How To Change Front Struts On 2004 Venture Van
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 | |
| Type |
|
|---|---|
| Manufacture | Manufacturing |
| Founded | 1928 |
| Headquarters | Eindhoven, Netherlands |
| Area served |
|
| Key people |
|
| Products | Trucks |
| Full equity | $ 1.seven billion |
| Parent | Paccar |
| Subsidiaries |
|
| Website | www.daf.com |
DAF Trucks is a Dutch truck manufacturing company and a division of Paccar. Its headquarters and main plant are in Eindhoven. Cabs and axle assemblies are produced at its Westerlo plant in Belgium. Some of the truck models sold with the DAF brand are designed and built by Leyland Trucks at its Leyland plant in England.
History [edit]
DAF Truck type G1300DA325
Classic DAF 2600 cab over truck
A DAF YA-328 military truck
In 1928, Hubert "Hub" van Doorne founded the company as Commanditaire Vennootschap Hub van Doorne's Machinefabriek. His co-founder and investor was A. H. Huenges, managing director of a brewery. Van Doorne had repaired Huenges' machine several times, and Huenges, pleased with his work, offered to finance him in business organization. Hub started to work in a small workshop on the grounds of the brewery.
In 1932, the company, by then run past Hub and his brother, Wim van Doorne, inverse its name to Van Doorne'southward Aanhangwagen Fabriek (Van Doorne'south Trailer Factory), abbreviated to DAF. Huenges left the company in 1936 and the DAF company was then completely in the easily of the van Doorne brothers.
DAF developed the Trado conversions to convert four×2 Ford trucks to an off-route six×4 drive. One of DAF'southward few armoured vehicles, the M39 Pantserwagen, used developments of this Trado drivetrain. M39 production came likewise late for World State of war Two – in the invasion of holland (1940) only three saw combat.
Later on World State of war 2 luxury cars and trucks were very scarce. This meant a big opportunity for DAF. In 1949, the company started making trucks, trailers and buses, changing its name to Van Doorne's Automobiel Fabriek (Van Doorne'south Automobile Factory). The first lorry model was the DAF A30.
Through the 1950s, DAF was a major supplier to the re-equipping of the Dutch Army'south softskin vehicles, with models such every bit the DAF YA-126 and DAF YA-328 'Dikke Daf'. These used the all-wheel bulldoze H-drive adult from the Trado conversions.
In belatedly 1954, Hub van Doorne had the idea to use belt driven continuously variable transmissions, like so many belt-driven machines in factories, to drive road vehicles. In 1955, DAF produced its first drafts of a auto belt bulldoze system. Over the next few years, the pattern was adult and refined. In February 1958, DAF demonstrated a small chugalug-driven iv-seater car at the Dutch motorcar show (the AutoRAI).
The public reaction was very positive and four,000 cars were ordered. In 1959, DAF started selling the world's get-go automobile with a continuously variable transmission, the small four seater DAF 600. This was the showtime of a series of models to be released in subsequent years, including the DAF 33, DAF 44, DAF 55 and DAF 66, all using the innovative Variomatic manual system.
In 1967, DAF opened a new found in Born for car production. The 44 was the first model to be produced there.[1]
In 1972, International Harvester of Chicago bought a 33% stake in DAF (with the Dutch government holding 25% and the Van Doorne family holding the remaining 42%), forming a joint venture. This agreement lasted until 1981. DAF sold its rider auto division, along with what is now the Nedcar manufacturing plant in Born, in 1975 to the Swedish company Volvo Cars, leaving DAF to concentrate on its successful line of trucks.
In 1987, DAF merged with the Leyland Trucks division of Rover Group, and in June 1989 was floated on the Dutch and London Stock Exchanges as DAF NV.[2] The new company traded as Leyland DAF in the United kingdom, and as DAF elsewhere.
DAF Bus was carve up off in 1990 to get a part of United Autobus.[iii] Following difficulties in the British market, Later DAF NV was placed in administration in February 1993, the Dutch operations were sold in a direction buyout with the concern branded DAF Trucks.
In October 1996 Paccar acquired DAF Trucks.[4] DAF Trucks and Leyland Trucks were rejoined in June 1998, when Paccar also acquired Leyland Trucks.[5] [6] [7] On ix Jan 2012, Paccar installed the cornerstone of the new plant in the city of Ponta Grossa, in the state of Paraná, Brazil.
