DAF prototypes, design studies, test vehicles, one-offs and specials

Before a new model is launched on the market, a lot of design and testing must of course take place. During the period that DAF produced passenger cars, many design studies, prototypes and test vehicles were built to test a design, to subject the material to trials and to further develop the model in preparation for series production. In many cases, stylish features in the design were adjusted before the final design was approved, or the project was cancelled. This page lists the most important projects, prototypes, pre-series cars, study models, design exercises and test vehicles.

In addition to the prototypes, there is also room for so-called specials and 'one-offs': exclusive, unique vehicles based on (components of) DAF passenger cars that were created as a result of a specific request or a new idea.

With one exception, they all have the same drive: the unique Variomatic transmission.

Daf 600 prototypes (1958)

Evolution of the design

It all started with a sketch. Designer Willem van den Brink drew a compact sedan with a high roofline to give the occupants plenty of headroom. Rounded shapes dominated the design. The design drawings also show the body variant Bestel with a hinged rear door (see next section).

From the drawings, a 1:5 clay model of the Daf 600 was made, shown in photo 2 with designer Van den Brink. Full-size models were then built from plaster over a frame of wooden beams and pre-formed polystyrene panels in March 1956, shown in photos 4 and 5 (left). The study model on the right in photo 5 shows an evolution of that design. That same model, made from sheet steel, was shown outside to the management in September 1956 (photo 6).

The first designs had diagonally placed bumpers instead of a front bumper. The early study models show a temporary logo on the bonnet and do not yet have turn signals ('ears' on the B-pillar). The grille also had different designs. Eventually, the bumpers had to make way for a conventional front bumper, the 600 got the elegant 'Daf logo in script letters', the characteristic ears as turn signals and a less rounded grille without horizontal bars.

To test the technology with test drives, the Daf 600 was fitted with a camouflage outfit: including a hood and a fake bonnet.
Several prototypes were used that were given a license plate to be allowed to drive and test on public roads: including the XP-32-08 and XT-91-78.

Daf 600 with a different grille

This Daf 600 is a pre-production model from 1957 (and photographed here in 1958) with an alternative, different grille that was not put into series production. A 600 from the predecessor series with a 'mouth' which gives the front a cheerful appearance. Because it was more complicated to make this grille from a production point of view, the final 'original' version was chosen at the start of series production.

Daf 600 Van

When the Daf 600 was on the market, experiments were done with a '600 Bestel' to be able to serve entrepreneurs with a 'workhorse' with variomatic conveniences. The detailed design sketch gives an indication of this body shape, while Daf 600 designer Willem van den Brink already drew this combi variant in his first sketches.

The photos of the prototype with factory/dealer plates FH-68-90 show a voluminous 1st type Daf 600 (with the 'earpieces' as indicators) with an identical front as its Sedan brother, but with an extended and slightly rounded roofline and a straight rear. The spacious rear door that hinges to the right gives access to a large loading space. The large logo in script leaves no doubt that this is a Daf; a variomatic delivery van.
The photos were taken in front of the DAF head office in Eindhoven.

The vehicle with license plate TA-52-85 in the last photo is a prototype Daf 600 Delivery van based on a 2nd type Daf 600, with large headlights. This 600 Delivery van was tested by state-owned company Dutch Post (PTT) for the Technical Service.

It remained a prototype and ultimately no delivery van version of the Daf 600 was produced. From 1961, the delivery van and combi version were added to the model range for the Daf 750, but this had a different body, where the door hinges to the left. This variant was widely supplied to and used by the Dutch Post.

Daf 600 Stationcar

Because a 'Daf Junior' prototype with a station wagon body was built during the early development of the Daf 600, a Daf 600 station wagon was also considered. A design study on paper gives an idea of ​​what people thought about this with the first type Daf 600. The photo on the right shows a Daf 600 Station wagon in front of the DAF headquarters in Eindhoven. It is a second type 600, with indicators at the front and larger headlights. The roofline of the 600 Sedan is extended towards a straight rear, and we see a lot of glass all around through extra windows after the B-pillar. It is likely that this example with license plate TA-12-84 was the only one.

Daf 600 Pick-up

Prior to the production Pick-up version of the Daf 600 that became available in 1961, this body shape was also experimented with. This example was probably built for the organization or the guidance of the annual 3-Beerzen Rally, and a prelude to a production version of this variant. The photos show a 1st type Daf 600 Pick-up, with the 'earpieces' as indicators at the top of the B-pillar, which the final version would not have. We also see a sloping cabin towards the loading bed with an equally sloping rear window under a canopy of the slightly continuous roof. That too would not make it to production: on the final Daf 600 Pick-up this was straight. This prototype still has the 'dummy fuel cap' for the symmetrical effect, and a reversing light. Another big difference is the tailgate: it is a lot lower because it does not go up to the top of the loading platform but has a kind of notch. The prototype of the Daf 600 Pick-up with license plate AX-75-69 no longer exists.

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Daf 750 test vehicle (1962)

This prototype, a Daf 750 with registration number HT-36-75 has an unusual shape, and certainly not one that would get the hands of the buying public. This is therefore not a design direction for a production model, but a test vehicle to test the aerodynamics / wind guidance in the wind tunnel, among other things. DAF was early with aerodynamic studies!

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Daf 750 YM (1962) / Daf 750 YR

	Daf 750 YM	Daf 750 YM	Daf 750 YR

The Daf 750 YM was amechanical mule from 1962, a military vehicle equipped with 4-wheel drive and a tiltable steering wheel. This allowed the driver to continue to steer the vehicle on, in front of, next to or behind the mule. It was the predecessor of the Daf 500 YM (Pony) with a 750 cc 2-cylinder engine, hence the 750 in the name. The 750 YM was in fact a Willys M247 'mechanical mule' made available by the American army, in which the conventional 3-speed manual gearbox was replaced by a Variomatic transmission. This conversion was the reason for DAF to develop a 'mule' to develop: the Daf 500 YM (see section below).

The Daf 750 YR was a concept for a light military reconnaissance vehicle, a general purpose vehicle or 'jeep' with a 2-cylinder air-cooled engine of 750 cc coupled to a Variomatic. Shortly after the introduction of the Daf 750 and Daffodil, DAF received a request from the Dutch armed forces to investigate the possibility of producing a 'courier jeep'. A research team was set up for this purpose, which started working on the requirements: load capacity, loading floor area, speed, etc. For a load capacity of 500 to 600 kg, the usual 2-cylinder 4-stroke 750 cc. engine was unsuitable because 35 hp was the maximum achievable power with this engine. In that case, a larger engine capacity had to be taken into account, but if less load capacity was required, the DAF components could be adapted quite easily.
There were 2 possibilities:

1. A 'jeep' based on a DAF passenger car, with the bodywork remaining as unchanged as possible.
2. A courier jeep, based on the DAF passenger car, but with a special, very simple bodywork.

What the starting point would be depended on the expected numbers. Several designs followed, with the load capacity being approximately equal to that of a standard passenger car. For the bodywork, the Willies Jeep was looked at with a sidelong glance, which was not so strange, because that was the standard at the time.

The technology was a completely different story and a special four-wheel drive was designed for the 'YA 750'. Whether this was also included in the requirements is not known, but it was a technically very well thought-out system. In the early fifties, DAF had built a sublime 4x4: the DAF YA054
which met all expectations and made a great impression on the military leadership of various countries, including the United States. That car had a 4-cylinder Hercules XJ4C petrol engine with a capacity of 3 litres and delivered 60 hp at 3200 rpm. Unfortunately, the choice did not fall on the DAF jeep, for a still unclear reason, the car did not receive NATO approval and the choice was made for the Willys Jeep, whereupon all prototypes of the YA054 were destroyed.

In the sixties, DAF also had experience with the "Thick DAF", the YA328 and the clever H-drive system. That experience came in handy for the 750 YR. The 750cc engine was placed in the front in the usual place and the primary case was driven by the 2-stage centrifugal clutch. So far these were not earth-shattering changes. But the two secondary cases driven by the V-belts had a right-angled branch that drove the front wheels by means of two drive shafts! Constructively very clever but very complex and therefore expensive. This study of the Daf 750 YR never got further than the drawing board.

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Project MD: prototype Daf hawker car / milk hawker (1963)

This prototype 'Daf hawker', milk brigade, milk cart or milk hawker was a preliminary study for the Daf Pony. It is a design for a light distribution vehicle based on the Daffodil, with a 750 cc 2-cylinder boxer engine. The driver sits on the right, close to the curb so that he can get in and out quickly. We would later see this principle again in the Kalmar Tjorven (or Kalmar-DAF). The hawker has no doors and a fixed hood. In the side view (photo 2) you can see an angular shape at the side window which we saw again in a slightly different form in the final light workhorse with Variomatic drive: the Daf Pony.

A nice detail are the indicator lights which are positioned high on the side like 'ears'; a feature which the first type Daf 600 also had. Furthermore, we see the brand name in thick block letters in the same style as the DAF trucks of that time stamped in the sheet metal (photos 3 and 4) or applied (photo 1), integrated bumpers and Daffodil rims with hubcaps. There was some experimentation with the front designs: the photos show two variations with different bumpers/panels and the DAF logo. The hawker in photo 3, with the ribs in the panel, has windscreen wipers, bumpers and a rear window in the cabin, which makes it seem like a later design. Three copies were built, but it remained a prototype, part of the MD project. The prototypes of the Daf hawker no longer exist.

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Daf 500 YM (Pony) (1964/1965)

The Daf 500 YM (also written as Daf 500-YM, Daf 500YM or known as "military Pony") is amechanical mule, a military vehicle equipped with 4-wheel drive and a tiltable steering wheel. This allows the driver to continue to steer the vehicle on, in front of, next to or behind the mule. The Pony/500 YM was equipped with a flat underfloor 500 cc 2-cylinder engine (hence the 500 in the name) with horizontal carburettor, coupled to a half 1-belt Variomatic transmission. The engine is shielded on the underside to prevent damage in rough terrain.

