At the 1962 BedrijfsautoRAI (a biyearly truck show in Amsterdam for professionals and enthusiasts) DAF surprised everybody in the trucking business with their brand new 2600 series. It was designed from scratch and it did not resemble any other truck that DAF built till then. The 2600 series was a heavy long distance truck, and obviously DAF had both the owner and the driver in mind while designing this new model.
The 2600 series stood out from DAF’s competitors for its voluminous cube-shaped cab which offered maximum achievable interior dimensions given the overall-length restrictions for Euro trucks in that era.
The interior as shown in a 1966 German DAF brochure. This one must have had the optional two-speed drive axle, since it has a splitter on the gear lever, making it a 12 speed constant mesh transmission.
Furthermore it had a large glass area for optimal visibility, sprung seats and an excellent heating and ventilation system. The driver was completely “in control” since all switches and levers were within his reach while driving. There were two beds, the upper bed could be folded up at the back of the cab. The fully reclining passenger seat also contributed to its good comfort.
The hood (inside the cab) and floor were insulated to reduce engine noise and heat. Minor comfort details were a cigarette lighter and two ashtrays, one for the driver and one for the co-driver. And there were small storage facilities throughout the whole cab.
Both the tractor and the semi-trailer are DAF products, the tractor is a DAF 2600 and the semi-trailer is a DAF Eurotrailer
All in all, this truck must have come as some sort of revelation to all the guys who already roamed the entire continent in the fifties, living and working in small cramped cabs with a steering wheel, a pair of tiny window wipers and a padded stool as the only comfort items.
The interior in the early seventies
The truck’s hardware at its introduction in 1962 came from Leyland, ZF, Timken and Westinghouse. The engine was Leyland’s P680 11.1 liter six cylinder diesel engine, good for 220 (SAE) horsepower. ZF (Zahnradfabrik Friedrichshafen) supplied the six speed constant mesh transmission and the hydraulic power steering gear. Timken supplied the double-reduction drive axle and the air brake system came from Westinghouse.
One of Charles Burki’s DAF illustrations. Given the quality of his work, the man fully deserves a CC of his own–a good idea for a future CC)
Initially the engine came straight from Leyland’s UK plant, but soon after DAF started to build the 11.1 liter engine in its own engine plant. As a matter a fact, all DAF diesel engines (now with the name PACCAR on the valve cover) are descendants of Leyland engines. The opening of DAF’s own engine plant was in 1957 and Leyland licensed DAF to build several of their diesels, an excellent starting point.
In 1968 this 11.1 liter, the DP 680 engine in DAF-jargon, evolved into a 11.6 liter engine; the renowned DAF 1160 series of diesel engines, it would become the heart of all their heavy trucks for almost thirty years. From that moment on the DAF 2600 series with the 250 hp DKA 1160 engine was the top model and a year later, the less powerful 230 hp DK 1160 engine became available for the 2600 series too.
From the same 1966 German brochure as shown above, clearly another Charles Burki illustration
In 1972 DAF installed a KKK turbo charger on its 1160 engine, that DKB 1160 engine was good for 324 SAE hp or 304 DIN hp. DAF switched to the DIN-system (Deutsches Institut für Normung e.V.) in the early seventies to rate their engines’ horsepower. Because of the turbocharger, the cab of the 2600 series had to be mounted somewhat higher on the frame, otherwise the new turbodiesel wouldn’t fit.
Dirty Daffy ! One of my favorite DAF 2600 pictures I found. It shows a Dutch driver doing a Middle East run in the seventies. He’s putting chains on the rear tires to cross a riverbed.
I’ve read a nice anecdote about this new engine. DAF wanted a small 304-badge on the grille of the new truck. But then the Van Doorne brothers (the letter D in DAF) got a phone call from an angry family from France: Objection ! The number 304 on a grille, any grille, belongs to us !…So the number 304 would only appear on some of the truck’s prototypes, not on the final product.
The new turbo diesel required other transmissions, one could either have a 9 speed ZF or the very famous built-like-a-rock 13 speed Fuller RTO-9513.
Two DAFs 2600 parked next to a Magirus-Deutz. (Photo: Wim Alberts)
In 1973 the DAF 2600 series came to an end and was superseded by the DAF 2800 series, another DAF legend. However, it’s very obvious to see that the design of the 1962 2600 series lived on in all midsize and heavy DAF trucks in the seventies and eighties. A true hero for any DAF truck enthusiast indeed, and a proof that it was one of the truck maker’s milestones. At its introduction it showed all truck makers that DAF had become a serious competitor and that it was no longer just a small and local manufacturer.
