[Andrew Rowe]

Hi David, just a few observations that I have made, that may help you ,with regards to axles for the Lynx. The change in direction for power happens at the transfer case, so an axle used is in the normal configuration.
From what I have observed in my work on Lynx's:
The Mk1 (Lynx111), as I call it and the MK2. The MK 1 has a diff that is about 250mm in dia. on the crown wheel with a 5-83 ratio, which by all accounts was found to be one of the weak points in the earlier models. The Mk2 uses a standard commercial 1940 Ford 3 ton crown wheel and pinion setup, which is 640, 6 pinion teeth and 40 crown wheel giving a 6-66 ratio, diameter is about 320mm across the face of the crown wheel. The axle length from tip top tip is 1750. It measures 830mm on one side to the crown wheel housing flange and 425mm on the other side, so being offset. This would be the easiest one to make if you had to. The backing plates on the rear are Chev C8 and the drums used are 6 stud for the MK1 and 8 stud for the MK 2.
Question for the experts....is the 8 stud rear drum a standard item on some make of truck?, as the 6 stud is identical and is the same as a C8 CMP.
Brake parts are all standard C8 CMP rear and both models of Lynx from the steering hub knuckle out on the front are all standard to the Ford or Chev, once again the difference being 6 or 8 studs on the models.
If you want to delve deeper into the drive train, the transfer case is basically a standard single speed C8, CMP using a different gearbox input shaft and speedo drive gear is opposite, this is the only difference.
Steering box on the different models, is that they changed the ratio from MK1, it takes two turns from center to full lock and on the MK2 , it takes 1&1/2 turns.
Also of mention is the gear box casing is specially cast for Lynx. The top is now on the side, they have rotated it 90 degrees to get a flat floor, it uses all the standard Ford 4-speed 1940 truck gearbox components. Cheers Andrew.