DAF now has a net worth of 1.7 billion dollars
Car business organization [edit]
The start passenger machine, the DAF 600, was presented to the public in February 1958. Information technology featured unitary steel structure, with a front mounted, air cooled ii cylinder boxer engine driving the rear wheels through a centrifugal clutch and the Variomatic CVT manual. The way this was constructed eliminated the demand for a differential, with the drivebelts taking upwardly the difference of speed in turns.
This acted as a express slip differential. The automobile had contained break all circular, with MacPherson struts and a transverse leafage bound at the front end, and a coil sprung semi abaft arm blueprint at the rear. The first 600s rolled off the product line in the following year. The next model was the 750, featuring a larger 749 cc (45.7 cu in) twin.
Later, DAF produced a more luxurious blazon called the Daffodil, divided into three models assigned the numbers DAF 30, DAF 31 and DAF 32. The designation 32 was changed to 33 upon the 1966 release of the 44, a larger middle form vehicle designed past Giovanni Michelotti.
The 44 featured a completely new design aesthetically equally well as mechanically, simply was of the same layout as the "A types" (the 600, 750, 30, 31, 32 and 33), with the main divergence being its 850 cc (52 cu in) two cylinder engine, and its full swingaxle rear beam design equally opposed to the A type semi trailing arms.
The 1968 DAF 55 carried a bigger water cooled 1,108 cc (67.vi cu in) OHV four cylinder engine derived from the Renault viii Cleon engine. Its body design was altered from the 44 by a new front which accommodated the longer engine and radiator, bigger taillights, and a more plush interior. The front end intermission was changed from a transverse leaf spring to MacPherson struts with torsion springs and an antiroll bar.
The DAF 66 was introduced as a successor to the 55. It featured new, boxy styling of the front, and a new rear axle blueprint. The two drive belts now powered a differential, and the axle was inverse from a swingaxle design to a leaf sprung de Dion beam. It was a major improvement over the (tricky) treatment of the swing axles of the earlier 33, 44 and 55 models.
Volvo purchased a 33 pct stake in DAF in Dec 1972, with the intent of taking a larger interest.[viii] [ self-published source? ] They increased their holdings to 75% on 1 January 1975, taking over the visitor and the Nedcar plant. Volvo dropped the 33 and 44 models, and afterward rebadged the DAF 66 as the Volvo 66, with bigger bumpers and a safety steering wheel.
The DAF 46 was developed with Volvo'south help, and was basically a 44 with the rear axle of a 66 and a unmarried belt Variomatic (one-half the 66's transmission). A big weakness of this organization is that a failed drive belt would cripple the motorcar. The final DAF design, codenamed P900, initially intended to be the DAF 77, was developed during the transition to Volvo ownership and was ultimately launched as the Volvo 300 serial in 1976, firstly every bit the Volvo 343 three door hatchback with the Variomatic transmission.
After initial slow sales, the range was expanded into the 340/360, with a five-door variant and the availability of manual transmission, and the 340/360 range became a sales success, eventually surpassing 1.3 million units by the fourth dimension production ceased in 1991. The subsequent Volvo 440/460/480 and the kickoff generation S40/V40 models were also made at the Nedcar plant, until Volvo sold its interest to Mitsubishi Motors in 2001, marking the end of Volvo's involvement with the one-time DAF institute after almost xxx years. Today, the institute is now owned by VDL Nedcar, and contract manufactures certain Mini models for BMW.
Prototypes and special cars [edit]
For a small company, DAF made a huge number of prototypes. Also, famous motorcoach builders like Giovanni Michelotti and OSI fabricated cars based on the DAF technique. For instance, the OSI Urban center Car, which turned into a miniature. At that place was too Michelotti's "Shellette" beach car, which was later modified to use Fiat 850 underpinnings. The Dutch Imperial Family unit used i of these at their Porto Ercole summer residence.[9]
Truck business organization [edit]
DAF produced their commencement truck, the A30, in 1949. This truck was upgraded in the following years. Their first attempt into the international market was a failure, the 2000DO. Their side by side truck was the 1964 2600, which became a big seller with its well equipped but practical cabin.[10] They also produced a so-called torpedo front tractor.
In the 1970s, a new modular tilting cab called the F218 was introduced on the F1600/F2000 range of vehicles. Three years later on, the wider F241, which featured DAF's characteristic three wiper windscreen, was introduced as the DAF 2800. This design lasted until the introduction of the 95 style cab in 1987. There was too a lighter, narrower version chosen the 'F198 which was introduced in 1972 on the F1200 and F1400, but this curt lived model was replaced after simply three years. In 1984, DAF truck production was thirteen,645; this increased to 14,382 in calendar year 1985.[11]
DAF was also i of the first to introduce an intercooled turbocharged diesel fuel engine into their trucks, which in these years became very axiomatic with their 3600. Their largest 11.six-litre (710 cu in) six cylinder turbodiesel was based on the old Leyland O.680 motor.[12] It was to be DAF's standard large engine long into the nineties.
