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The
Variomatic transmission undergoing tests in a converted Alexis
Mk5.
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The first DAFs were
sold in 1959, with a 600cc air-cooled twin cylinder engine. This same
engine remained in production in an enlarged 746cc guise until 1975 in
the 33. Over the years, other DAF models were launched - the 44 with 850cc
engine; the 55 with 1100cc four-cylinder
Renault engine and the 66 with 1100/1300 Renault engines. Famed for their
Variomatic transmission which was the brain child of Dr. Hub van Doorne
(van Doorne's Automobiel Fabrieken = DAF) and was infinitely variable
in its ratios so that there
were no noticeable gear changes. The pulleys in the transmission expanded
and contracted, depending on speed, road conditions and driver's demand
automatically. Final drive to the rear wheels was transmitted by rubber-composite
drive belts. In 1975 DAF was taken over by Volvo.
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The
Alexis-DAF on the left at Monaco, judging by
the size of the radiator cooling was a problem.
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To
prove the worth of their system DAF went F3 racing, they started by
fitting the system to an Alexis Mk5 chassis for testing and then racing.
Initially there were problems in that belts that had been designed
for road use weren't suitable for competition stresses and strains
but this problem was gradually overcome. Despite the Alexis chassis
not being state of the art there was enough promise shown to consider
the project worth further development |
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The
man himself, Jack Brabham testing the DAF-Brabham.
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For
1966 a Brabham BT18 was purchased and adapted to try the transmission
in a known competitive car. Results were promising with a number of
top six finishes, Mike Beckwith took the best result, a third at Zolder. |
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Mike
Beckwith in the DAF at Brands Hatch.
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The
DAF with its orange nose, presumably in deference to its
national colour.
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For
1967 the Chequered Flag team built a DAF chassis that was designed
by Chas Beattie along similar lines to a Brabham. The car showed flashes
of promise but all the cars fitted with the Variomatic transmissions
suffered from the belt system absorbing more power than a standard
gearbox and in the days of the 1-litre engine the loss of even a few
bhp was critical. In wet conditions, where the smooth power delivery
was beneficial and wheel spin was minimised, the cars were often very
competitive. The highlight of the year was an end of season victory
for Mike Beckwith at Brands Hatch where he beat a top-class field.
Gijs van Lennep also took a win at Skarpnack in Sweden in front of
a lesser field. |
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The
Tecno-DAF, the Variomatic transmission is visible at the
back.
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For
1968, their final year in F3, a pair of Tecnos were suitably modified
and raced. Several good results were obtained including a of seconds
for Mike Beckwith at Zolder and Jarama. At the end of the year their
point proven DAF left F3 racing. |
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