The very high demands of off-road capability were taken into account down to the smallest detail, while still constructing a vehicle that was as simple, cheap and light as possible. For example, the Pony is not equipped with a battery and the usual electric starter was replaced by a (radio-suppressed and waterproof) pull starter with magneto ignition. It could easily overcome slopes of 60% and slope sideways up to 40%, but also wade through 40 centimeters of water or mud. The Pony's load capacity was equal to its own weight: 500 kilos.

The military DAF Pony was not intended for use on normal roads; the maximum speed was 40 kilometers per hour. However, several Ponies could be coupled in series, as a linked Pony train, for road transport.

The idea was to be able to sell this mule to the American army, and the prototypes were tested there on army bases. It did not go into real production because American regulations stipulated that the vehicles had to be built on American soil. After approval of the order, that would have been the case to set up production in America, but DAF did not receive the order. About 14 were built, 12 were tested in America and 2 copies on home soil by the Dutch army. In both cases, the 500 YPs were not put into service after the tests. You can view the Daf Pony / Daf 500 YM in the DAF Museum.

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Daf 500 YE Porter (1964-1965)

First prototype
Daf 500 YE Porter

The Daf 500 YE Porter (YE 500, YE500 or simply Daf Porter) is an amphibious vehicle: a means of transport that can move both over land and through water. The development of this prototype arose from the demand of the American army for a handy amphibious vehicle that could handle both land and water. The 500 YE Porter has the same configuration as the Daf 500 YM Pony: a flat underfloor 500 cc 2-cylinder engine (hence the 500 in the name) with horizontal carburettor, coupled to a half 1-belt Variomatic transmission. It has a maximum power of 15 hp and a load capacity of 0.5 tons. On land, the intermediate wheel is driven, which sets the enormous outer wheels in motion. Propulsion in the water is provided by what DAF calls Jet-drive: a rudder at the rear in combination with a propeller mounted on the axle shaft of the secondary Variomatic. The top speed in the water was approximately 21 knots, which is equivalent to approximately 40 km per hour.

The steering works by means of two handles that brake the wheels, as with a tracked vehicle. The short length of the vehicle ensured very sharp steering (even when this was often not the intention). The off-road capabilities were particularly good and the Porter was excellent at coping with high gradients. At the end of 1965, the prototype went to America to pass the acid test of the specialists of the American army. Complaints from drivers about the difficult handling on land caused the project to be stopped. The orange Daf 500 YE Porter can be viewed in the DAF Museum.

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Daf Pony prototype (1965)

The Daf Pony was created by developing a military all-rounder that could handle all kinds of terrain, the Daf 500 YM, and by developing the Daf peddler (see project MD).
These photos show a prototype of the Daf Pony with an open cab and loading platform, without the optional roof with rear wall and steel doors. This example has a few external features that did not make it to production:

• The DAF logo on the front, connected to stripes, which also adorned DAF trucks at the time, is visible here between the 2 horizontal stripes on the sloping part of the front. In the production model, the logo was moved to a location between the headlights.
• The 2 horizontal stripes on the sloping part of the front are further apart than on the final Daf Pony, and are thicker. This prototype does not have these aluminium strips on the stripes stamped into the sheet metal of the production version. Incidentally, the strips are the same as strips used on the door of a Daf 750/30/31/32.
• The big difference between this prototype and the production Pony is that in this case the cabin and loading platform form one whole: in production, the cabin was separate. This version strongly resembles the French Farmobil with BMW boxer.
• The production model got a 'Pony' logo diagonally above the right headlight, which is missing on this prototype.
• The 2 short horizontal stripes between the headlights did not reach the production stage; only one subtle horizontal line under the DAF logo.
• The front license plate is placed here where the DAF logo eventually came; the license plate was placed in the middle of the front bumper.
• The rear shows rear lights in a different style, incorporated into the bodywork instead of horizontally oriented rear lights integrated into the rear bumper on the production version.
• The DAF logo in script letters that was used on DAF passenger cars in the 1960s, and can be seen on the prototype on the rear under the right rear light, was not used on the production model.
• The license plate at the rear is attached under the left rear light on this prototype. On the production version, the license plate was placed on the left under the rear bumper.
• The loading platform is different from the production version, with horizontal bars/reinforcements on both sides at the loading ramps on the side, and especially at the rear at the tailgate there are major differences; the spare wheel visible on the prototype was given a different purpose on the final Daf Pony.

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Daf P40 GT (1965)

In the mid-1960s, Giovanni Michelotti's design studio designed an elegant, compact two-seater coupé that was given the code name P40 GT. Right from the design on paper, the Daf P40 GT was given a striking (and Dutch) orange colour. Two miniature clay models were eventually made of the model, based on which a full-size model was made, without an engine. The P40 GT never got further than this stage; Wim van Doorne came to the conclusion that the car could not be made profitable.

The Daf P40 GT is on display at the DAF Museum.

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Daf P300 (Project 300: 1966-1970)

In 1966, the DAF board (Wim and Martien van Doorne) issued the order to develop a small car, slightly smaller than the Daf 33. The model would be the intended successor to the Daf 33 (and the A-body) and would be in the range below the Daf 44, which was launched in 1966. Giovanni Michelotti started working on the design and delivered the first wooden model in 1968. In 1970, a driving, hand-beaten prototype was built with the 2-cylinder air-cooled boxer engine from the Daf 44. The design took into account sufficient space in the engine compartment to also fit a 4-cylinder water-cooled engine.

The wheelbase of the 300 increased by 5 cm compared to the A-body/Daf 33, but the bodywork was 15 centimetres shorter in total. To create space in the interior, the rear seat had a thin seat and back section. This also reduced costs, which could also be said about the flat rear and side windows, absence of door handles and narrow one-piece bumpers. Further cost savings were achieved by using a rigid rear axle with leaf springs and differential. Nevertheless, the Daf P300 prototype was a comfortable driving car.

In terms of appearance, the Daf P300 was a playful, cheerful-looking car with large round headlights and small (44) rear lights. The 3 letters D-A-F were first placed on the bonnet, but can later be seen (on the light blue example) between the headlights.

On later evolutions of the design, seen above on the white prototype, it was brought more in line with the DAF style of the '70s:

• a logo of a Daf 33 2nd type can be seen on the boot lid and above the grille
• the plastic plate 'Variomatic' centered on the rear bumper
• the bumpers have plastic ends
• a round indicator light on the front fender
• normal stainless steel door handles
• differently shaped trapezoidal taillights
• a chrome trim strip between the taillights and the rear bumper
• the fuel cap was moved from the C-pillar to a place near the trunk
• the grille above the front bumper became larger, almost across the entire width of the front
• the 'mouth' under the front bumper was changed into 6 cooling slots

And that license plate 44-33-HP? This was reused on the design studies for the Daf 66.

Test drives with the P300 with the same driveline/engine and Variomatic of the Daf 44 resulted in similar performance, and that could cannibalize the market share of the Daf 44. Also in terms of costs/price, the intended successor of the 33 would come too close to the (prices of the) Daf 44, despite the cost savings and smaller body. So it remained a prototype: in October 1970, Project 300 was stopped by the management. DAF concentrated on a model in the middle class: Project 900 with the Volvo 343 (Daf 77) as a result. Especially on the side, with the short high tail and the upward-sloping side window, you can see similarities between the Daf P300 and the Volvo 343 (Daf 77), which came onto the market much later.

A few prototypes of the Daf P300 were made. The light blue example with the upright 33 logo on the front, and the later white P300 prototype with test license plate 44-33-HP no longer exist. The dark green (Dagreno) Daf P300, on the other hand, still exists and can be seen in the DAF Museum. In addition, you can see scale models of various design proposals that Michelotti made for the P300 project, including the Daf P300 'Bestelauto / Van'.

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Daf P400 (Project 400: 1967)

Daf P200 / "Daf 77" (without Variomatic)
Daf P400 (with Variomatic)

In 1965, DAF started Project 200 or P200; the development of a large Daf, a 5-door sedan, with a yet to be developed 1.8 or 2-liter four-cylinder in-line engine and a conventional three-speed automatic transmission from BorgWarner, so no Variomatic! A driving prototype was produced, which was speculated by the Dutch press to be the 'Daf 77' when it was spotted during test drives. We also see that number on a study model. The driving prototype has many features of the Daf 55 1st type, but that model was not yet on the market. The study model with a '77' logo in the grille has more characteristics of the later Project 500.

After the P200 project was terminated in March 1967 because the model would slow down the growth of the other models in the range, the design drawings of the P400 were completed in May of the same year: a middle class 4 - 5 person sedan with 2 or 4 doors, a 1300 cc 4-cylinder in-line engine and a ‘Vario-De-Dion’ rear axle. In contrast to the P200, the Daf P400 would have a Variomatic transmission. The drawings were made by Michelotti, who had visually tackled the later A-bodies and would design the B-bodies. A wooden 1:1 model of the P400 was made in Michelotti's workshop in Italy. In June 1967 it was decided to end the project because the DAF management felt that Michelotti had not been able to make the model sufficiently distinctive compared to the Daf 44 and 55. The wooden model as well as the driving P200 prototype and the 'Daf 77' study model have not been preserved.

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Daf P500 (Project 500: 1967-1968)

As a successor to the P400, the P500 project (or P 500/500 P as can be seen on the license plate in some photos) was started in 1967. This project included a spacious 4-door sedan with compact dimensions (which had to give the impression of being a larger middle class car) with a 1300 cc 4-cylinder in-line engine and a ‘Vario-De-Dion’ rear axle, taken from the P400. The design is recognizable by the hand of Giovanni Michellotti, with a C-pillar that is somewhat reminiscent of the later Triumph Dolomite by the same designer, and indicators at the front on the mudguards that we later saw again on the Daf Siluro.