DAF's 95 series was launched in 1987, and chop-chop gained the coveted 'Truck of The Year' award. The 95 featured an all new cab adult jointly with ENASA of Spain, a revised version of the 11.6-litre ATI engine, rated at 310, 350, and 380 bhp, and 16 speed ZF Friedrichshafen gearbox. On the Continent Eaton's Twinsplitter gearbox was an option. A full range of axle configurations were offered, to adjust every operating requirement.
Much attention was paid to soundproofing; the gearlinkage for example was telescopic, whilst in-cab dissonance levels on the 95 put many luxury saloons to shame. An update in 1991 saw new power ratings of 329, 364, and 401 Bhp; – a 430 Bhp variant, forth with low deck tractor unit of measurement models and revised interior trim, were introduced in the spring of 1992.
2 years later, later an intensive study of the ultra long haul market sector, DAF unveiled the 95.500 Super Spacecab at the 1994 RAI show. The 95 series motel had gained height and length, and sat atop Cummins' 14-litre N14, rated at 507 bhp. ZF'southward new Aluminium cased 16S221 gearbox was fitted, with optional Intarder. An innovation was the hydraulic gearshift developed with Konsberg of Kingdom of norway.
Within an overall height of 3.85m, the Super boasted an interior tiptop of 2.25m, a luxury bunk with generous stowage space underneath, and a full range of options included microwave, fridge, and a television/video system. The 95.500 was bachelor as a 4x2 tractor or drawbar rigid, with LHD merely, though the Super Spacecab was bachelor on 11.6-litre engined models. The 95.500 is now a very rare truck, which is surprising given the original list cost of £87,650.
The bones cab pattern remains in production to this day, latterly every bit the 95XF and now the XF105, although both these developments of the original 95 are totally dissimilar machines nether the skin. Other vehicles in the DAF range take included the inherited from Leyland Trucks Roadrunner (Badged DAF 600, 800, 1000 on the Continent) which evolved into the 45 Series, the cab of which was used on the xviii ton gross 55, besides equally a armed services spec iv×4.
An all new medium to heavyweight line upwards debuted in the end of 1992, the 65, 75 and 85 utilising the aforementioned wedge shaped cab. Powered by DAF'southward 6.24-litre (381 cu in), 8.65-litre (528 cu in) and xi.half-dozen-litre (710 cu in) engines, some novel styling details featured, while the 85 Series' cab saturday 10 cm (three.94 in) college on the chassis to clear the WS engine.
A short lived model was the 1990 to 1993 80 Series, using the T45 Roadtrain cab acquired from the Leyland Trucks takeover, fitted with the ATI driveline. Also offered for a brusque menstruum was the 3200, basically a remodelled 2800 with the corporate way, 3 bar grille.
There is a DAF LF45 hybrid version, which was presented by DAF at the IAA 2010 in Hannover.[13]
Tatra [edit]
In August 2011, DAF appear it had congenital up a 19% stake in Tatra, which will use DAF cabs and Paccar engines. DAF dealers will sell Tatra off-road trucks.[fourteen]
Motorsport [edit]
Cars [edit]
Various DAF Trucks at the DAF Museum, Eindhoven
DAF cars had the image of existence slow. The company tried to change this paradigm with entries in rallies and races, such as their entry in the London–Sydney Marathon.
They were pioneers with continuously variable automatic manual called Variomatic.
A DAF machine was used in Albie Mangle'due south "Globe Safari" pic of 1977.[15]
Truck racing [edit]
- 1980s: DAF trucks started competing in the Dakar Rally, winning in 1982, 1985 and 1987. In the later years, they competed with a twin engine trucks: the 1986 TurboTwin, the 1987 TurboTwin II and the 1988 X1. The later producing a combined power output of ane,220 PS (900 kW).
- 1988: Two trucks were entered into the Paris-Dakar rally: the X1 and X2. Jan de Rooy's lorry was running tertiary overall, beating the Peugeot 405 T16'south on speed, when DAF's other lorry, driven by Theo van de Rijt, was involved in a crash. His co driver Kees Van Loevezijn was fatally injured, and the other two occupants of the lorry narrowly escaped the same fate. DAF withdrew from the event following the crash.
