DAF developed the Trado conversions to convert 4×2 Ford trucks to an off-road 6×4 drive.

In late 1954, Hub van Doorne had the idea to use belt driven continuously variable transmissions (CVT), like so many belt-driven machines in factories, to drive road vehicles.

[7][8][9] On 9 January 2012, Paccar installed the cornerstone of the new plant in the city of Ponta Grossa, in the state of Paraná, Brazil.

[citation needed] The first passenger car, the DAF 600, was presented to the public in February 1958.

It featured unitary steel construction, with a front mounted, air cooled two cylinder boxer engine driving the rear wheels through a centrifugal clutch and the Variomatic CVT transmission.

The car had independent suspension all around, with MacPherson struts and a transverse leaf spring at the front, and a coil sprung semi trailing arm design at the rear.

The 44 featured a completely new design aesthetically as well as mechanically, but was of the same layout as the "A types" (the 600, 750, 30, 31, 32 and 33), with the main difference being its 850 cc (52 cu in) two cylinder engine, and its full swing axle rear axle design as opposed to the A type semi trailing arms.

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.

Volvo purchased a 33 percent stake in DAF in December 1972, with the intent of taking a larger interest.

The DAF 46 was developed with Volvo's assistance, and was basically a 44 with the rear axle of a 66 and a single belt Variomatic (half the 66's transmission).

Today, the plant is now owned by VDL Nedcar, and contract manufactures certain Mini models for BMW.

Also, famous coachbuilders like Giovanni Michelotti and OSI made cars based on DAF mechanicals.

There was also a lighter, narrower version called the 'F198 which was introduced in 1972 on the F1200 and F1400, but this short lived model was replaced after only three years.

[13] DAF was also one of the first to introduce an intercooled turbocharged diesel engine into their trucks, which in these years became very evident with their 3600.

The 95 featured an all new cab developed jointly with ENASA of Spain called Cabtec, a revised version of the 11.6-litre ATI engine, rated at 310, 350, or 380 hp (metric), and 16-speed ZF Friedrichshafen gearbox.

Much attention was paid to soundproofing; the gear linkage for example was telescopic, whilst in-cab noise levels on the 95 put many luxury saloons to shame.

Two years later, after 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 cabin had gained height and length, and sat atop Cummins' 14-litre N14, rated at 507 bhp.

The basic cab design remains in production to this day, latterly as the 95XF and now the XF105, although both these developments of the original 95 are totally different machines under the skin.

An all new medium to heavyweight line up debuted in the end of 1992, the 65, 75 and 85 utilising the same wedge shaped cab.

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 short period was the 3200, basically a remodelled 2800 with the corporate style, three bar grille.