Related reading:
CC Global: 1959-95 Mercedes L Series Trucks
Fascinating info in there on an area of motoring I know little about. I love that DAF Eurotrailer – give it some decent windows and it’s be like a giant Airstrem!
All new info to me, and quite interesting. Were trucks in Europe as regionalized as in the US? Was DAF a major presence all across Europe, or were they strong in only a particular region?
I also find it interesting that the “modern” truck of the 50s-70s was a cabover, a style that has all but disappeared in the US. Are they still prevalent in Europe?
JP, back then (as a matter a fact, also much later) trucks were in fact very regionalized. Might as well say that nearly each Euro country had its own truck brands….DAF was popular in the Netherlands (of course) and Belgium but also in Germany, France and the UK. DAF started building trucks in 1949 and those were cabovers. Conventional trucks (like in the US) were still the norm then, but due to length restrictions the cabover became the norm later on.
DAF introduced a conventional truck, or a torpedo truck as we call them, in 1957. To offer a truck to the more “conservative customers” who still wanted a conventional instead of a cabover.
In Europe the conventional truck has completely disappeared now.
Hi Johannes, DAF 2600 was quite popular also in Finland during 60’s and 70’s.
Cab over is practically universal in Europe; a factor in this will be overall length reglauations
Any reason why truckers in US dislike cabover?
yes…cab overs have a choppier ride and less interior space compared to conventional cabs.
Once upon a time that was true but European cabover trucks are far more comfortable to drive than American conventionals, I used to like being issued a Volvo or Foden/Daf when my International conventional was away for some reason, being stuck with a bonneted K-Waka was nowhere near as nice.
Some bloggers mention aerodynamics being slightly better on conventionals. If so, it would be ironic given the higher fuel costs in Europe. Others mention legal limits on overall length, but I don’t know the particulars.
American truck drivers (unlike Brougham drivers) need less comfort because they can take it like men.☺
Evidence: they don’t go on national strikes over grievances like the French do.
Uncomfortable trucks cost companies drivers who wants to sit in a vibrating noise box all day? not me not for the sort of money I get paid and High NVH levels are present in new American trucks once upon a time they were popular for the sheer HP but now the lag behind Europe there too.
Where I’m from, it’s real men who go on strike and the others who’re afraid to 😉
Not licensed for and never driven a truck. But I would think that COE would somewhat reduce noise a bit? Being shorter, could it mean somewhat easier to drive, or allow more cabin space? I guess some COE would have the whole cab on separate suspension in addition to suspended seats?
So is our boys’ preference of conventional more a psychological thing? Like longer hood = long dick? or like “real men drive truck” although when it comes to hauling people, mini vans can get the same job done with more efficiency and comfort?
Another possible reason for conventionals: crash protection. It is for this reason that American locomotive makers put a short hood on the end of roadswitchers, unlike their lower-speed yard switchers (AKA shunters in UK).
OTOH, Real Men don’t worry about crash protection. So much for my gag above! “Son never mind them brakes” — “Eastbound & Down” by Jerry Reed
It sure would feel safer, with that long hood. In practice, unless a headon truck vs truck, or truck vs wall. One would speculate that COE ought to be beefy enough against cars, van, pickup etc.,
I do think the tilting would cause some inconvenience. ie honey is taking a nap, or coffee in cup holder etc.,
DAF doesn’t build conventional trucks. But if you really want one a Dutch DAF dealer will build it for you. The DAF XT, fully based on DAF’s top-model cabover (exactly the same cab). As far as I know there are only two of them, both built for the same company. Now that’s “custom-built” !
Johannes, is that the same company who did the Iveco using the Aussie Iveco front end a few years ago?
@ Tonito, DAF-dealer De Burgh from Eindhoven builds the XT.
Iveco dealer Charles Feijts Groep builds the Iveco Strator, picture below.
Johannes, interesting article; thanks!
How popular are conventionals in Russia? I should think they would have driving conditions more similar to the US or Canada than Europe: lots of space, less medieval urban planning to get in the way. Moscow seems pretty expansive, though I’ve never been there.
Regionalization began breaking down in the late 70s and was gone some time in the 90s, partly due to consolidation in truck makers and also the disappearance of trade barriers in some areas. DAF was very popular in the UK by the 80s, as were Volvo and Scania since they were superior to many of the native offerings. During this time the Spanish market also opened to imports, breaking the dominance of Pegaso, Barreiros, and Ebro.
Consolidation also killed off a lot of regionals.
DAF merged with Leyland in the 80s, co-developed a cab with Pegaso, went bust in the 90s and ended up owned by Paccar (Kenworth/Peterbuilt) in the mid 90s, along with Foden and the reconstituted Leyland.