- 1996: DAF started competing in the European Truck Racing Championship series, outset not very successful, but by 1999, they almost became champions. So to everyone's surprise, it withdrew.
- 2002: DAF competed in the Dakar rally, with Jan de Rooy and his son Gerard.
- 2003: DAF competed in the Dakar rally, winning numerous stages before Gerard de Rooy crashed.
- 2004: DAF competed in the Dakar rally, powering 6 racelorrys. January en Gerard de Rooy, the squad Tridec, The team Hans Bekx with 2 trucks and the GINAF Rally Ability team (Annotation that four trucks were built past DAF, 2 by GINAF).
- 2005: Hans Bekx nearly finished second overall in the lorry sectionalization, before being removed from the competition because of an irregularity, much to the surprise of the (mostly Dutch) fans.
- 2006: Jan and Gerard de Rooij were excluded from the Dakar rally because of paperwork issues.
Current models [edit]
DAF CF 85 6×2 Tractor Unit of measurement
- CF series
- XF series
- LF series
Run into too [edit]
- DAF NV
- GINAF
- Leyland Trucks
- Leyland DAF
- Pegaso Troner
- VDL Bus & Double-decker
References [edit]
Notes [edit]
- ^ Between Initiation and Innovation: Transfer and Hybridization of Productive Models in the International Automobile Manufacture. Oxford University Printing. 1998. ISBN0-19-829368-2.
- ^ "Daf shares offering". Commercial Motor, 20 April 1989
- ^ "Stop printing: Daf Bus/Bova merger". Commercial Motor, 23 November 1989
- ^ "Paccar set to take over Daf Trucks". Commercial Motor, 10 October 1996
- ^ "Paccar aims to cut queue". Commercial Motor, vii May 1998
- ^ "Paccar acquires Leyland Trucks". Automotive News Europe, eleven May 1998
- ^ "twenty Years with Paccar". Leyland Trucks, 27 June 2018.
- ^ de Bruin, Johannes (Hans) (31 March 2012), A Dutch Treat... a tale of DAF cars & trucks, Lulu.com, p. 76, ISBN978-1105636561 [ self-published source ]
- ^ "361", Greenwich Concours d'Elegance Auction (Sale Catalogue), New York: Bonhams & Butterfields Auctioneers, 2 June 2013, p. 160, Sale Number 21153
- ^ Kennett, Pat, ed. (September 1982). "Eurotest". Truck. London, UK: FF Publishing Ltd: 51.
- ^ Barden, Paul, ed. (June 1986). "Truckmonth: Briefly". Truck. London, United kingdom of great britain and northern ireland: FF Publishing Ltd: 27.
- ^ TRUCK (September 1982), p. 43
- ^ "DAF Trucks at IAA 2010". DAF Trucks N.V. 21 September 2010. Archived from the original on 24 September 2010. Retrieved 2 Oct 2010.
- ^ "DAF Trucks grabs nineteen% stake in TATRA and supplies engines and cabs for new range! Biglorryblog has the story..." three August 2011. Archived from the original on 28 Baronial 2011. Retrieved 3 Baronial 2011.
- ^ "World Safari (1977)".
Bibliography [edit]
- Kennett, Pat (1979). DAF. World Trucks, No 5. Cambridge, Great britain: Patrick Stephens. ISBN0850593476.
- Peck, Colin (2010). DAF Trucks since 1949. Truckmakers serial. Dorchester, Dorset, UK: Veloce Publishing. ISBN978-1845842604.
External links [edit]
- Official website
- Registry for Fiat Shellette and Fiat Jolly MicroCars
- Daf Society Nederland Official Dutch Daf and other variomatic cars owners club
- The (official) DAF museum, Eindhoven (site in Dutch) – complete with "DAFeteria" for refreshments
- DAF Oldtimer Truck Club website
- Dmbmodels.eu DAF model website
- Official Hans Bekx Dakar website (site in Dutch)
- DAF cars at RitzSite Archetype Cars
- DeAutogids.nl nigh DAF (site in Dutch)
- Classic DAF website
- DAF military vehicles
- DAF Lorry Information
- UKs Largest DAF Dealer Grouping
- Commercial Motor – launch of DAF 95 August 1987
- Most Kleyn DAF Trucks
- The history of DAF
Source: https://en.wikipedia.org/wiki/DAF_Trucks
Posted by: espinozaexuld1949.blogspot.com
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