Lynx II, hull # 4225

[Hanno Spoelstra]

Peter,

Nice find, good luck with the restoration

PS: for those who would wonder where it came from, see the CMPs for sale in Italy thread

Hanno

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[Peter Duggan]

Guys,

Great discussion. Here is a picture of the hull number which was on the LF corner of the horizontal plate, in front of the observers position

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[lynx42]

Peter, Here are my numbers before the restoration started.
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Lynn, No Lynx's were built in the UK only Daimler Dingos of which the Lynx is the Canadian version.

Michael R. I do not have the later books. There are a few anomalies in my books and some numbers between 0 to roughly 400 are mentioned as changes.

The some of the differences between the Lynx I and Lynx II are the axles and wheels, the different open section to the top, no roof, placement of the air cleaner into the crew compartment, shielded ignition system, placement of the sand channels to the rear, and who knows what else.

If you look at my parts book, you will see that it is for a Lynx I. Mk.III and Mk.III* not a Lynx II.

Confused? I am.

Regards Rick.

[Lynn Eades]

Rick, I have edited my post deleting ref. to a MkII.
So What is the difference between a MkIII and a MkIII*

[David Dunlop]

The model numbers and marks for the Ford Lynx can be a bit confusing if one tries to cross reference them to other production scenarios. It is best to look at the history of the Lynx Scout Car on its own.

This design came to Canada during the war as the Daimler Dingo, a British design, which it was hoped could be manufactured in Canada. To make it work on Canadian production lines, it morphed into something similar, but very different to the original Dingo. This was the Lynx I and it went through two 'Marks' to reach a vehicle which could go into production. So basically, the first batch of these scout cars to roll off the Ford lines was the Lynx I Mark III and it had some serious problems, the most significant of which were bad axles and a very heavy, difficult to use, folding armoured cover for the crew compartment. At about the 200th vehicle mark in production, Ford actually stopped production, to introduce improved axles and a lighter weight folding armoured hatch. Ford also took advantage of this break to introduce a number of smaller changes to the Lynx like improved rad cooling/protection, better engine cover hinges and latches, etc. etc. These changes were important to the vehicle (but did not solve all the serious problems), but they collectively did not drastically alter the basic look or design of the Lynx MkIII. As a result, Ford simply added the '*' to the existing ID for the vehicle while they continued to sort out the issues at hand. When Ford finally had a solution to everything that needed to be done to improve the Lynx I, it had changed enough in design, it warranted the Lynx II designation, which overall was an excellent vehicle.

Hope this helps.


David

[Andrew Rowe]

I have a book Ford Illustrated major assembly catalogue , FMA-01 , this shows Lynx axles from serial #1 to #201 and then #201 to #3000 and then the change to the MK2 Lynx using the new 8 - stud axle from #3000 and above.
The book denotes the same for engines and other assemblies , etc.

[Peter Duggan]

Started by removing the soft skin pieces off the RH side. The deeper I dig the better it looks. I've also attached a picture (thanks Bruce) of the missing armoured fuel tank cover and a fuel tank. Should anyone be aware of the location of any of these pieces, please sing out.

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