In order to further improve the suitability for everyday use of the already successful G 52 with compound engine, its power was increased and the chassis further developed. It was hoped that the latter conversion would provide better running qualities in curves and generally less wear when frequently driving through tighter radii. Regarding the chassis, not only was the wheelbase reduced, but the front Adams axle was exchanged for a Krauss-Helmholtz bogie. As a result, the first coupled axle was also slightly deflected when cornering, which significantly improved the driving characteristics. In addition, the middle axle of the three-axle tender was designed to be laterally displaceable.
To increase power, the diameters of the two cylinders were increased by 20 and 70 mm to 500 and 750 mm, respectively, and the boiler was positioned higher. The result was an indicated output of 780 hp, which, in conjunction with three coupled axles with 1,350 mm wheels, led to high tractive effort.
A total of 767 examples were built, most of which were delivered to the Prussian State Railways. Single-digit numbers each went to Mecklenburg, Alsace-Lorraine, the LBE, the Prussian Military Railway and the port railway in Frankfurt. The last 25 locomotives were again delivered with a simple Adams axle, these were designated G 55. In addition, there was the G 53, which was delivered in smaller numbers and was equipped with a simple engine in the same way as the G 51.
At the Reichsbahn, the locomotives were numbered 548-10. Of a total of 371 pieces in the 1923 redesignation plan, 278 were adopted two years later. During this time, 22 engines were converted to superheated steam, increasing the output to 1,020 hp. The last examples in Germany were retired by 1948 or 1951, depending on the source, some of which were locomotives that had returned from abroad during World War II.