In the autumn of '68, the Daf P500 reached the stage of a driving prototype, with an engine from a Simca 1300. However, development of the bodywork was stopped. The new technology from the P400 and P500 eventually found its way into the Daf 66 and Daf 46 with the ‘Vario-De-Dion’ rear axle.

The prototype of the P500 has been preserved and can be seen in the DAF Museum. There you can also see 4 scale models of various design proposals that Michelotti made for this car.

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Daf 'Furore' / Daf 44 prototypes

The final design under Michelotti's leadership was achieved through designs by Willem van den Brink (chief designer of the Daf 600), head of bodywork development Botz and chief designer Joan van der Brugghen:

These sketches from 1964 show a drawing of the Daf 33 at the bottom for reference. Of these designs, the final Daf 44 received most of the features of the Van der Brugghen design (variant C).

Daf 44 pre-production

• a thick chrome rim around the headlights that is not completely round (the same shape as the headlights) but tapers downwards with a straight bottom
• a grille with 5 chrome strips
• less wide indicators
• a narrower lower grille with 9 'columns'
• a '44' badge/logo on the front fender

Daf Furore Coupé / Daf 44 Coupé

During the design process of the 44 / project 'Furore', Michelotti took the coupé body shape into account. This had long been a wish of the DAF management, to include a sporty coupé shape in the range. The prototype in the photos is the 'Furore coupé', with the type name elegantly incorporated at the front and on the right of the boot lid. The last photo shows different steel rims with hubcaps compared to the standard Daf 44: in closed form and with 4 holes. The development of the Daf Furore / Daf 44 coupé was in an advanced stage, as crash tests were even carried out with a prototype. In the end, there was no Daf Furore/44 coupé and the Daf 750 coupé remained the only Daf coupé with a 2-cylinder engine. In 1968, the beautiful Daf 55 coupé was unveiled, with a 4-cylinder engine.

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Daf 55 design studies (1968)

The introduction of the 4-cylinder water-cooled inline engine in the Daf 55 created the need to provide this 4-cylinder with extra cooling. A relatively closed front with only a few cooling openings, which the Daf 44 with 2-cylinder air-cooled boxer engine was equipped with, would have resulted in insufficient air in the engine compartment of the 55. As a result, there was a lot of experimentation with different grille designs for the Daf 55.

The 'mockup' of the 55 in the first photo is a study model on which a large grille can be seen with a '55' logo prominently in the middle. This leaves no doubt that this is a Daf 55. This design was not worked on further, as evidenced by the completely different front in the other photos. The second and third photos of the 55 with the license plate 99-88-BR show a more subtle grille with a lower grille above the front bumper, between the indicators. There is variation with a grille with chrome frame (photo 2) or 2 thicker horizontal strips (photo 3).

More variation, also in the number of horizontal chrome strips, can be seen in photos 4 and 5, where the fine-meshed grille is separated by a single wide chrome strip that runs from headlight to headlight. In photo 4, the prototype has no air vents in the so-called 'rock catcher' under the bumper, a lower grille that is rounded inwards and a solid piece of sheet metal at the 55 logo. The design proposal in photo 5 does have the air vents in the stone catcher, and a fine-mesh grille running straight down.

The last photo shows a front that largely resembles the final front of the 1st type Daf 55 from 1968. The lower grille above the bumper remained, but the final version got 5 thicker horizontal chrome strips in the grille that continued further towards the headlights, and behind which was a larger grille across the full width.

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Daf 44 YA (1968) / Daf 55 YA (1971) prototypes

The Daf 750 YR was a concept for a light military reconnaissance vehicle, a general purpose vehicle or 'jeep' with a 2-cylinder air-cooled engine of 750 cc coupled to a Variomatic. In 1968, after a request from the Ministry of Defence for a cheap 4x2 driven 'jeep', this setup was further developed with the Daf 44 YA, based on the Daf 44 passenger car with the 2-cylinder air-cooled boxer engine. The 44 YA was created by taking a Daf 44 as a basis and sawing off the roof and adding the necessary reinforcements. The 44 YA would be used for testing by the army to replace the DKW 2-stroke Jeep.

At the same time, testing was done with the 4-cylinder water-cooled inline engine that was in the Daf 55 passenger car. Because the water-cooled 4-cylinder was more popular with Defence, further testing was done with the Daf 55 YA. Two of these were built: prototypes with registration number KZ-99-50 and KZ-99-51. After the order was completed in 1972, the Daf 55 had been replaced by the Daf 66, so that the final production result became the Daf 66 YA.

The prototypes of the Daf 44 YA and Daf 55 YA no longer exist, but a repro/'remake' is being worked on in private association.

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Kalmar Tjorven KVD400 prototype (1964/1965)

Not designed, developed or built by DAF but built from DAF components, variably driven and later delivered by DAF in the Netherlands as Kalmar-DAF: the Kalmar Tjorven. This all-steel prototype of a Kalmar KVD400 stands on a chassis of a Daffodil (Daf 31), is powered by a 750cc two-cylinder 4-stroke boxer engine and DAF Variomatic. We see a design in which the straight lines dominate, which is probably related to the background of Kalmar Verkstad AB as a locomotive manufacturer. The headlights and indicators at the front come from an A-type Daf, the rear lights from a Volvo Amazon. The wheels also give a hint to theroots of this van/postal van.

The final Kalmar KVD440/441, DAF - KALMAR or Kalmar-Daf is an evolution of this design. This Kalmar Tjorven prototype is privately owned and the Swedish owner drives it every now and then, albeit with a different license plate (ERC 443) than the (test) license plate H1964 with the year of the vehicle on the old footage.

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Kalmar Tjorven KVD-441S: prototype 4-cilinder (1970)

A unique, fast Kalmar that drives on the Dutch roads.

This prototype of a 4-cylinder Kalmar Tjorven from 1970 stood in a barn in Öland (Sweden) in 2004. Almost immediately after the announcement of the imminent closure of the Kalmar factories in 2006, the prototype was picked up in Sweden with export papers.

The most important novelty of this prototype is the engine: instead of a 2-cylinder air-cooled boxer engine, the front houses a 4-cylinder 4-stroke inline engine from the Daf 66, water-cooled with Spal fan and automatic sensor. The engine has a capacity of 1299 cc and a power of 47 hp. The orange color is the house color of manufacturer Kalmar Verkstad AB, whose logo is displayed on the sliding door and hood. In addition, this Kalmar Tjorven, compared to its post brothers, is longer and wider and offers space for 5 people instead of a maximum of two. This prototype has another unique detail: the steel wheels appear to come from Volkswagen and, unlike all other DAF passenger cars, are attached with 4 instead of 3 nuts.

The car was restored by Mary van Strien and a number of other friends of the owners, which was completed at the end of 2012. The car made a 2,640 kilometer trip from 10 to 14 July 2019, on the occasion of the “50 years Kalmar Tjorven happening” in the Kalmar Tjorven museum in Rockneby (Sweden).

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Daf 55 Marathon design studies (1970)

For the factory-fitted Marathon line, various design studies were carried out, particularly for the characteristic Marathon striping. An alternative striping ran between the headlights and indicators via the wheel arches to the rear where it ran upwards. The final Marathon trim was given a stripe from the headlights via the bonnet to the door handle/door lock in a flowing line to the boot lid.

The second photo shows a Daf 55 Station wagon in Marathon trim (with alternative striping) being put through its paces in the snow, but in the end this version would not be produced: the factory-fitted Marathon version was only available for the 55 on the Sedan and Coupé.

Experiments were also made with the Marathon rims, with earlier designs having a deeper rim edge and visible wheel bolts through the black hubcaps. The Daf 55 Marathon Sedan with license plate 44-31-JM is on the Stilauto rims, which were not standard on the factory Marathon package but were part of the optional 'first' Marathon package. It seems that the styling for the factory package was experimented with on that car, because it is a second type 55 Sedan (as can be seen from the cooling slots in the grille) but with the experimental striping and Marathon badge on the front wings that the first generation had.

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Daf 66 prototype / design studies (1971-1972)

Prototypes and/or design studies of the Daf 66 were of course based on the Daf 55, of which it would become the successor. Apart from the underlying technology, the Daf 66 is therefore a thorough facelift of the Daf 55. In the various photos of the prototypes you can see the Daf 55 nameplates on both the front and the back. The bumpers are different from those of a 55, namely straighter and therefore in line with the straight front of the 66, but do not yet have rubber ends. The grille also had a few trial balloons: with and without chrome framing. The logo was already in the middle. The shape of the rear lights (without integrated reversing lights that the Daf 55 did have) was experimented with as can be seen in the photo of the rear.

 The 90-94-TF was a registered Daf 55 with some external changes to do the first studies for a facelift, such as the differently shaped cooling slots under the grille and the indicators under the headlights and on the front wings. The final indicators of the Daf 66 would be placed under the front bumper, and also on the front wings.

The registration number 44-33-HP that we previously saw mounted on the Daf P300 is here again on a Daf 66 prototype. This example has no chrome grille surround and the centrally placed identification plate reads "Daf 55".

The design study with P605 on the license plate is radically different, but does have lines reminiscent of the front of the later Volvo 343 (Daf 77).

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Daf 66 1300 Marathon design study (striping) (1972)

A design with alternative striping was made for the Daf 66 1300 Marathon (Sedan/Stationcar/Coupé). Instead of a thick and thinner stripe in black or silver with the word '1300 Marathon' on the front wing of the final production version, we see in this design a thick black band with two stripes inside and a kind of 'Marathon shield' in the body color. It seems that this design was seriously considered, since the photos are posed images that could rightly be used in a brochure.

