Eduardo reveals his relationship with the sector since his most remote childhood. Your family It was dedicated to the transportation of goods in the 50s and 60s., which is why his first memories were of those vehicles, gigantic in the eyes of a child, that made up the company's fleet.

When Eduardo was a teenager, those trucks were just a memory and his attention He looked at trial bikes, those Bultaco Sherpa and Montesa Cota with which he rode through mountains and dirt tracks and participated in sports events. In fact, years later he began his collection of vehicles starting with trial and enduro motorcycles, to which later added an Opel Kapitän. Since then, the virus has targeted larger vehicles, but that takes them back to their early years. From that time it is a DKW van, but the most desired piece and that gives him the most enthusiasm is this truck, memory turned into current enjoyment of that childhood Krupp Büffel.

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TECHNICAL CHARACTERISTICS OF THE 1955 KRUPP BÜFFEL
Motor	Longitudinal front
Displacement	4.362 cm3
Cylinders	3 inline, 2-stroke diesel cycle
Diameter x stroke	115,0 x 140,0 mm
Maximum power	110 CV to 1.750 rpm
Maximum torque	499,8 Nm to 1.200 rpm
Meals	Direct Injection
Distribution	Through intake ports
Fuel Efficiency:	Diesel oil
Traction	Rear
Gearbox	Six-speed manual + ma
Clutch	dry single disc
Chassis	Independent and made of steel, made up of stringers and crossbars
Bodywork	Three-seater cabin and cargo box
Front suspension	Rigid axle guided by semi-elliptic leaf springs, with keys in the axle mounted on needle bearings
Rear suspension	Rigid axle guided by semi-elliptic leaf springs
Director	Worm screw, mounted on rollers
Truck Brake Repair	Drums driven by compressed air, plus optional Motorkompressor engine brake
Length/width/height	7.775 / 2.410 / 2.590 mm
Ways	1.876/1.772 mm
Battle	4.600 mm
Shot put	4.200 kg
Tires	20 inches
Tires	10.00 R 20
Deposit	180 liters
Consumption	15 l / 100 km
Loading capacity	7.000 kg
Maximum speed	63 km/h
Weight / power ratio	41,8 kg / CV
year of presentation	1951
years of production	1951-1968
year unit tested	1955
Units produced	nd