Another Lynx mkIII

[Crets]

Originally Posted by Hanno Spoelstra

It looks like the Ford Lynx owned by Patrick Tedeschi in Italy. Thankfully the chassis is present, for springs and axles you may have to convert F15A 15-cwt 4x4 truck components. The track width of the Lynx is 63 inches versus 71 inch on the F15A, so you will have to shorten the axles.

Attachment 122006
Source: http://the.shadock.free.fr/Surviving...Scout_Cars.pdf


Specs from “Canadian Military Headquarters. Vehicle Data Book (Restricted). 1944“:

Attachment 122004
Attachment 122005

Its not the Lynx from Patrick Tedeschi. My Lynx was a couple of months ago placed on facebook in the Dingo group by a guy who found this in a wood.

[Hanno Spoelstra]

Originally Posted by Crets

Its not the Lynx from Patrick Tedeschi. My Lynx was a couple of months ago placed on facebook in the Dingo group by a guy who found this in a wood.

Ah yes, the one from Erick Perino: https://www.facebook.com/groups/Mapl...1534251124928/

In the first photo you posted it looked like Patrick’s, hence my comment.

[Harry Moon]

When converting a set of Ford Axles its not only a question of sorting them you have to turn the unit over so right becomes left and left becomes right as the input is in the opposite direction. And Glad you have the chassis. now for the transmission..... Maybe there is an old transit bus under some growth somewhere.
Or a guy I know in New Zealand, hmmm.

[Crets]

Today I stripped the petroltanks from the vehicle. It seems that they are out of order after been standing more then 40 years outside.

I also found out that unless its a MKI body it has the hole in the floor for a MKII observer chair and it has MKII petroltanks and it don't look as a retro fit.

[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.

[Crets]

Andrew, thanks for this very valuable information!