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Daf 66 -> Volvo 66 design studies (1972)

Partner Volvo Cars wanted to expand its model range downwards with a 'small Volvo'. The Daf 66 produced at the time of the takeover would be a suitable candidate for this. This model had to be modified in numerous areas to do justice to the image of safety, which was one of Volvo's core values.

In these design studies, which marked the transition from Daf 66 to Volvo 66, experiments were conducted with safety-enhancing 'thick' plastic bumpers. On the station wagon, the protection was also extended to the sides. The placement of the turn signals at the front did not make it to production, nor did the different grille that can be seen on the sedan.

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Daf 66 postal van (1972)

DAF conducted a study into a successor to the Kalmar-DAF, the Swedish postal service van that was later sold in other countries. This concept of a van with Variomatic could have been followed up with this 'Daf 66 postal service van'. The basis was a Daf 66 Station wagon, with the A, B, C and D pillars extended so that the roof was positioned much higher. This was based on the Swedish postal service's requirement to be able to get in and out almost upright. With an adjusted seating position with the driver sitting on the right, this created a lot of effective space and a full view through the large windows. This prototype does not have sliding doors, which the Kalmar Tjorven did have.

This bodywork did not reach the final stage, but the Swedish postal service did eventually buy a Daf 66 'postal service van' deployed:



There is no in-depth information about this example, but what we see is a Daf 66 in Van version that has been given a raised roof to provide space for the 'catcher' of the sliding door construction. Unlike the prototype above, but in line with its predecessor Kalmar Tjorven, this 66 'postauto' so it has a sliding door on the right side (the sidewalk and mailbox side), but outside of that it is a standard (right-hand drive) Daf 66 Van.

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Daf 66 Pick-up (1973)

When the passenger car division of DAF was taken over by Volvo Cars, the truck division (which would continue as DAF Trucks B.V.) went into business with the American International Harvester, which bought a stake in DAF Trucks and which resulted in the DAF NAT 2500, among other things. At that time, there were also plans to supply the Daf 66 with an extended wheelbase on the American market, particularly in the pick-up body style, but other body variants were also considered, such as a 66 hatchback, a larger sedan variant and an ambulance. 

The car with Variomatic would not be sold under the DAF flag, but as an International Harvester with a different grille. For that reason, a grille with the International Harvester logo can be seen on the drawing of the front, but the logo has been omitted from the drawings of other body variants. These sketches were made in Eindhoven, but they did not get beyond the design stage. The oil crisis hit and International Harvester (IH) focused on cost savings and other projects, which meant that a Daf 66 Pick-up did not go into production, nor did the other body variants and also the International Harvester WUT with DAF engine and Variomatic.

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Daf 77 / Volvo 343 (Project P900: 1967-1975)

In the 1960s, DAF had a limited range of models, which was expanded with the arrival of the B-body (Daf 44 and Daf 55). DAF was a solid but small player on the European car market: the Netherlands, England, Belgium, France and Germany were the largest purchasing areas. Because developing a new model requires considerable investment, it would be attractive for a small player to collaborate with another car manufacturer. That is why DAF made exploratory contacts with BMW, Chrysler, Ford, General Motors, Nissan, Peugeot, Volkswagen and Volvo, among others.

With the arrival of the 4-cylinder Daf 55, the company gained BMW's interest in possibly supplying that model via BMW dealers. For the P900 project, development of a mid-range model with a 4-cylinder engine and Variomatic as a successor to the B-body, DAF in turn was interested in the engines that BMW was developing. But because BMW would only be able to supply the engines from 1975 onwards, this was too late and no collaboration was entered into.

Four teams worked on the design of the P900 at the same time: two internal and two external at the Italian design agencies Michelotti and Bertone. At the same time, work was also done on Project 500 (Daf P500). In 1971, four different models were shown for the P900, with the design of the internal DAF team of designer John de Vries being chosen.

The 3rd photo shows a prototype of a 5-door Daf 77, an evolution of the design in the 2nd photo. The headlights are narrower than the final production model, as is the grille. The car is still on Daf 55/66 Marathon rims and badges and indicators are missing from the side screen.

During discussions with another potential partner around 1970, with the Swedish car manufacturer Volvo, the design of the Daf 77 was responded to positively. From 1972 Volvo took a stake in DAF Car B.V. and became closely involved in the further development of the 900 project. At the time of the takeover of the DAF passenger car division in 1973, the car was ready for production, but Volvo put the project on hold for a few years before the car was marketed in that form, except for a few minor details.

The Daf 77 / Volvo 343 has several features that seem to have been inspired by the Daf P300 and a Daf 66 design study, designs that were created in-house at the time. A true DAF design, which acquired more and more Volvo characteristics through development and had a long career.

The car was actually developed to be equipped with the Van Doorne push belt transmission (Transmatic), but this was not yet ready for production when it was introduced in 1976 (as the Volvo 343). There has never been a DAF 77 as a driving prototype.

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Daf BATU (1973)

BATU is the abbreviation of Basic Automotive Transport Unit, a multifunctional utility vehicle. Think of a minimalist, cheap to produce vehicle to transport local products such as cotton and vegetables. The Daf BATU was developed in 1973 by DAF partner Volvo Cars in Helmond. Two four-wheel prototypes with 2-wheel drive (4x2) were developed: one had an air-cooled 850 cc 2-cylinder boxer engine and the other was equipped with an 1100 cc 4-cylinder water-cooled inline engine. Both were equipped with a single-belt Variomatic that would later also be used in the Daf 46.

The six-wheeled version of the Daf BATU had four-wheel drive (6x4) and was equipped with a 956 cc engine. The inventive aspect of this four-wheel drive version was that it had the primary part of a Variomatic from the Daf 66 with two belts. One belt drove a secondary part of a single (Daf 46) Variomatic on the first driven axle, while the other belt drove a second secondary (Daf 46) Variomatic on the second axle. In this way a vehicle was created that was perfectly suited to driving on primitive and unpaved roads. A 6x4 BATU was used for a while at Budel airfield, among other things as a tractor for the fire brigade trailer. This 6x4 was on display at the anniversary exhibition of the DAF Club Nederland in 1990. There were also three bare chassis at the airfield as donors for the mobile BATU (see next section).

Four examples of this rolling chassis, equipped with four-wheel drive, were transported to England for further completion. When DAF discovered that the English company was bankrupt, the delivered prototypes had disappeared, which meant that further exports were cancelled. DAF/Volvo attempted to interest another company in the BATU concept, but this came to nothing, after which further development and production of the BATU were halted.

In addition to the 4 four-wheel drive BATUs that were exported to England, there were another 2 chassis under construction. These two were at DAF garage De Burcht and ended up in storage at Budel airfield for parts, together with the four-wheel prototypes 2 and 3 that served as a tug for advertising aircraft and as a fire engine. In the 1980s, the BATUs were returned to the DAF Museum. The first prototype, a right-hand drive BATU with 2-cylinder boxer engine, Variomatic from a Daf 46 can be viewed there. The second prototype, a left-hand drive with 4-cylinder Renault Cléon-Fonte inline engine and driveline from a Daf 66 is owned by a member of DAF Club Nederland and registered 21-YE-56. This special Daf is the only one that has been given a registration number and you can actually come across it on the public road!

The 3rd prototype with cabin and 1 unfinished chassis were then sold: the chassis is finished and in the possession of Garage Clement in Gastel. Where the 3rd prototype (with cabin) ended up is unknown. This BATU was in a scrapyard, was bought to be used as a forestry vehicle but was later sold on via an auction to an unknown owner. This BATU prototype number 3 may turn up somewhere again.

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Daf PX / Volvo 343 'Van' (PX project: 1973-1975)

The Daf BATU in the previous section was a project by DAF's development partner, Volvo Cars in Helmond. At the same time, work was being done on Project PX or Px: a compact, but spacious family car on the P900 (Daf 77) platform. It would be a DAF 'premium' product between the Daf 66 and Daf 77 (which eventually became the Volvo 343). The technology was the same as the Daf 66, with a De Dion rear axle and Variomatic with a primary and a single secondary reduction gear.

The first design by Peter Provoost shows a kind of mini-MPV, a body shape that did not yet exist: talk about "ahead of its time"!
The remarkable height of the car at that time was partly due to the placement of the Variomatic under the floor. Volvo Cars’ design was further developed at Coggiola in Turin, where a full-scale concept model was made from epoxy and wood. The concept model initially had no DAF or Volvo logos visible because it was not yet clear under which flag the car would fall, if it were to be marketed. Later photos show a modest Volvo logo on the back. Don’t be fooled by the yellow license plates with 81-TV-44 and FB-06-FX in the photos: the DAF PX / Volvo 343 ‘Van’ was a non-driveable concept model and was therefore never (test) driven on Dutch roads.

After the concept model had been viewed by the management of DAF / Volvo Cars, the project was stopped: they preferred to continue developing Project 900 (Daf 77), with which the PX shared its platform.

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Daf 750 coupé (1962)

A graceful 'sports coupe' based on the Daf 750.

The only example of this elegant Daf 750 coupé was built in 1962 and is based on the Daf 750, the 'luxury version of the original Daf'. In the spring of 1962, a photo of a beautiful coupé version of the Daf 750 appeared in the daily newspaper Trouw with the accompanying text:

“DAF has put the finishing touches to a new Daf, a sports coupe based on the well-known down-to-earth Daf 750. The angular cabin of the 750 has made way for a gracefully rounded roof with lots of glass. A prototype has been built - by hand - and is now open for admiration. Unfortunately, it will never go any further, at least not with the 750 model. This coupe will not be produced. DAF would have to invest too much for that in relation to the market that exists for such a luxurious two-seater car. So now it is only a pre-model that was actually only built to please the wife of the DAF president, Mrs. Hub van Doorne. That does not alter the fact that Dr. Van Doorne does have plans in the coupé direction. Only recently - when we interviewed him in connection with his approaching departure from DAF - he stated that he wanted to build a combination car and a coupé at the same time for a possible next model. At the start of a new model it will pay off, because then the components and the production of a new car can be adjusted to three appearances at once.”

