DAF's own twin was worn out, so Renault supplied the 55's engine, a Cléon-based four borrowed from a French rival.
Lead trim: 55 Renault B110 four, 1,108 cc (50 bhp)
DAF 5555 · 1967–1972
- 0spots by members
- Unclaimednobody has spotted one yet
- 0sets it belongs to
Nobody in Burbles has spotted a DAF 55 yet. See one on the street, point the app at it, and the first card is yours — with your @handle permanently credited on this page.
FactDAF's own twin was worn out, so Renault supplied the 55's engine, a Cléon-based four borrowed from a French rival.
The DAF 55, sold from December 1967 to September 1972 (164,231 built, replaced by the DAF 66), was a more powerful redevelopment of the 44: since the 44's two-cylinder DAF boxer was at the end of its development, DAF partnered with Renault to build a 50 bhp, 1,108 cc water-cooled inline-four (the B110, based on Renault's Cléon engine), fitted with longitudinal torsion-bar front suspension in place of the 44's transverse leaf spring (the swing-axle Variomatic rear carried over), a dual-circuit brake system and front discs in place of drums, lifting top speed to 136 km/h. Body styles were a 2-door saloon (launched end of 1967), a more elegant pillarless 2+2 coupé (from March 1968, one in eight 55s sold) and, from September 1968, a 3-door estate. Front engine, rear-wheel drive with the Variomatic CVT; wheelbase 2,250 mm (88.6 in), length 3,880 mm (152.8 in), width 1,540 mm (60.6 in), height 1,445 mm (56.9 in), curb weight 765 kg (1,687 lb).
Collectors Spotted in the DAF 55 Lineage
No member has published a public street spot of the DAF 55 yet — the First · Worldwide stamp is wide open.
Trims & Figures
One published trim in the catalogue. A blank is a figure not recorded, not zero.
| Trim | Years | Engine | Power | Torque | 0–60 | Drive | Gearbox | MSRP |
|---|---|---|---|---|---|---|---|---|
| 55 Renault B110 four, 1,108 cc (50 bhp) | 1967–1972 | 1.1 L Inline-4 | 50 hp | — | — | RWD | — | — |
Owning one
We don’t estimate running costs for a car like this. What it costs depends on its condition, its specialist and how it is driven, and an average would mislead.
Owners’ builds
Nobody has claimed one yet.
Photographs
Rivals
Same body, same money, other badges — tap any card to flip.
Simca beat Fiat to market by three months with what was essentially Fiat's own Topolino design.
The Simca 1000 began at Fiat: Simca boss Henri Pigozzi picked one of six boxy clay models from Fiat's "Project 122".
The last Simca 1000 ever built, the 1978 Rallye 3, was also the rarest — just 1,000 were made in the model's final year, a quiet send-off for a car that had sold nearly two million.
To drum up buzz at launch, Simca briefly swapped 50 of its Paris taxi fleet's Ariane sedans for tiny new 1000s, making the little car a familiar sight on the capital's streets.
The PL 17's name is a sum: 5 fiscal horsepower, 6 seats, 6 litres per 100 km, kept a digit below the Citroën DS 19's.
The humble Tagora spawned a one-off concept, the Présidence, decked out with Connolly leather and electronics way ahead of 1981 — a built-in telephone, dictaphone, text-message receiver and a TV with VCR.
Talbot fed the Tagora's V6 old-fashioned triple carburettors instead of fuel injection — and the extra power briefly made it the most powerful French car on sale. Only 1,083 were ever built.
Switching the 96 from a two-stroke to a Ford V4 was such a closely guarded secret that Saab invented a fake company, Maskinverktyg AB, just to buy the new engine's parts without its own purchasing department finding out.