DAF CARS: THE 32/33 MODELS
Some dashboard details (of the DAF 33 Luxe): the steering wheel section, the heater section and the glove box. The dial on the left of the steering wheel isn't a revolution counter or a clock, it's occupied by control lights and odometers. The dial on the right of the steering wheel is the speedometer. On the right under the heater controls is the ignition and on the left is a button to enable braking using engine resistance (for driving downhill without overheating the brakes). It locks the transmission in a predefined gear ratio. The glove box is also the location of the fuse box.
The engine of the DAF 33: a two cylinder air-cooled boxer unit. The cooling
air was forced over the heads of the cylinders by a fan system to prevent overheating. The
engine displacement was 746 cc, each cylinder had a bore of 85.5 mm and a stroke of 65 mm.
Compression ratio was 7.5 to 1. The engine had a pressured lubrication system, the only
servicing it needed was an oil change every 5000 km.
This is the Variomatic
transmission system of the DAF 33, including the rear wheels and the independent
suspension system. Each rear wheel had its own homokinetic belt drive, this way the
transmission also functioned as a self-locking differential.
This transmission system was developed by Johan van der Brugghen and quite special as you can see. You can also clearly see the two pairs of conical metal wheels (called "pulleys") in between which the rubber belt is wedged. In the position shown on the picture the transmission would have been in (almost) lowest gear: a small gear diameter at the driveshaft side and a large gear diameter at the belt driven rear wheel side. In highest gear it would be the other way around: the conical wheels at the driveshaft side would move together, forcing the rubber band to the outside to create a larger gear diameter. At the same time the conical wheels in the transmission at the rear wheel side would move further apart, letting the belt in to create a smaller gear diameter.
So the whole system was friction operated and that was also its main drawback: it made a high whining noise when changing gear ratios and the belts wore out and stretched after some time, causing them to snap or slip out of the transmission. It was very important to change the belts in time, otherwise the driver could end up at the side of the road quite unexpectedly.
Continue the tour by clicking the arrows pointing right....