There’s no comparison but Leyland didn’t listen and they were still in production 10 years later. At the time i would think everything produced here was a much of a muchness ERF Foden Atkinson AEC Leyland etc but when an early F88 comes along or even a 110 people were going to and did prick their ears up. I think Sweden ran at higher weights than we did and we were producing motors to run mainly on A roads and a few motorways that were starting to appear with much less engine output and cabs that left alot to be desired. AEC didn’t build cabs until they were given the Ergo in '65.Atki were still building wooden frames. ERF and Foden were spartan but over here they knew no different. So if you had been driving a MK111 or MKV AEC or something similar and a new GUY Big J came along it was an improvement. Unfortunately the Europeans had a different idea. Great photos by the way … sorry to go on
Did you know that back in the late 1960s Guy trialled this Cummins-powered 6x4 44-tonner (when the transport industry was holding its breath for expected higher weight limits than didn’t materialise beyond 32t). It used a Fuller RT0 909A 9-sp box and offered a Cu NTC 335 engine as a more powerful alternative (yes, I know it says NTK 315 in the rubric, but it’s the same engine). Imagine trundling that down the M62 in today’s traffic!
The sales brochure would have to be very carefully edited with that!
For some reason or other, the 14ltr Cummins at 335 bhp was originally referred to as 315 (possibly just a different calculation or lower deliverable bhp). NHK was just the designation given to a NHC built at Shotts UK - the K was eventually dropped.
EDIT. The other thing to have dropped is the PENNY - just now 
- thank you maoster 