Iveco, itself a merger of Italian (Fiat, OM, Lancia), German(Magirus-Deutz) and French (Unic) subsequently swallowed Eoropean Ford trucks, Seddon-Atkinson and Pegaso, International of Australia and some other odds and ends. Volvo trucks has also become an 800lb gorilla starting with their acquisition of White in the US and continuing with their purchase of Renault (itself a merger of Berliet and Saviem and including Mack), plus UD and the construction business.
Love those Charles Burki illustrations ! .
-Nate
…It just goes to show… DAF was capable of developing the 680 into a unit capable of producing more than 300 reliably, whereas Leyland’s best effort was an unreliable 250. Leyland’s fall in a nutshell.
Interesting post; I never knew Leyland sold or licensed diesel engines to DAF
Leyland seems to have supplied engines to whoever phoned up KM Bedfords used by a dairy company I worked for were usually Leyland powered or 400 Bedford, Somewhere I have an article from the early 60s on fitting CAV turbochargers to Leyland powered buses in the UK so they could maintain 70mph on the new motorways to improve travel times.
This is very informative as European trucks are virgin territory for me. Thank you!
I love that cab shape, all sharp edges and great angles. Thanks for the introduction, Johannes.
I can’t recall seeing one in person (although I must have, during my trip to the Netherlands in 1977 but I was only 10)
But, I still have my Lesney DAF Tipper Truck toy, which must be indicitave of the longevity of these trucks..
That’s a nice toy, never seen it before.
Maybe this looks a bit more familiar, the 2800 series, it’s the successor of the 2600 series. These were driving around by the thousends in 1977. You can clearly see that a lot of styling elements of the 2600 are still there. This was the typical style of all medium and heavy DAF trucks until the late eighties for the big boys and the early nineties for their smaller brothers.
I have a well-worn Matchbox model of a DAF 3300 from the late 80’s, which was my introduction to these trucks. I clearly recognized the lineage when seeing this featured truck, which was new to me. Good to have some info; nice writeup!
Boy, Peugeot is incredibly militant about their “x0x” trademark! I knew about them getting into Porsche’s face on the 901, er, 911. This example with DAF is a new one on me. And I’ve read about a couple of others, although the manufacturers escape my memory at the moment.
And in this case it wasn’t even a model, but the number of the horses under the cab. You know, just a cute little 304-badge to honor all of them….
What casuistry supported Peugeot’s ™ claim? Or was merely the threat of an infringement suit enough for “trespassers” to back off?
Very nice Johannes, I love trucks and especially the European ones. The paint scheme in the load photo is extremely appealing. Saw a lot of these growing up as well as the Magirus-Deutz that is in another picture. Thanks for writing this up!
Oh yes, (load) photo courtesy: Joost J. Bakker.
Thanks, Johannes. I also didn’t know that DAF’s engines started out as Leylands.
I remember seeing some DAF 2600s during the summer of 1969, which was spent in Austria. The Brenner Pass was (is) a key North-South route, so it was always a great place to see (and hear) big truck there.
In the 50s, before the new autobahn was built there, getting stuck behind a truck on the Brenner was a real bummer. But that really made for some good truck spotting! Wish I could go back…
I had more than a passing interesting in driving trucks after my Navy career. That interest resulted in a CDL that I let lapse when the sight started to go bad. Stories about these road warriors (esp the cabovers) always capture my interest. When I was a boy it seemed cabovers were very popular. Now not so much. I even liked the jeep and ford versions of coe pickups. Would be perfect for my current applications thanks to excellent maneuverability and 4wd.
Please keep them coming. Someone with an eye to history almost always produces an interesting read. What did the euro over the road haulers look like between the wars when development must have been so rapid?
Very good!
Even between the 80’s/early 90’s and today, there has been a *huge* decline in cabovers. They were of course never dominant here, but it seems like there were quite many produced in the 60’s and 70’s. It was probably largely the 70’s models that I remember, still on the road into the late 80’s and fading away after that. “Lampshade” Transtars, F-model Macks, Chevy/GMC Astros, COE Ford 9000’s (I always liked the ones with the stacked quad headlamps, a very carlike touch), plus the less distinctive KW/Peterbilt/Freightliner COE models. Almost all gone now except for the odd late Transtar (the square-lamp versions) and a big black COE Peterbilt that I see often running containers to and from the local port.
Between WW1 en WW2 American conventional trucks with gasoline diesels were actually very popular in the Netherlands. Long hoods with fenders, I’m sure you know them. But there was no long-distance trans-European haulage back then.
