DAF 33 REVIEW

Launched in 1967, the Daf 33 was an uprated and lightly facelifted version of the earlier Daf Daffodil. The name change brought the model into line with Daf’s larger 44 model. The flat twin and Variomatic box gave them a unique driving experience and loyal following, though mechanics scared of changed would dismiss the Variomatic system as overly complex. The 33 was discontinued when Volvo bought DAF in 1974, while the larger 66 was rebranded as a Volvo. Nowadays they make a great compact and economical classic buy.

VITAL STATISTICS

Engine 746cc, 2-cyl, OHV

Power 28bhp @ 4200rpm

Torque 40lb ft @ 2700rpm

Top speed 69mph

0-60mph 17sec

Economy 45mpg

Gearbox Variomatic

WHAT TO LOOK FOR

BODYWORK

The bodywork’s made of quite a heavy-gauge steel, so they’re fairly rust resistant for a 60s design. One owner we spoke to had only encountered significant corrosion on one 33, and that had been sitting in a field for several decades! The floorpans can corrode through if water’s allowed to pool in them, while it’s good practice on any classic to check the lower extremities of the shell for scabs. So wheelarches, door bottoms and door tops, lower wings and valances should all be on your checklist. The leading edge of the bonnet can pick up chips and rot, and the lower screen surround is a water trap which needs to be handled with care. Beware wings are welded on and scarce secondhand, so repairs must be made in situ. Suspension mounting points and A-posts are crucial checks too on 33s, as they’re the two biggest troublespots.

ENGINE & GEARBOX

The engine and Variomatic transmission are both largely reliable in service, with the engine singled out for particular praise. There are no gaskets to worry about, an alloy head and block ensure adequate sealing between all faces without the need for gaskets, so you don’t need to check if they’re intact. The pushrod tubes can leak oil, and on very high mileage cars the bores can wear. The sign of this is an oily engine bay – oil’s forced out when the bore wear is sufficient to pressurize the crankcase. But they burn efficiently and worn units are few and far between.
 

RUNNING GEAR

Watch for corrosion on the working faces of the Variomatic cones – slight corrosion can cause belt wear, while more serious corrosion will necessitate replacement of the units. Some have tried repairs with chemical metal to ying degrees of success, so this may be an option if new units cannot be found. As for the belts themselves, they can deform and harden over time, and if there’s no recent belt history with the car you’ll need to budget about £105 for their replacement. Even new belts can stretch, so take it as a given that you’ll need to adjust the belts of any DAF you purchase. Because of how Variomatic works, there’s no differential to worry about either.

INTERIOR

Right hand drive specific parts might be tricky to source, because while the UK was a large export market there are very few left. However, Essex Dafs have broken numerous rhd Dafs which have been too far gone to save, and so secondhand parts are generally available. Interiors do tend to be hard wearing, and being fairly plain vinyl affairs retrimming old seats shouldn’t pose an issue.

ELECTRICS

The big one is the heater. The heater is powered by a brace of heat exchangers around the front exhaust downpipes, and when these pipes corrode they can supply exhaust gases including carbon monoxide direct to the cabin. If the car has an exhaust blow from this area, the only options are repair or replacement and repair involves stripping the heat extractors. Replacements are not cheap! Barring this, the electrical systems in Daf 33s are simple and reliable; you should have no troubles here.
 

OUR VERDICT

A small cheap classic, ideal for town toddling or for those classic fans at a space premium, the Daf 33 makes for a fantastic alternative to a Mini. A tiny car designed for the tall Dutch, it’ll take four adults and their luggage in comfort. The thrill of accelerating with no change in engine pitch will never get old either. Near perfect weight distribution means they also handle rather tidily, and you’ll always draw the crowds when you stop!

DAF VARIOMATIC REVIEW

The Daf car was introduced at the Amsterdam motor show in 1958. It was the brainchild of Dr Hub Van Doorne. Hence its name - Van Doorne Automobiel Fabrik. It had a 600 c.c. aircooled flat twin engine of Daf design, very rugged.

