Canadian Lynx Armored Car

[colin jones]

Hi Andrew, Am I correct you are going to do 4, FOUR or these at once??😮

[Andrew Rowe]

Hi Colin, YES , that is correct, I actually had a 5th , but pulled the reins back a bit as I did not have enough mechanical parts for it , chassis was a bit buggered anyway! ( 3 x MK1 & 1 x MK2 )
A few more pictures of the MK2 Diff during assembly , all parts being totally stripped and new bearings / seals applied. Second pic shows the pinion as pulled apart. In the first picture you will see the end results awaiting their final cleanup and paint. In the top of the rack you will see a MK1 Diff awaiting it's rebuild. The Mk1 is based on lighter 1 ton Ford components, but I will go into that a bit more in depth when we get to those ones, Cheers from The Tank Factory.

[Andrew Rowe]

Today we have a look at the inside workings of the Lynx steering box. The main difference between a MK1 and Mk2 is the steering ratio. It takes 2 full turns of the steering wheel to achieve full lock in either direction on a MK1 Lynx and 1&1/2 Turns for the MK2. The bearings used are NU304E.TVP2 which is basically a paraelle roller used for the end of the sector shaft , and for the main worm shaft the Timken combination of 35-BC and 38X . Also of note it looks like they upgraded the 3 x main mount bolts from 7/16" unc to 1/2" unc.
Cheers from The Tank Factory.

[Big D]

Hi Andrew,

An interesting thread. I note the similarities between the Lynx clutch master cylinder and slave cylinder and the (Ford) M8/M20 throttle master cylinder and clutch slave cylinder.

[lynx42]

Hi Andrew, What a job, doing 4 x Lynx restorations. This is the story of my restoration of Hull 1726. It is not technical like yours is but might also help others.

http://www.mapleleafup.net/forums/sh...ad.php?t=23906

I am looking forward to sorting out my last few problems and will watch your story with interest.

Regards Rick.

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[Andrew Rowe]

Thanks Rick, your thread has heaps of relevant information for this Vehicle. The majority of mine were Ex-Australian , so match along with your DOD contracts.
Just re-capping from Post 4, with regards to the return spring for the clutch slave. 4 x NOS originals turned up Today , so we can now tell that they are 11" long . When I do the final assembly in the chassis, that will also confirm the length of the push rod , Cheers Andrew.

[Andrew Rowe]

Today we jump to the Lynx speedo. I was looking at a post that Harry Moon was saying that he was going to look into his speedo situation, so thought I might put up a few technical bits of information with regards to the speedo.
Mk1 and Mk2 Lynx run the same speedo face. The drive gear originates from the transfer case and is cut on an opposite handed direction compared to the standard F15 single speed transfer case one. This is shown in the photo, the R/H one is standard F15 and L/H one is Lynx. As far as I can tell Mk1 and Mk2 use the same gear cut. The reason for this would be that the engine is mounted in the rear of the vehicle, so turning the transfer case in the opposite direction as opposed to the standard CMP truck with engine up front. The driven gear is a 15 tooth with part number 205052 , but is referenced as C19SR-17271 part number. The Mk2 Lynx uses a 16 tooth gear with part number 205039 , and is referenced by C29SR - 17271. The different gear ratio's come about because the MK1 uses a 5.83 differential ratio and the Mk2 uses a 6.66 ratio. Tire sizes on both model of Lynx' are the same, originally
9.20 x 16 , but today we just use the standard 9.00 x 16 , although I am thinking of using some NOS 1942 Dated 10.50 x 16 on my Mk2 , as the tires are in perfect condition, and they are runflats also. Cheers from The Tank Factory.