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

[lynx42]

I decided that the transfer case was next to tackle so with Jill’s help and my trusty engine crane we placed it on one of the four poster hoists runways.

I like to keep the work area as clean as possible so a good layer of newspaper underneath the job will catch most of the crap and soak up the inevitable oil spills. First job was to scrape off the mud and debris build up before attempting to unbolt anything as with any restoration, you shouldn’t cut corners and just clean up a part and put it back on

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Every part of the Lynx is joined with earth straps and you can see here that even the two parts of the case are earthed to each other and then to the chassis.

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The Lynx uses a very shot strange type of coupling between the gearbox and the transfer case. This consists of a pair of Rzeppa disc type universal joints connected by a short shaft. This coupling is just like you find in most WWII military front wheel drive diff assemblies. Fortunately for me, the coupling was still attached to the gearbox and was in good condition. The balls were not rusted and after a really good clean and grease the Rzeppa joints were re-assembled ready to refit and as it says in the workshop manual, wrapped in a clean cloth until ready to use. These are the six bolts onto which the Rzeppa joint bolts.

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I started the dis-assembly with the declutch unit and after removing the coupling, I carefully removed, measured and stored the shims behind the coupling.

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The transfer case was pretty straight forward to pull down. It is a single speed just like in aC15A or F15A, supplying drive to the front axle as and when required. The selector lever sticks up through the floor on the left of the drivers seat. Pushing it down to the floor engages the drive and pulling it up disengages the drive to the front axle.