The DAFs have two very unique and brilliant enginering things, both shown in this pic.
The drive train follows an H pattern. In a central differential in the middle of the car, the drive train splits to left and right. Then two distribution boxed split the power to the front and back wheels. So the power is not split over axles, but over sides. The good thing: you do not have any low-hanging rear differentials, so you have a much better ground clearance.
Ground clearance. Next you see the spare tires on the outside of the car. Those spare wheels are mounted as freewheeling wheels on special bearings.
Translation of terms:
Schematic drawing of the H-drive of an YA 318/326
Red lines: permanent traction
Blue lines: lock and release options for front wheel.
Back of the car.
Balanceer Juk: basically your balance tandem system
Worm kast: case with worm wheel drive. Basically a transfer that can act as reduction but also changes the direction of the drive 90 degrees.
Bladveer: spring blades
Achter as: rear axle
Middle of the car
Reductiebak and centraal differentieel: reduction transfer case and central differential.
Verdeelbak: splitter case to divide the traction between the front and back wheels.
Vrijhangend reservewiel cq steunwiel: free-hanging spare wheel / support wheel
Forward:
versnellingsbak: gearbox
Motor: motor
stuurhuis: steering house
torsiestaaf vering: torsion bar suspension
Here the YA 126 with the spare tire. You can see that all the 6 bolts are in place. All old DAF MVs have this. If they cross a ditch, the spare tire touches the ground and start acting like a normal non-powered wheel, and lifts the bottom of the truck up so it will not hit the edge of the ditch.
I loved to have a real Kenworth. But to show some national pride

; actually Kenworth was the first truck company taken over by
PACCAR, we are just a next acquisition in that line. I think that DAF is still more or less independent, although parts and engines are often shared.