Restoration of Canadian Scout Car Ford Lynx I, Mk.III No.1726

[lynx42]

I completely stripped the original left panel and re-used the hatch, hinges and other fittings. This involved unbolting and then cutting through the welds. I cut through the welds to the bullet splash protection in the inside and the angled piece at the top where the roof sits when it is closed.

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There were two types of shims under the hinges to allow them to line up and fit closely to the hull.

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The original hatch ready for the sandblaster.

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Here the reclaimed bullet splash guards and roof support are tack welded in place on the replacement left side. Still to be welded in properly and to be cleaned.

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The car, (yes I know it is out of focus), is a rare one in Australia. It is a 1964 Chrysler, Plymouth, Valiant, Signet 200V convertible, with a 273ci. V8 and 3 speed push button auto gearbox. No others are known in Australia. It has been converted to right-hand drive.

Rick.

[lynx42]

I originally thought that this hull was a change over from the Lynx I (mk.II) to the Lynx I (mk.III*), as this hull has indication that it was one of the original hulls with the vertical rear grill

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and was modified to the later horizontal grill version.

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There are 3 hinges on the rear hatch not two.

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Both sides of the rear of the engine compartment have welded up holes and newer drilled holes for the horizontal grill mounts.

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Left side.

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Right side.

Mike C. tells me that the Lynxes’ supplied to Australia were of two rear body configurations: the early vertical rear grill and the later horizontal rear grill. In October 1944, a modification was authorized for all the early type to be converted to the later configuration using one of two Ford-supplied retrofit kits, either the C19SR-16604 or C19SR-110895. In theory, all Lynx were then converted to the latter type rear grill configuration which gave much better cooling performance, but I doubt that the ones held in vehicle parks ('Command Depot Stock') were high on the priority list, and possibly escaped conversion.

Cont.

[lynx42]

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More welded up holes.

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Oxy cuts to the rear engine hull plates not guillotined of as when new.

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Welded hood locks not the original bolted on latches.

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and oxy cuts to the corners where the new shaped hood sits.

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All very interesting. Thanks to Mike C. I now understand a bit more of 1726's history.

Regards Rick.

[lynx42]

The bulkhead between the engine compartment and the crew consists of two metal panels with ¾ inch plywood sandwiched between them.

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Crew cab side.

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Engine bay side.

Both metal panels were badly rusted and had to be replicated. First I had to remove all the fittings including the choke and hand throttle cables as well as the rubber grommets and numerous other small things.

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The plywood between the two metal plates was completely shot and was only good for a fire starter.

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A sheet metal shop in Bairnsdale cut out the shapes and I drilled all the holes. There is an inner and an outer as well as a small removable cover to get to the gearbox. Fortunately for me, the rust was no where the holes were and I was able to use each old panels as a template for the new ones. All the holes were able to be positioned correctly and the end product was very satisfactory. (I don't think I have photos of them as supplied from the sheet metal shop.)

Rick.

[lynx42]

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Rubber grommets are a bit past it.

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I searched the web for new ones but was unsuccessful so what to use to replace them?

I have for years picked up all sorts of rubber suspension rubbers and the like. So I dug them out and found that I had a few rubbers which I drilled to size inside and then shaped the outside, I then cut them not in half but about 1/3rd of the width which gave me two thick and two thin half grommets. Using the two thick ones, I trimmed them to size and then when I was ready to fit them I glued the two insides together which resulted in an excellent grommet looking from both sides and fully insulating as well.

Rick

[lynx42]

Plenty of rust.

Rusted inside of the panel.

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and the outside as well.

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The choke and hand throttle cables were rusted solid in their Bowden conduit.

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Every panel, fitting, cable, in fact every single thing, is grounded with earth straps. Here the earth straps are attached with Bolted on fittings to the two cables.

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Rick

[lynx42]

Part of the fun is getting things apart. The hydraulics were not that, not fun. With nine units all connected to the one reservoir there were the hydraulic lines going every where. (see post #15)

There is a clutch pump and slave cylinder, a brake master cylinder and four wheel cylinders, an accelerator pump and a carburettor slave cylinder to be disassembled and re-kitted and or re-sleeved

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The clutch master cylinder.

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The clutch slave cylinder.

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Slave cylinder starting to come apart.

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I was very lucky to have a spare slave cylinder as not all things come apart the way they should.

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In June 2013 I took all of the hydraulic items to ‘The Brake Place’, in Berwick. Andy Seymour undertook the refurbishment of the 4 wheel cylinders, the master cylinder, the clutch pump and slave, and the hydraulic accelerator pump. The accelerator slave cylinder was a new old stock item I picked up many years ago at one of the Corowa Swim-In auctions supplied by Alan Newton from SA who was a Lynx owner but did not recognize the slave cylinder. Lucky me.

Rick.