NARRATIVES OF THE INDUSTRY.
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The Evolution of the Prominent Concerns in the British Commercial Vehicle Industry which Have Made History by the Pursuit of a Progressive Policy.
GUY MOTORS, LTD.
.IN THIS series of articles we have so far referred to the
history and growth of those mandfacturers who have been directly associated with the industry practically since its inception, and most of these concerns were actually marketing one or more models in the early part of the present century. There is one company, however, who (although not in possession of such a lengthy connection with the business vehicle movement) can certainly claim to have played an active and valuable part in its development of more recent years.
We refer to Guy Motors, Ltd., of Fallings Park, Wolverhampton, who, entering the industry in the year 1914, have made such remarkable headway in a saegle decade that they
now, worthily, occupy a place alongside some of the foremost commercial motor makers of to-day. The success which their Products has achieved, both for goods and passenger transport, has been won. by the pursuit of a progressive policy, and by giving the utmost consideration to the requirements of the user, not only when an order is secured but after the vehicle is put into service. In this connection it is deserving of special mention that the company have instituted a most exhaustive system from which they are able to trace the whereabouts of every Guy vehicle supplied. They have also adopted a praiseworthy oScheme whereby free periodical inspection of users' machines is given for the first two years after delivery.
The business of Guy Motors, Ltd., was actually founded in May, 1914, but the company was noi formally registered until October of that year. The first vehicle was designed in the same year, when a 30-cwt. model—which laid the foundation of the company's commercial programme—was constructed. The main features of this chassis were a four-cylinder engine, with a bore of 80 mm. and a stroke of 130 mm., incorporating a patented three-point flexible system of suspension, a four-speed gearbox and a double-reduction back axle. The wheelbase was 11 ft., and the 'wheels were shod with solid tyres,
These features are worthy of special note since, in the main, they figured in chassis built in later years, the main differences which were introduced into subsequent models being consequent on the company's decision to produce vehicles of larger carrying capacity. For example, they were found in the 2-ton model which appeared in 1915, in the 2i-ton chassis which made its debut in the following year, and in the 2+-tormer which was constructed in 1019, although, as the carrying capacity was raised so was it deemed expedient to increase the power output of the engine. As a matterof fact, in the power unit of the last-named certain radical alterations were made, notably in connection with the employment' of a. patent cylinder and valve arrangement, making for an unusual degree of accessibility.
The fact that the company consistently adhered to their original ideas of design proved the merit of the details Of construction of Guy chassis under all sorts and conditions of service.
In 1919 the first Guy touring ear was brought out, but, other than to say it posseased an eight-cylinder engine with a bore of 72 min. and a stroke of 120 mm., a four-speed gearbox and a spiral-bevel rear axle (it was the first British eight-cylinder car to be exhibited at the Olympia Motor Show), it is not our immediate concern.
The year 1921 was one of increased activity in the Guy shops,
for it 'witnessed the introduction of three new models designed to carry 25-cwt., 2-ton and 21-3-ton loads respectively. The most noteworthy development concerned the last-named product, which was a battery-electric vehicle incorporating several new features. The batteries were carried in boxes placed on each side of the frame members, and the armour-covered Vickers motor was slung from the cross-members in the position usually occupied by the gearbox on a petrol vehicle.
The general layout of the two petrol-propelled chassis conformed to earlier designs, although the 25-cwt. Model included a new three-speed gearbox and a worm-driven rear axle in its specification ; the form of final drive in the heavier model remained the same as on its prototype built in• 1915. In connection with the 25-cwt. vehicle, the company made the claim that this was the first light British chassis to sell at 1100 less than any other model of a similar type then on the market.
We have referred to the fact that the first Guy vehicle was built to carry 30-cwt. loads, and it was not until 1922 that a chassis with a similar carrying capacity was put on the stocks. Naturally enough, the intervening period of eight years hqd witnessed many radical changes in design, and some of them were to be found in the new 30-cwt. model, chief amongst which was, perhaps, the worm-driven rear axle.
The year 1W23 was one of outstanding importance in the history of Guy Motors. Ltd., in so far as it saw one of the first real efforts of a British manufacturer to cater for a rapidly expanding market which had virtually remained unexploited, except for the penetrating endeavours of a few American makers to secure a firm foothold in it. . The•liglit van market has been badly neglected by British makers, and the 15-cwt. Guy model is one of the few British chassis of this capacity which is available. As originally designed, it embodied a fourcylinder engine (85 ram. bore and 114 tam. stroke), thermosiphonically cooled, a three-speed gearbox, and a. worm-driven rear axle. Its wheelbase was 8 ft. 9 ins., and single pneumatic tyres were fitted on all wheels.
The year which is now closing has been a boom period in the development of the company, and, apart from the production of several types of vehicle to meet special needs, a wide range of new chassis for goods and passenger carrying has made its appearance, and the present manufacturing programme includes models to carry 15-cwt., 25-oWt., 30-cwt., 2-ton, 2i-ton and 3-ton loads. Some of these chassis are et:11101y useful for passenger carrying.
Some of the special vehicles built during the past year include a 1-ton Guy-Roadless traction chassis, with a patent form a chain-track in place of the rear wheels, a light chassis fitted with a 150-200-gallon Morris fire pump, and last, but not least, a 30-cwt. chassis built to meet the exacting requirements of the War Department specification. Each of these vehicles has been referred to in our columns as it has been placed on the 'market.
, In tracing the growth 'of Guy Motors, Ltd., we have chosen to refer to the various new models as they have been introduced, and we think we have said enough to indicate that the company have kept well abreast of modern tendencies. They have, it will be noted, always paid considerable attention to what may be termed the markets for light and medium-weight vehieles.
The company were established at a very 'difficult period, in so far as the war occurred within a few weeks of their formation ; but, nevertheless, they played a prominent part. in connection with the supply of naval and military essentials in the • years from 1914 to 1918, and, apart from manufacturing nearly 12;000-submarine depth charges for the Admiralty, constructed sev.eral_ thousand petrol engines for the Ministry of. Munitions. Their activities were also closely' associated with aircraft development. They built large numbers of Wasp aero, engines. and for the completion and delivery of the first Dragdnily aero engine in the world's record time of 24 days, Guy Motors, Ltd., received the congratulations of the Air Ministry.
The best indication of the company's progress and. development is, perhaps, to be found in the figures which relate to the size of the works. The original floor space devoted to motor vehicle manufacture was 22,000 square ft., or, approximately, half an acre, whereas to-day it is 330,775 square ft., i.e., nearly 8 acres. This expansion is, perhaps, the most powerful testimony of the popularity of the wide range of Guy vehicles now on the market.