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In 1929, Krupp started the development of a light three-axle cross-country chassis. Due to the target to create a chassis with high ground clearance and little weight, one decided to use a new four-cylinder boxer engine. The first trial models of the vehicle, now designated Krupp L 2 H 43, had a conventional, high engine bonnet. This was made due to the possibility to use a diesel engine in this chassis (LD 2 H 43). Short time later, the Krupp L 2 H 43 got the typical sloping engine bonnet. This design was possible due to the small design high of the boxer engine and the fact that, as a result of the air cooling, a standing radiator was not needed. The Reichswehr quickly took notice of this development because the development works for a heavy six-wheeled cross-country chassis for passenger cars started in the mid 1920s by several manufacturers did not lead to adequate results. Until around 1933, the Krupp L 2 H 43 had been developed to series-production readiness. Beginning in 1934, serial production was started. Priorities of the Reichswehr had changed until that time. Therefore, the Krupp L 2 H 43 was mainly delivered as platform lorry and motorised limber instead of the planned six-seated passenger car. Starting in the mid 1930s, the Krupp L 2 H 43 became the most frequent towing vehicle for light guns. This wide dissemination of the Protzkraftwagen – motorised limber - (Kfz. 69) lead to the nickname “Krupp-Protze”. The successor model L 2 H 143 replaced the L 2 H 43 in 1936. This model had a stronger engine. Additionally, the distance between the two rear axles was increased. The noticeable broadened bumper was another typical feature of the L 2 H 143. Further attempts were made to increase the performance of the chassis. This lead to the Krupp L 2 H 243 propelled by a 70 HP engine. The Krupp L 2 H 343 was propelled by the same engine but had all-wheel drive. Only prototypes were made of theses variants. The standard Krupp Protze proved so successful, that such additional expenses were not worthwhile.
About 7,000 exemplars of the Krupp L 2 H 43 and L 2 H 143 were made until the end of production in 1942. Beginning in 1941, the Krupp Protze was replaced by the new all-wheel driven 1.5 ton lorry chassis of the Schell-Plan. These had much better performance characteristics and could be manufactured more rational. Many Krupp Protze served well until the end of war.
The Krupp L 2 H 43 respectively L 2 H 143 was mainly used as Mannschaftskraftwagen – personnel carrier – (Kfz. 70) by the motorised infantry units, as Protzkraftwagen – motorised limber – (Kfz. 69) for the 3.7 cm Pak and 7.5 cm le. IG. 18 and as leichter Flakkraftwagen – towing vehicle for light anti aircraft guns – (Kfz. 81) for the 2 cm Flak 30 and 38. There were further variants which did not reach the relevance of the mentioned. In 1939/40, finally a six-seated cabriolet superstructure was realised on the Krupp L 2 H 143 chassis. Interestingly, the first batch of vehicles had a high engine bonnet which was similar to the engine bonnet of the first testing models of the Krupp L 2 H 43. Some armoured cars were made on the chassis of the Krupp Protze but only the Sd. Kfz. 247 was introduced by the Wehrmacht in small numbers.
On the whole, the Krupp L 2 H 43 respectively L 2 H 143 proved to be successful despite some shortcomings. It was one of the best vehicles in the stocks of the Wehrmacht in its payload class. Interestingly, it had better performance data than the later developed schwere Einheits-Pkw.
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