The Daf 750 coupé has white paint and a black roof. On the rear flank, in gold decorative letters, is written 'coupé' in the same style as the type designation '750' on the Daf 750 and 'Daffodil' on the Daffodil (Daf 30) at the time. This coupé was therefore completely designed, developed and produced by Daf, and is also drivable. Mrs Van Doorne drove this Daf 750 coupé with registration number EX-25-27 for some time. Unfortunately, this car no longer exists. Because a registration number FX-96-87 can also be seen on various photos, it is not entirely clear whether a second copy was built or whether it is the same car.

It took until 1968 before the coupé was included in DAF's range as a body style with the arrival of the Daf 55 coupé. That was a design by the Italian designer Giovanni Michelotti, who already included the coupé body shape when designing the Daf 44 (see Daf Furore / Daf 44 Coupé).

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Daffodil Pick-up with Hondebrink body

Up for clothing transport.

This vehicle came out of the factory as a Daffodil Pick-up. It was then transformed at Hondebrink body shop in Almelo to be made suitable for transporting hanging clothing. "Ideal Dry Cleaners" in Vianen and Palthe Dry Cleaners in Almelo used such a Daf to pick up and deliver clothing. Hondebrink's body has an extra door that opens to the left and forms a whole with the flap. The photo of Ideal Dry Cleaners clearly shows that the license plate of a Pick-up (ex-factory) tilts when the flap goes down, so that the license plate is always visible, but in this case the flap can no longer go down with this conversion.

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Arkla Handywagon (1964)

The only American pick-up with a CVT transmission.

In the first half of the '60s, Hub van Doorne's Variomatic goes to the 'other side of the pond': the Daf 600 with its unique transmission becomes famous in the United States. At the same time, the management of the Arkansas Louisiana Gas Company (Arkla, a gas company in the American state of Arkansas) demands and needs a light, economical work vehicle for its staff consisting of maintenance engineers, meter readers and installers. In 1963, Arkla board member Wilton Stephans asked his lawyer Raymond Thornton to design a cheap, efficient and economical pick-up that weighed less than 1,400 kilos, had a payload of 400 kilos and an average consumption of 35 miles per gallon (1:14). Field tests had already been carried out with a Daf 750 Pick-up and it performed well, but the space for the mechanic was too small. At that time, there was no car on the American market that met the requirements, so the car had to be built in-house.

Thornton got to work and enlisted the help of employee Ed Handy, Arkla's pipeline construction foreman, for the design and construction of the 'Handywagon'. They investigated various drivetrains and ended up with the DAF drivetrain as it was also in the 750 Pick-up: the air-cooled 2-cylinder boxer engine coupled to the Variomatic transmission. That was already unique for an American vehicle, with independent suspension all around and a steel frame with fiberglass bodywork, which was easy to replace in the event of damage. In contrast to, for example, a Kalmar that used the transverse leaf spring, Ed Handy opted for torsion suspension at the front.

Despite the fact that the small boxer engine and especially the CVT (the Variomatic) was unknown technology for the average American, it appeared from the manual written by Thornton that they did not have to worry:

“The Handywagon has a very simple construction. It was designed and built in our own workshop by a pipeline constructor and a lawyer, so every car mechanic will figure out how it works".

After a small series of 'pre-production models', to which some adjustments were made to make it easier to tinker with the engine, the first Arkla Handywagons were put into service in 1964: a simple, economical, lightweight pick-up with an automatic transmission. The car cost about $1,450 (€1300) and even by today's standards ($12,000, about €11,000) that is very cheap. It also resulted in a workhorse that was easy to repair, and it became a success. There were even looks at building 1,000 copies if the costs could be brought down to 1,000 dollars, but because that did not work the project was canceled. This was partly because DAF asked too high a price for the second shipment and did not want to go down. 97 Handywagons were built, of which 3 remain: one of them is in the DAF Museum.

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OSI City-Daf prototype (1966)

A spacious city car that was way ahead of its time.

The City-Daf is a 4-seater city car from the coachbuilder OSI (Officine Stampaggi Industrial, founded in 1960 by design agency Ghia's president Luigi Segre and Arrigo Olivetti). The OSI City-Daf was unveiled at the Turin Motor Show in 1966, and was built in just a few months on behalf of the car magazine 'Quattro Route'. The car attracted a lot of attention there and it stimulated interest in the phenomenon of the 'city car'. The press (including the magazine Autovisie) judged that compared to designs from other manufacturers, the OSI City-Daf was one of the most usable. After Turin, the OSI City-Daf was shown at the Brussels Motor Show in January 1967, and a month later at the AutoRAI in Amsterdam.

With its length of 301.5 cm, the OSI City Daf was slightly longer than the Fiat 500 and shorter than the well-known Mini. The model, a design by Sergio Satorelli, had a striking square appearance. This was caused by the width of 150 cm, which was almost equal to the height of the body. The height of 147 cm made it easy to get in. On Sundays, on the way to church, you could keep your headgear on. In addition to the high body, the OSI had a few other clever ideas that were ideal for a compact city car. On the driver's side there was a huge sliding door for easy and spacious entry. The other
side was equipped with two doors that opened against each other, also known as ‘suicide doors’. The centre pillar was missing to also provide easy access here. The interior was equipped with all kinds of compartments and boxes to store small items. With the handy tailgate in combination with a folding rear seat, which could offer the small car an enormous amount of luggage space, OSI was far ahead of its time in the 1960s.
To protect the bodywork from parking damage, the bumpers with rubber strips extended far around the corners. To make parking in the dark easier, reversing lights were fitted as standard.

The OSI City-Daf had a shortened wheelbase of 197.5 cm, a 746 cc air-cooled engine supplied by DAF, coupled with the Variomatic; simple operation for a city car. Precisely because other manufacturers did not offer an automatic in the smaller class, the Variomatic from DAF offered the ideal solution here. Financial problems caused OSI to go bankrupt in 1970. Only one example was made and it has been preserved; you can see it in the DAF Museum.

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Daf Kini (1968)

A gift from DAF to the Dutch royal family for the birth of Prince Willem-Alexander.

The Daf Kini is a one-off beach car based on a Daffodil (Daf 32). The 4-seater was designed by Giovanni Michelotti in 1965/1966 and given to the Dutch royal family by DAF in 1967 as a gift for the birth of Prince Willem-Alexander. His name is on the side of this car, which means 'king' in Bavarian.

This car is certainly unique: a pointed snout with headlights where you would normally expect mirrors, a wicker (rattan) interior and a small short roof. The Daf Kini is a Daffodil (Daf 32) under the skin and therefore has the in-house developed 2-cylinder 4-stroke air-cooled engine with 750 cc capacity and the Variomatic transmission. License plate AA-98, which is permanently on this car, shows that it is a car of the Royal House.

The Dutch royal family used the Daf Kini for what it was designed for; as a beach car around their summer residence in Italy. There, the bodywork designed by an Italian came into its own! Today, the Kini is back in the Netherlands. During King's Day 2021, King Willem-Alexander himself drove this Daf during his visit to Eindhoven. Its permanent home is also there: the royal Daf Kini is in the DAF Museum.

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Daf-Michelotti Shellette (1967-1968)

A beach car with Variomatic to stroll along the boulevard.

The Daf Shellette is a beach car designed by Michelotti with a Variomatic, comparable to the Daf Kini. However, this Shellette had the Daf 33 as its basis. In the 60s, beach cars were popular and Michellotti already built so-called 'Spiagettas' based on Fiats. When the wealthy Greek businessman Aristoteles Onassis and his wife Jackie Kennedy found out about this, they also wanted one, but with a fully automatic transmission. An easy choice for Michelotti to choose DAF, and a second beach car with the Variomatic transmission after the Kini was delivered a year later in 1968: the Daf Shellette. The car went on Onassis' luxury yacht and was lifted onto land for local transport upon arrival at a port. There, people could stroll around sunny places in an open car with wicker chairs and a wicker dashboard.
A few more Shellettes were built later, the Shellette of Onassis and Kennedy is in the DAF Museum.

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Daf Siluro (1968)

The 'torpedo': a two-seater coupé based on a Daf 55 with a clear wedge shape.

A low front and a high rear; these are the characteristics of a car body with a wedge shape. Michelotti designed one as a concept car and called his creation the Siluro, which is Italian for torpedo. The Daf Siluro is based on the Daf 55 coupé, which was released in 1968. The same technology is shared, which is why this Siluro has a Renault Cléon-Fonte water-cooled 4-cylinder engine with 1100 cc capacity, and the Variomatic transmission.

Seen from the side, this car does not remind you of a DAF at all, except for the wheels that were used on the B-types. The wedge shape was a new design direction and the Siluro is the first elaboration of Michelotti, whose name is proudly displayed on the bodywork in front of the rear wheel arches. This wedge shape makes the Siluro a powerful, timeless beauty. The headlights can be hidden from view by black flaps. You can also see in the interior that it was a real concept car, but you can also see the switches of the first type Daf 55 and the characteristic 'smart gear stick' in chrome.
You can see the beauty of the Daf Siluro for yourself in the DAF Museum in Eindhoven.

