The motto of the Belgium-based Sarens company is ‘Nothing too heavy, nothing too high’. No further explanation needed. Last year, the thorough restoration of one of their classic, custom-built heavy haulage tractors was completed.
The conventional DAF holds sentimental value to the Sarens family. It was working in Mexico, where CEO Jan Sarens was shot dead in broad daylight, now 12 years ago. To this day, the cruel crime remains unsolved. An utterly sad story.
The factory DAF chassis was lengthened and strengthened by Ginaf, a Dutch on-/off-road truck specialist, also known for their modifications and special vehicles. If there is one company that knows all ins and outs of heavy DAF trucks, then it’s Ginaf (CC-example).
Ginaf also converted the standard 6×4 drivetrain into a 6×6 and replaced the manual transmission by an automatic, most likely an Allison. Naturally, placing a transfer case came with the job.
The planetary front drive axle is an in-house DAF product.
The transfer case certainly isn’t. Apart from the Variomatic, DAF has never built their own transmissions or transfer cases.
The complete tandem carries the name of its maker. The usual, heavy-duty DAF recipe: a full-grown leaf spring package, planetary drive axles, and eight torque rods. Four of them down below, and four rods on top (forming two V-shapes). These tandems were factory-rated at 26 tonnes (57,320 lbs).
The ‘DAF by Ginaf’ at work (courtesy of the Sarens company).
Back in the late eighties, the tractor was ordered with the 310 DIN-hp, 11.6 liter DKS turbodiesel. This DAF can be best described as an on-road equivalent of a heavy, 4WD farm tractor. Their power ratings may not sound too impressive, yet both can move massive weights for their size.
Related article:
1980 DAF N2800-Series – Van Doorne’s Last Conventional, a Tough Cookie
Is there a Club of Four cab lurking behind that huge hood? Your earlier article mentions the cab was from Magirus-Deutz, and both DAF and Magirus were Club of Four members. Renault/Mack also did their take on a Club of Four conventional so Volvo was the only one who didn’t stick a hood on their version.
No, it’s the Magirus-Deutz ‘Eckhauber’ cab (the generation introduced in 1971).
https://www.curbsideclassic.com/cc-global/cc-global-the-magirus-deutz-eckhauber-the-air-cooled-mercedes-l-series-competitor/
Given Renault’s connection to American Motors I can only wonder if they considered using the Jeep J-10/20 pickup cab as well.
The conventional Mack Mid-Liners with their tall modified-cabover cabs looked very, very weird compared to the Ford, GM and older International pickup-based cabs (and even IH kept the general proportions of one, albeit radically simplified, with the S-type cab that debuted after they dropped the Light Line).
The deck with crane looks to be mounted on a turntable, they certainly thought about the versatility when the conversion was done, 300 hp through the right gearing will move anything with a competent driver.
The deck is a rigid structure, yet easily demountable from the DAF’s frame.
The tractor is a one-off, literally custom-built (as in meeting Sarens’ specific requirements). Not possible anymore because of homologation reasons.