The 30 cwt. chassis.
The popular 30 cwt. chassis weighed 32 cwt. and had a turning circle of approximately 49 ft. It could be supplied with any type of body to suit individual customer’s requirements. The body frame was built using thoroughly seasoned English Ash, and reinforced with steel angle plates, and flitches. All joints were screwed and glued. Many bodies, including standard vans were panelled in Sundeala, and finished in standard colours; green, dark blue, or grey.

The 30 cwt. standard lorry with hinged and detachable sides, and tail board sold for £356. The 30 cwt. delivery van sold for £390. The basic chassis sold for £298.

The 30 cwt. chassis. Courtesy of Brian Shaw.

Some of the many users of Guy 30 cwt. vehicles. Courtesy of Brian Shaw.

The 30 cwt. chassis specification:

4-cylinder monobloc, 90 x 130 (3308 c.c.), 24 hp. at 1,000 r.p.m. Road speed at 1,000 r.p.m. 15.1 m.p.h. Detachable head, removable in less than seven minutes. Combustion chambers were designed to promote gas turbulence and were completely machined to definite dimensions to ensure uniform compression in each cylinder and an unusually high compression ratio, giving exceptionally high output with low fuel consumption. The crankcase was exceptionally stiff and rigid, carrying the crankshaft of 2" diameter, and camshaft. The flywheel housing was cast integral with the crankcase.

The forced feed lubrication system was unusually complete, applying not only to crankshaft, connecting rods and camshaft bearings, but also to the overhead valve gear. Cooling was by water pump circulation.

Single dry plate, with a stop provided on the primary shaft.

Four forward speeds and reverse with right hand change. The shafts were exceptionally short and of unusually generous diameter, providing that rigidity which ensured quietness. The gears were highest quality oil tempered nickel chrome steel with wide faces. Spiral gears located at the rear provided a positive drive for speedometer.
Gear ratios: top speed, 1 to 1, 3rd speed, 1.7 to 1, 2nd speed, 2.61 to 1, 1st speed, 5.27 to 1, reverse: 8.23 to 1.

Rear axle
Overtype worm, fully floating. The weight of the vehicle and load was not borne by the axle shafts, and the whole of the internal parts of the axle could be dismantled without jacking up the vehicle, or removing the road wheels. Axle ratio, 6.75 to 1.

Front axle
'H' section steel stamping. The hubs were mounted on taper roller bearings, easily adjustable for wear.

Worm and roller type. The side steering push rod connections were of the spring loaded type and lubricated by oil gun.

Semi-elliptic-front and rear springs, made from specially tested spring steel.

Pressed steel channel, 6" x 2½" x ¼" section. Well trussed with substantial cross members.

Both brakes were of the internal expanding duplex type, operating in the rear drums (15" diameter) each brake being independently adjusted by means of a conveniently placed wing nut. To permit of further adjustment to accommodate wear of linings, the brake operating levers were serrated.

Front wheel brakes could be fitted, if desired, at an extra charge of £25. The arrangement consisted of internal expanding shoes in drums fitted to the front road wheels. The foot pedal operated front and rear brakes together.

Polished aluminium. Vertical gilled tubes.

Pneumatics, 32in. x 6in. singles, including spare disc.

The 12 volt lighting set consisted of a positive drive dynamo, battery, switchboard, a pair side lamps, and a tail lamp.

Fuel tank
Fitted on dash. 8¾ gallons capacity, gravity feed.

Courtesy of Brian Shaw.

A 30 cwt. lorry. Courtesy of Brian Shaw.

A 30 cwt. road sweeper. Courtesy of Brian Shaw.

A 30 cwt. lorry without sides. Courtesy of Brian Shaw.

A 30 cwt. lorry with a more luxurious cab. Courtesy of Brian Shaw.

A 30 cwt. van. Courtesy of Brian Shaw.

Part of Harrods Guy fleet. At the time, Harrods operated around 40 Guy vehicles. Courtesy of Brian Shaw.

Courtesy of Brian Shaw.

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