This drove the rear wheels via a very special automatic and infinitely iable transmissin system involving belt drive. There was no gearbox as such and no differential either. The system proved very successful and provided true two pedal motoring. Originally the public was suspicious of the novel system, expecting the ious components to be fragile, especially the rubber compound belts. The fears proved to be completely unfounded as the cars gave exceptionally good service even when neglected. The first cars were offed for sale in 1959 and the cars remained in production with improvements and new models from time to time until 1975 when manufacturing rights were transferred to Volvo. The Volvo 343 of 1976 had been intended to be the next model of Daf and the "Variomatic" transmission as it was called was continued in this car. The system was optionally available in some Volvo models until 1991. The CVT system now used by some manufacturers is essentially a modern development of the Daf system which proved so foolproof for over thirty years. There is a flourishing owner club with enthusiastic membership and a very good website.

DAF 55 & 56

The four-cylinder DAFs – the 55 and the 66 – may be quirky, but they offer a very intelligent solution to city transportation...

Misunderstood for decades as a ticking technical time bomb, the DAF family is, in reality, far from being so. Known as the easiest car in the world to drive when new, these Dutch-built city cars are equally simple to live with and maintain.

Launched in 1967, the DAF 55 was a four-cylinder version of the two-cylinder 44 – itself a Michelotti-styled redesign of the older 750 model. Coupled to the Renault-sourced powerplant was DAF’s version of the automatic gearbox – the Variomatic. 

With De Dion rear suspension and a facelift in 1972, the 66 was born. This lived out its final days as the Volvo 66, following a takeover by the Swedish firm.

VITAL STATISTICS

DAF 66

Engine                                    1289cc/4-cyl/OHV

Power (bhp@rpm)                  47bhp@5200rpm

Torque (lb ft@rpm)                 73lb ft@3000rpm

Top speed                                89mph

0-60mph                                  19.8sec

Consumption                            35mpg

Gearbox                                    Automatic

WHAT TO LOOK FOR

BODYWORK & CHASSIS
 

As you’d expect from a steel-bodied classic from the ’60s and ’70s, DAFs can rot readily. Corrosion targets the lower sections of the bodywork in particular, so pay close attention to the floorpans and chassis members. Sill strength is crucial, so try to assess how well any repairs were carried out – like many lower-value classics, cheap repairs were a fact of life. Door bottoms and rear quarters are likely to have suffered on rough examples, as will wings and wheelarches. Replacement panels are hard to come by, although keeping an ear to the ground within the club, or shopping in the Netherlands, can yield results.

ENGINE

The water-cooled Renault engine was used in various cars and is renowned for taking hard use in its stride. Fitted to the DAF 55 in 1108cc form, the 66 offered the option of a larger 1289cc unit. Watch for oil being burned in high-mileage units, which points to valve guide wear or excessive bore wear. Ensure the cooling system isn’t clogged up, and that service intervals have been adhered to.

As a car suited to town driving, low-mileage DAFs will have been used with plenty of choke and insufficient time to get up to temperature. As a result, sluggish performance may be due to the valves being coated in carbon and not seating properly – a simple de-coke should restore power.

RUNNING GEAR

The Variomatic transmission is a remarkable design, but there’s no reason why it should be feared and a competent home mechanic should be able to keep the simple system in check. A test-drive will ensure the transmission functions as well as it should in forward and reverse. A vacuum system is at the heart of the Variomatic, controlling ratio changes. If the transmission fails to work correctly, then there is a good chance that one of the system’s pipes or diaphragms is at fault.

The 55 used twin drive-belts in conjunction with swinging arm rear suspension, while the 66 utilised only one belt with a De Dion set-up. Clunking while on the move is most likely due to the car having been sitting for a long while, resulting in the highly tensioned drive-belts taking an oval shape rather than remaining flexible. The club can supply new drive-belts for both models.

INTERIOR

Interior trim and exterior fittings can cause a headache if anything is missing or damaged, due to the scarcity of replacements. Secondhand items occasionally turn up, but be prepared for a lot of searching. Re-trimming could be the only solution to an interior in poor condition.

The Volvo version of the 66 featured heavily modified fittings, from its quad-lamp grille and heftier bumpers to modified seating. With only a handful of Volvo 66s still surviving in the UK, any parts which are unique to the model will be even more difficult to replace. Ensure that everything is present and correct on the car you’re inspecting.

OUR VERDICT

Combining Euro urban chic with surprising usability, the four-cylinder DAFs have a lot to offer. The mix of unburstable Renault power with that ingenious transmission means that either 55 or 66 makes a sensible, yet individual choice of usable classic. With values still low, now is the time to buy – before collectors start to realise their true worth.