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Alexis-Daf F3 (1965) / Brabham-Daf F3 (1966) / Tecno-Daf F3 (1968)

A Formula 3 racing car with a more robust Variomatic.
Where the Daf 600 was the first family car with a continuously variable automatic transmission in 1958, the Alexis-Daf was the first and only racing car with a continuously variable automatic transmission, the Variomatic, in 1965. In order to test a Variomatic that could handle higher power with heavier engines, DAF set up a project to do research and development in Formula 3. DAF bought a Formula Junior with a Ford Cosworth engine and installed a Variomatic with titanium discs with a larger diameter and shorter, heavier belts. With the purchased Alexis F3 racing car, the test work was mainly taken up on various circuits, and a few Formula 3 races were participated in.
A year later in 1966, a Brabham BT18 with a Ford Cosworth engine (1000 cc, 95 hp) was purchased to hang the F3-Variomatic in. Compared to the Alexis-Daf F3, the Brabham-Daf was given a differential. The Formula-3 car participated for one season but was then replaced by the more modern Tecno-Daf F3, from the Italian Tecno racing team. After the 1968 season, DAF stopped development and testing in Formula 3. Both the Brabham-Daf and the Tecno-Daf F3 can be seen in the DAF museum.

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Daf 555 Sportcoupé (1969)

A notorious suspender driver on steroids.

With the developments and tests with a heavier Variomatic in Formula 3 (see the Alexis-DAF F3, Brabham-Daf F3 and Tecno-Daf F3 above) Daf had gained a lot of experience. Wim Hendriks, head of R&D at DAF and the spiritual father of the 'F3 Variomatic', wanted to add a new chapter to DAF's successful rally successes: the F3 Variomatic that is suitable for heavy engines had to find its place in a Daf rally car. The DAF racing department wanted to participate in the Rally class 6 (non-homologated prototypes).

The Daf 555 was based on a Daf 55 coupé, but other than the body/carriage and the fact that they both have varimatic drive, the similarities ended there. The 555 had heavy engines and the F3 Variomatic. The interior was stripped to keep only the bare essentials, and the fuel tank was located at the height of the rear seat in the trunk. The wheel arches were widened due to the increased track width.

Not a one-off: due to the regulations in the FIA ​​Rally class 6, several Daf 555 Sportcoupés were built. Three complete 555s were provided with license plates 70-76-MF, 70-77-MF and 70-78-MF. They had a Renault Gordini engine of 1300cc with +/- 125hp or a Collom engine of 1440 cc with approximately 140hp. At a weight of 760 kilograms that is enough for an acceleration of 0-100 km/h in 7.4 seconds and a top speed of 185 km/h!
Later, the Daf 555 with license plate 81-89-SE was added, the replacement for the crashed 70-76-MF of which he took over the mechanical components.

With converted 555s, which from then on had four-wheel drive, Jan and Harry de Rooy later won many more titles in rallycross. These rallycross cars, the converted 70-77-MF, 70-78-MF and 81-89-SE, had an even bigger engine: a Ford BDA engine with a capacity of 1800 cc and the Variomatic was placed in the middle of the car.

The Daf 555 with license plate 70-78-MF has been restored and can be admired in the DAF Museum.

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Camel DAF Huron 4A (1971)

No mountain too high for the fastest Variomatic in the world.

The Camel DAF Huron 4A, also known as the Huron Cosworth DAF Variomatic, Huron-DAF or DAF-Huron, was a hill climb racing car that used the same F3 Variomatic as the Formula 3 cars (see Alexis-Daf F3 / Brabham-Daf F3 / Tecno-Daf F3) and the Daf 555 rally car. At the end of the rally season in 1971, the DAF rally department was provided with two Huron sports cars by Camel, the main sponsor. Hence the well-known name Camel-DAF. These Hurons were racing cars that could participate in hill and mountain climb races where the gearbox would be replaced by the installation of the F3 Variomatic: a CVT hill climber. 

Compared to the Daf 555, shorter belts were used. The F3 Variomatic was powered by a 4-cylinder Cosworth BDA engine of 1800 cc on which two Weber 45 carburettors were mounted, good for approximately 210 - 265 hp and a top speed of 265 km per hour!  This makes it the fastest Variomatic in the world. In 1972, Jean-Louis Haxhe won the Marche hill climb in the DAF Huron. After this, the F3 Variomatic was dismantled to be used in the rallycross cars. 

Of the two Hurons made available by Camel, only one was built with a Variomatic, and you can see it in the DAF museum.

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Williams FW15C CVT (1993)

A banned CVT in the premier class of motorsport.

Formula 1 has also been able to taste the benefits of a continuously variable transmission (CVT). A further development of the Variomatic found its way into the F1 car of the Williams F1 team. Since the engine in a Formula 1 car also constantly turns up and down in speeds, it rarely runs at full power. In order to be able to use the full potential of an engine, it is necessary that the speed remains at the peak of its power - a task that can be successfully accomplished by a continuously variable transmission. In order to withstand the forces that are placed on the technology, Williams' engineers went in search of a belt that was robust enough to transmit the 850 hp of the Renault V10 F1 engine. The result: the existing Williams FW15c race car that appeared in competitions in the conventional configuration, equipped with a CVT.

Test driver and later F1 driver David Coulthard was immediately enthusiastic after test laps on a circuit in Wales. Williams was already dominant in the Formula 1 season with the 'regular FW15c', and with the even faster FW15c CVT they would only expand their technological lead. But the F1 CVT never took part in official Formula 1 competitions: the FIA ​​(Federation Internationale de l'Automobile) came up with a new rule in 1994 that the transmission in a Formula 1 car may have a minimum of 2 and a maximum of 7 gears. This meant that the CVT was banned.

The Williams FW15c CVT, a unique and prematurely 'banned' racing car, was on display for years in the DAF museum but is now housed elsewhere in the United Kingdom.

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Qinghua Nr. 7 / Qinghua 7

A Chinese Daf 600 clone

The Qinghua number 7 is an odd one out on this page: this vehicle is not based on a Daf with Variomatic or a Volvo with CVT, but is a direct clone of them, including a fake Variomatic! It is namely a Daf 600 cloned by the Chinese, built somewhere in the 60s. Because the Daf 600 with its unique Variomatic transmission caused a sensation in the automotive industry, Chinese technicians were also very interested in this special piece of technology. Several Daf 600 prototypes were shipped to China at the time, and it is believed that academics from the Automotive Department of Qinghua University dismantled one of these down to the last screw and then made a clone of it, including the characteristic design. However, the dimensions are completely different: an original Daf 600 is much wider and has a longer wheelbase and higher roof. The photo of Qinghua No. 7 was taken in Beijing, Tian'anmen Square. 

Source: China car history

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Daf (Geeris) Buggy (1971)

A real variomatic buggy, with a revolutionary design.

In the 60s, buggies became popular, think of the Ruska Super Buggy or the Volkswagen Dune Buggy. It was the idea of ​​Harry Geeris, in the 70s "factory driver" for DAF in the group 2 racer with the Daf 55 and later the 66 and active rallycrosser, to make a series of 400 buggies based on the Daf 66. Geeris therefore had ties with DAF, and had his own bodywork company in Eindhoven. He sought cooperation with the Belgian APAL (Application Polyester Armé Liège) who had extensive experience in buggies. The Daf (Geeris) Buggy was born, also described as DAF-APAL Buggie: a buggy with a revolutionary design for that time and the conveniences of a Variomatic! Following a good example, an open beach car / convertible with high ground clearance and equipped with a hood, not an unnecessary luxury in our Dutch climate. The Buggy was built on a chassis of the Daf 66, with the 1108 cc engine with a capacity of 53 hp. With a weight of only 970 kilos and the Variomatic a nice leisure car. The plastic parts (glass fiber) were made in Belgium at Indupol and directly made in the desired color in the mold. The body was therefore no longer sprayed but was immediately in the right color from the factory.

The intention was to also deliver the car as a kit. The buyer had to provide a donor car himself and received a steel chassis of rectangular tubes on which the body had to be mounted. All this for the price of fl 2,700 (guilders, converted to € 1,225). For this price the seats, dashboard, etc. had to be transferred from the donor. A more complete package with seats, lamps, instruments, etc. the self-builders could buy for fl 4,500 (€ 2,042). If you wanted to buy the car completely finished with factory-new components, the price would be around 10,000 guilders (€4,537).

Unfortunately, due to problems with the type approval, it remained at only 2 copies, of which only one remained when it was delivered.
That Daf (Geeris) Buggy, a metallic green with former license plate 05-92-XD and eventually registered with 64-ZU-49 (which is registered with the RDW under the trade name 'Jeep'), has been on loan for a long time in the DAF Museum in Eindhoven. The car went back on the road in 2023. From 1967 onwards it was no longer permitted to build another body such as a buggy on the basis of an existing car and then take it on the road. How the car got its license plate is a mystery to which only the inventor knows the answer.

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Daf (Daffodil) Buggy

From wreck to boulevard topper

This Daf Buggy, based on a Daffodil, was created because the Hague sheet metal worker Simonis and car mechanic Hoogenraad saw a future in a wreck. The Daffodil that served as a basis was declared a total loss in a collision and changed owners for 150 guilders. In a few months, the wreck was dismantled, with the engine and roof being removed. To prevent the torsional stiffness of the bodywork from taking on the forms of a ‘wet sandwich’, the box girders were reinforced with wooden girders and a large roll bar was installed. The bodywork was also completely tackled: with the exception of the bonnet and boot lid, almost no sheet metal part is interchangeable with a normal Daffodil. This is how, after two months of hard work, a nice beach buggy was created. The purple paintwork with cheerful flower motifs provides a summery look. Although the base price was only f 150, it will be clear that the total conversion cost a multiple of this amount. How much? That remains the question because it remained with this one copy, which unfortunately no longer exists.