After WW2 a full and rapid switch to diesel engines. Long hoods with fenders, still popular !
The Germans and the Swedes made the biggest trucks, like the German 1955 Büssing 8000 below (Photo: Heinz, from Germany). The American brands faded away, Mack did hold on pretty well with its own line of powertrains.
Long-distance hauling started in the fifties. In the sixties the cabovers replaced the conventionals. More comfort and ergonomics for the driver became important in the sixties and especially in the seventies. Taller cabs, cab and seat suspension, less noise and vibrations in the cab etc.
Then the horsepower-race started. More than 300, more than 400, more than 500 etc….The Kings are now Volvo and Scania, both north of 700 hp.
Now available on the Euro-market for long-distance hauling: Mercedes, MAN, Iveco, Volvo, Scania, DAF
(a PACCAR company) and Renault (a Volvo company).
Scania, Volvo and DAF have the best reputation/image among the drivers. And that was already the case in the seventies, when I was a kid.
Edit: gasoline diesels are, of course, gasoline engines.
I have heard of these before, and knew them to be quite revolutionary in Europe. Didn’t know about the use of Leyland diesel engines in them. Look quite a bit more comfortable and user-friendly than our contemporary Freightliners and GMC Crackerbox cabovers. Interesting article.
Great piece.
The DAF 2600 tractor in the picture almost seems designed to override low sitting vehicles. Quite different from the override protection bumpers used today.
Just came to mind, a “DAF with bicycle bell” meant that it had the Fuller.
Europe has some interesting big rigs, that’s for sure. I for one absolutely LOVE snubnose semis. Conventionals definitely ride better and are safer out on the open road. But in congested areas, a COE makes much more sense. A full length OTR conventional with a monster sleeper can be 1/3 again the length of a ‘normal’ trailer. When making tight turns in town, Ive seen these things completely block the road just to make it and STILL have to ride way up on the curb. Itd seem smart to drop trailers at a terminal on the outskirts of a major city and have a bank of COE’s to shuttle them in to the final destinations…assuming the carrier wasn’t hauling mixed loads for different clients….
Had the pleasure of driving a Renault Magnum cab-over.
Quieter and more comfortable then one of the legendary big citroën cars.
About these DAF’s, I still do not know if I like them or hate them!
They were loud but view was quite good.
Volvo’s alternative the F88 was bumpier but bruter
Never forgot how these would not change gear in cold weatjer with cold gearbox oil.
You’d skip as many gears as possible.
I guess the modern Erupean truck (have no experience with Americans) has evolved more and further then the passenger car.
In those Magnum’s you’d fall asleep from the quietness, these old DAFs would make you deaf for a living !
I had a modern DAF cabover for a while last summer 510hp 18sp Roadranger definitely a nice truck to drive smooth quiet and comfortable, the only thing I miss about American trucks is being able to lug down to around 1000rpm without having to shift Euros like to pull at revs the American stuff pulls from the basement up.
Love reading about these old trucks, they bring back memories of my childhood and seeing those trucks working during our summer road trips when I lived in England. I had no idea that Leyland and DAF had been working closely with each other since the 1960s.
The cabover thing is simple; in Europe, length limits are *overall* limits that include the tractor. Therefore if you can minimize the tractor length, you can increase the trailer length.
The US used to have different laws in different states. Some East Coast states had overall length limits; other states, often further west, had trailer length limits. Those driving in such states then had no reason to minimize the length of the tractor, and all else being equal, the longer wheelbase conventional a will ride better than the cabovers, with the driver not sitting directly over the front axle. But drivers in overall limit states did buy cabovers.
Today, all US states have standardized on trailer length limits, at least one roads considered part of the “national system,” basically interstates and US routes. So now almost all US trucks are conventionals. Some states may have further restrictions on state routes which probably accounts for the few cabovers still sold here.
one of our Daf-2600 trucks, how we drove in 1970 and later, from Holland, to Pakistan, Saudi-Arabia, ect….is made in scale by WSI scale truck models in Hollland, and for sale from this week only via WSI website…here some pictures of the scale model 1:50, and a picture from the orginal truck in 1970.
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all is written in my book, about my 50 years life in transport ( long distance)….my book…which is for sale via my website…..www.rinus-rynart.nl
here the photo of the scale DAF truck…something went wrong in my 1e. mail….hope all clear,,,,,greetingsm Rinus from NL.
I learned to drive trucks on a 2600 with unsynchronized gearbox at age 16,around 1981. Highly illegal, but back then nobody really cared.
My first real truck was a DAF 2100 when I was 21 and fresh out the army, after that a 2800 when starting to drive international all over Europe.