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Daf 33 Dune Buggy (1968)

Variomatically into the dunes

This is the Daf 33 Dune Buggy; a playful beach cart for the adventurous surfer who wants to brave the elements variably. Little is known about this car, but the basis is a first type Daf 33 from 1968 that in 1973 in this capacity as a '33 Cabriolet' received its license plate 41-BA-29 but probably also drove around in Bonaire with license plate 3028-V. The Dune Buggy is powered by a 2-cylinder 4-stroke boxer engine with a capacity of 746 cm3 in combination with the Variomatic transmission. The body appears to be made of polyester, and has a stamped DAF logo on the side in the writing style as used on the first type 33. Furthermore, the Dune Buggy has 'nun's hood chairs' from a later Daf or Volvo and is on Volvo GLS rims, but the spare wheel on the back is an original A-type / Daf 33 wheel. The design of the grille seems to be inspired by that of the 33's forefather: the Daf 600 / 750.

This Daf 33 Dune Buggy still exists and is owned by "DAF Doctor" Fred Oosterlaan in Bleijswijk, the Netherlands.

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Daf 33 Grand-Air

(limited) into the wide world with the variomatic Grand-Air

Grand-Air, a grand name for a small 'safari jeep' in the shape of a converted Daf 33. This creation was conceived and made by the French DAF dealer in Les Andelys. Similarities with the contemporary Mini Moke can be found in the form of the compact dimensions and the narrow 'face' with large round headlights. The large DAF logo in script letters on the back, together with the steel rims on the outside, show that a Daf passenger car with Variomatic was the basis: inside the interior, the dashboard and the front seats give this away. The gap of the absent doors is subtly 'closed' with a chain: something we also saw with the later Daf-Havas Mermaid and Beachcomber.

Due to its base, this 33 Grand-Air has the same propulsion properties as a standard Daf 33, and the low power did not always come across well in the open countryside. The dealer had hoped to sell more copies, but due to the lack of power and therefore interested ccustomer, it remained with this one copy, of which it is not known whether it still exists.

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Daf 55 "ice racer"

... with a Variomatic on thin ice

This special Daf 55 was built in the 70s by DAF dealer "Garage Jeanne d'Arc" in collaboration with coachbuilder Maldera in Grenoble, France.
A famous racing driver was behind the wheel: Claude Laurent, the factory driver of DAF, drove the ice races in Serre Chavelier with it.

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Amphirol (1966)

On land and at sea with a Variomatic x 2

The Amphirol (also: DAF Amphirol or De Bakker Amphirol) is an amphibious vehicle with screw/roller drive, invented by Joseph Jean (Jo) de Bakker. He was the owner of De Bakker in Hulst and an avid fisherman, but he did not want his fishing time to be limited by the water tide. With the Amphirol he could move through the clay/sand at low tide and through the water at high tide. The Amphirol had a top speed of 12 km/h (6.5 knots) on mud and 10 km/h (5.4 knots) in water. Machine factory De Bakker was located in Hulst next to DAF dealer Biesbroeck and, not entirely coincidentally, the Amphirol was powered by two modified Variomatics from a Daf 44/55, each coupled separately to a DAF 2-cylinder 750cc boxer engine. This configuration made it possible for the rollers to be driven in the same direction, so that the vehicle could move sideways like a crab over dry land. Because a Variomatic moves just as fast forwards as backwards, the Amphirol could move sideways over the land at a reasonable speed. On the side of the bodywork, the inventor of this remarkable vehicle is written in large block letters: J.J. de Bakker - Hulst.

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Roeland-DAF

A low-flyer based on a Daffodil

You wouldn't expect it from its appearance, but this self-built kit car was based on a Daffodil. Not much is known about the car with license plate ML-43-85; it was a creation of the Zaltbommel garage Roeland in the 70s and therefore known as the 'Roeland-DAF'. The height of the sports car was only 1.10 meters, which meant that the reduced air resistance together with a tuned 2-cylinder boxer engine ensured a maximum speed of 130 kilometers per hour, which Mr. Roeland easily achieved at the time on his way to his holiday destination in Italy. As far as is known, there is no longer a 'Roeland-DAF'. It is also unknown how many were built: the photos show at least 2 examples that differ from each other by the paint color and number of wing mirrors.

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Daf 55 Moretti / Moretti DAF (1972)

Built on behalf of a wealthy woman in Switzerland, who wanted a more spacious Daf 55.

A real 'one-off': only 1 Moretti DAF was built. The Swiss coachbuilder Moretti (not to be confused with the Italian coachbuilder with somewhat the same name Fabbrica Moretti di Torino, or Moretti in Turin) was commissioned by a wealthy Swiss woman to make a luxury four-door car in the compact segment, with an automatic transmission. She really liked the Daf 55 she had driven, especially with the Variomatic, but that car was not spacious enough for her. She wanted 4 doors and that Variomatic, something that DAF did not have in its model range.

For this project, DAF sent a chassis with Variomatic and engine to Geneva, Switzerland in the early seventies. A shortened bodywork of a FIAT 128 was put on it. A proud grille (a handmade example) full of chrome, headlights from a FIAT 128 Sport and modified bumpers from Opel ensured a distinguished appearance. The rear pillars contained air vents that originally served as a grille in a BMW. The paint colour is from Jaguar. A great mix of different cars: on the outside you can only see from the wheels that the base is a DAF.

These roots are not immediately apparent in the interior either; the leather-covered front seats come from an Alfa-Bertone, and the back seat originally comes from a FIAT 1500. The wooden steering wheel features the DAF logo, which comes from a key ring!

After delivery, the woman only drove it sporadically: it has less than 600 kilometres on the counter. You can view the Moretti DAF in its permanent home; the DAF Museum in Eindhoven.
 

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Phantom (1989)

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A variomatic self-built.

This car from 1988 with license plate XK-13-HV was approved and registered with the RDW in 1989 as "self-built" with trade name "Phantom". Based on a Daf 33 with former license plate 48-21-TV, it is a well-known car within DAF Club Nederland; the owner and inventor of this creation is still the owner of this unique car and club member. He designed and built the Phantom from the ground up with a self-designed chassis and on top of that the idiosyncratic (part aluminum, part polyester) body with a long pointed nose, a removable roof and a short rear. With its straight lines and angular design, it is a 'child of the 80s'. You can recognise the headlights from a Renault 11, the rear lights from a Simca 1000, the door handles from a Fiat 132 and the wing mirrors from a Fiat Panda. The dashboard is a completely unique design. Don't be fooled: you won't see a 'clever stick' from the Variomatic: this has been replaced by a gear stick, but the Phantom is definitely variomatic!

The Phantom is powered by a 1108cc 4-cylinder in-line engine from a Renault Super 5, with a different cylinder head, separate input and output channels and multipoint injection from a Renault 25. The unladen weight is only 720 kilograms. The DAF components in this Phantom: the Variomatic, the front axle from a Daf 55 and the rear axle from a Daf 33. The indicators in the front and the windscreen also come from a Daf 33. The alloy wheels come from a Volvo 66 GLS. 

In addition, the Phantom has many extras that were never supplied on Daf passenger cars: central door locking with remote control, cruise control, auxiliary air suspension on the rear axle, electrically operated mirrors with heating.

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The square car (1994)

A variably powered Eindhoven artwork.

'The square car' is a work by Eindhoven artist John Körmeling. It is a minimalist car, built from an aluminum frame, pre-formed seats and a Daf Variomatic that is powered by a 1100cc Renault Cléon-Fonte engine from the Daf 55. This mobile artwork could reach a top speed of 110 kilometers per hour!
Because the car is so minimalist, you can drive at the wheels and 'open' Variomatic see that the basis was a Daf passenger car.
Mr. Joan van der Brugghen, Head of Development at the passenger car division of DAF, was transported in style for his last ride in this square car after his death in 2006.

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ATAF Variomaton (1962)

A mobile beer barrel, or variomatic advertising object.

It would not be out of place in a list of strange mobile creations: the 'ATAF Variomaton', 'Heineken-Variomaton' or better known as the 'mobile beer barrel'. This vehicle was built in 1962 by ATAF (Amsterdam Trailer and Trailer Factory) on behalf of Heineken, based on an engine and Variomatic from a Daffodil, and on top of that a large beer barrel with room for several people. In the beer barrel a familiar driver's seat and steering from the Daffodil, but on the outside it is only the black wheels secured with 3 bolts that reveal that the base is a DAF passenger car, which were originally hidden behind Heineken hubcaps (or perhaps beer mats or beer caps!). The Variomaton made its debut in 1962 in the carnival parade in Venlo and immediately attracted a lot of attention, and still does today. It is part of the Heineken Collection and was on display in the DAF Museum for several years.

Originally, the Variomaton had a registration number for an agricultural vehicle (GV-08-30), which meant that the top speed was 25 km/h. From 1985, the barrel was given a car registration number (BJ-32-JD) and was therefore allowed to go faster, so that the Variomaton can reach a speed of approximately 50 kilometers per hour. It seems that multiple copies of the Heineken Variomaton were built: in historical photos, the rolling barrel appears in Nice, France with different French license plates, namely 358-JJ-51 and 1468W78. In the Netherlands, it remained with this one copy.

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POMA Chenilette (1965)

A snow tractor "Pistenbulli" with Variomatic

The owner of the French snow lift manufacturer POMA, Jean Pomagalski, was impressed by the ease with which a Daf with Variomatic drove through the snow when he saw a customer do this. He then came up with the POMA Chenilette, a vehicle to go through snow-covered hills and mountains. The Chenilette had a 750cc engine from the Daffodil and its Variomatic. 125 of them were made, which were used in the construction of snow slopes and cable cars in France, Austria, Italy and Switzerland.

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Piaggio Snowcat S-750 (1980)

Working in winter sports areas with the basic elements of an A-type

A snowcat ('snowcat') is a tracked vehicle built to reach snowy areas where normal vehicles cannot reach. They are mainly used to carry out work on slopes in ski areas, such as clearing snow, for example by means of a blade at the front. This snowcat S-750 has a Variomatic transmission and the 2-cylinder air-cooled boxer engine from an A-type Daf (Daf 750, Daffodil or Daf 33), with a capacity of 746 cm3, as evidenced by the type designation. In addition to the DAF drive, this vehicle has a cabin from a Piaggio Ape. This unique 'snow plough' was built in Italy in 1980 and served on the ski slopes of the Marche region in eastern Italy. In 2023, this vehicle was offered for sale online, awaiting restoration.

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Sabena aircraft stairs

Variomatic to high altitude

Little is known about this special vehicle. A Belgian manufacturer probably supplied mobile aircraft stairs with Variomatic at the end of the 1960s on behalf of the Belgian airline Sabena, powered by a 746 cc 2-cylinder boxer engine from a Daffodil (Daf 32). There were 2 versions: with and without a roof. The press photo with the aircraft proudly shows a Daffodil (Daf 30) posing next to the aircraft stairs with the same base.

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International WUT (1973)

In the same year as the development of the Daf BATU, the American truck manufacturer International Harvester was also working on a simple, multifunctional utility vehicle but called the vehicle the 'WUT', short for World Utility Transporter. In the 1970s, International Harvester had an ownership interest (33% in shares) in DAF Trucks B.V., after divesting the passenger car division to Volvo. The collaboration between DAF and International Harvester (IH) resulted in, among other things, the DAF NAT 2500 truck. 

The ties with DAF were there, and so DAF looked for a compact engine for the WUT, because the smallest engine that IH had in its range was much too heavy at 3.2 litres. The air-cooled 850 cc 2-cylinder boxer engine from the DAF passenger cars could be perfectly incorporated into the technical design, as well as the revolutionary Variomatic transmission. This made the IH WUT technically a copy/equivalent of the Daf BATU and only differed in bodywork.

Partly due to the compact engine and Variomatic, the simple International Harvester WUT was easy to drive. However, it remained a single prototype, because the management of IH chose to stop the project because there were already enough losses in other projects and disappointing sales during the oil crisis of 1973.

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Lanting sidecar crosser (1970)

A cross bike with sidecar powered by a Variomatic.

Unique in its kind: a hobby project by electrical engineer Jan Willem Lanting. Even before the Hägglunds XM72 was known, Lanting had been working on a (cross) motorcycle with automatic transmission for two years.

The sidecar crosser is powered by an air-cooled boxer engine from a Daf 33. Also the Variomatic from this model, but this construction only has half the discs. A Horex clutch gear was welded onto both the output shaft of the centrifugal clutch and the input shaft of the transfer case, which were connected by a duplex chain. An ingenious construction was devised for the rear fork of the original frame of a BMW motorcycle. The operation was such that when the rear wheel was springing, the transmission ratio was lower, so that the engine 'kept pulling'.

Although the engine power was about half that of the competition crossers, the half Variomatic sometimes had problems with the available power. A hobby project of which only one was built: a real 'one-off'.

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Variometrike (Daf 33 trike)

Three-wheeler + Variomatic = Variometrike.

This Variometrike originated from the hobby of rebuilding engines, and exchanging ideas in a friendly atmosphere and coming up with new creations on beer mats. It started with the idea of ​​building a trike with a Variomatic, for which a Volvo 340 was bought as a donor. However, this car was still far too neat and was used as a daily car. For €250,- a Daf 33 was bought in 2012, the engine of which was not running, which was dismantled at the end of 2014. Finally, construction started in 2016.

This Variometrike has a 2-cylinder boxer engine and Vario from the Daf 33, mounted on a self-built trike frame. The primary is placed behind the secondary, with the latter mounted upside down to keep it compact. From the clutch housing to the primary drive is a self-made drive shaft, which consists of no more than 2 cross pieces. The vacuum control via the EMVK has been reused, as has the carburetor from the Daf 33 donor. The rear rims come from an agricultural vehicle with a specially made rim center with the characteristic 3-hole mounting for Dafs. Because no suitable rear tires can be found here for this size rim, they come from America where they are normally mounted on a Ford Mustang.

In 2020, the Variometrike was ready, but in the Netherlands it proved difficult to get the vehicle, which was seen as a completely new construction by the RDW, registered. The Variometrike is now 'retired' with the inventor and owner (and also a member of D.C.N.) who has moved to Belgium.

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Hägglunds XM72 (1972)

A variomatically driven off-road motorcycle

The Hägglunds XM72 (or XM72 Variomatic) is a motorcycle with the Variomatic transmission, built for the Swedish army in the first half of the 1970s. In 1971, the manufacturer of military (tracked) vehicles AB Hägglund & Söner, Hägglunds for short, signed up for the development of 3 to 6 thousand motorcycles for the Swedish army. The requirements were an easy-to-operate motorcycle that recruits could quickly master, with a maximum weight of 140 kilograms, the ability to transport up to two people and with a storage space for tools. In addition, optional foldable skis for riding on snowy plains had to be mounted.

Hägglunds, like competitors KTM and Husqvarna, got to work: the monocoque frame with integrated tank (15 liters) was kept as simple and light as possible and was made entirely of sheet steel. Furthermore, the XM72 had a cardan drive, a single-sided front fork and light six-spoke magnesium wheels of 18", which meant that the total weight of this motorcycle was 120 kilograms. In order to be able to quickly change a wheel in the event of a puncture, a clever system of a single-sided wheel suspension was developed. The revolutionary design also received an automatic gearbox: the Variomatic. This was coupled to a 293 cc single cylinder Sachs two-stroke engine using a pull-cord starter and producing 24 hp at 5500 rpm, good for a top speed of 120 km/h.

Hägglunds sought and received the cooperation of DAF for the use of the Variomatic, and also received permission to use the name. As a trial, 25 test models were delivered to the Swedish army in 1973 and this trial period was successful. Initially, there were some problems with the belt slipping of the Variomatic due to ice, snow and mud, but this was soon solved by a modified housing. Hägglunds was awarded the army contract for the production of 3000 motorcycles, but due to problems in getting it into production, they withdrew from the competition and Husqvarna supplied their version of the motorcycle to the Swedish army.

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Daf 44 fuel cell (1971)

Experimenting with a fuel cell (hydrogen fuel cell)

In 1971, Shell Research Ltd experimented with the fuel cell (hydrogen fuel cell) in the English Thornton Research Centre in a passenger car: a Daf 44 Sedan. The 2-cylinder boxer engine was removed from the engine compartment and replaced by an electric motor, with a solid state control system on top that had been developed by the Lucas Research Centre. The fuel cells were mounted in the trunk of the car, where a reaction between the substance hydrazine and air produced electricity to drive the electric motor. Lead-acid batteries provided additional energy, and were charged by the fuel cells during periods of low energy consumption. With this setup, the Daf 44 with fuel cell had a top speed of 80 kilometers per hour and a total weight of 1380 kilograms; 47% more than a standard Daf 44.
Shell eventually concluded that the experiment was successful, but that the application of hydrogen propulsion/fuel cells in cars was not economically viable and there was no demand for it, the project was stopped.
The Daf 44 "fuel cell" with registration number ATE 79E is still owned by Shell and Lucas and is in the depot of the British Science Museum in London.

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CHW 886 / CHW 887 (1975)

An electric Daf 44 with Variomatic

C. H. Waterman Industries Inc., abbreviated CHW, was an American manufacturer that marketed electric cars on a small scale. After the electrification of Datsun's 1200s, the company focused on the Daf 44 in 1975: the Variomatic, wheel arrangement, brake system and electrical system remained the same, but the 2-cylinder boxer engine was replaced by a 48-volt DC traction motor and powered by a large battery pack of sixteen 6-volt batteries. With this, the electric Daf 44 reached a speed of 40 km/h in 15 seconds, a top speed of 72 km/h and a range of approximately 80 kilometers. The battery pack was charged in 8 hours with a 20 ampere/hour charger.

CHW Electric Autos bought the Dafs 44, young used examples, from Garage de Burgh in Eindhoven in a run of 14 units: 10x Daf 44 Sedan, which were sold as CHW 886 after the conversion, and 4x Daf 44 Combi which were marketed as CHW 887. In 1977 a new order of 14 units followed, but this time the Daf 46 in Sedan and Combi body style. This brings the total to 28 units, of which 1 remains (the "Daffodil Estate") which can be found in the American Daf Museum & Research Center in Mount Tabor, Vermont.

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Daffodil (Daf 32) Electric (1976)

An electric Daffodil in Amerika

American William H. "Bill" Schafer converted a 1966 Daffodil (Daf 32) Sedan into an electric car in 1976. The "Daf 32 Electric" had a 48 Volt system with a top speed of 56 km/h, a consumption of 310W/km and a range of 34 kilometers. The batteries provided a significant share of the car's weight: 227 kilos out of a total weight of 816 kilos.

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Daf EV33 (2017)

A Dutch conversion project of a Dutch product

A recent conversion project: the Daf EV33 of André alias Gromsound. There was no electric Daf 33 in the Netherlands yet, so he decided to convert his Daf 33 1st type into an electric car himself. The Daf was stripped of its engine and given a new electric configuration, which you can read all about on its website, the car was approved by the RDW (National Road Traffic Agency) to hit the Dutch roads as the Daf EV33. The performance of this electric 33 is comparable to the petrol-powered version: it is not a striper with 16 kW and 22 hp, but up to 60 km/h it is sufficiently fast, and then continues steadily up to about 85 km/h. The range is about 60 km, under ideal conditions around 70 kilometers.

This Daf is fully functional and you can encounter the 76-DA-45 on public roads: rolling cultural heritage with a modern drive.

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