Then came the turn of the suspension bits.
On the rear suspension: CV Joint Boots had cracks and their Allen bolts completely loose, the axles were dry like desert sand, one bump stop was missing, rear torsion arms had worn out bushings (both inner and outer) everything else was in order.
On the front suspension: The tie-rod ends were all worn out (1302/1303 ones fit perfectly), so were the BJs (Thing Only part), steering dampner was shot (1302/1303 one fits perfectly). Odo/Speedo was dead as the cable was broke.
This thorough wear on the suspension was the result of 1" thick 5 to 6 lug conversion adapter plates on all four drums in order to mount the positive offset alloys to modernize the outlook. Weight of both the adaptors and alloys and 195/65R15 played all the havoc and ate out the whole suspension.
Time was short and the journey was long with time of pressing nature (I was absent from office for two days already). Still I wasn't willing to travel with suspension in such agony. Checked for availability of all the bits above (except Thing Only BJs - because I knew I wouldn't have any luck with them locally) with Mouqeem Autos/Sarwar Autos. None could produce any so I had to travel with the worn suspension. There was no choice left so the suspension was left alone as is. The only change made was addition of a new Dust Cap with Speedo Cable recess and the speedo cable. That fixed the dead ODO/Speedo. The numbers started counting again. The Steering Box was adjusted as much as was feasible to reduce the steering play caused by the worn out suspension bits on the front end, ensuring it doesn't eat out itself.
Next came the motor. It was stripped in the engine bay, cleaned, serviced, 4 contact bosch long spark plugs were replaced with stock OG Bosch plugs. Engine Oil and Transaxle Oil drained and replaced, carb was rebuilt reducing the OG Solex 140 jet to OG Solex 115. Factory Original Bosch Fuel Filter was cleaned and re-assembled. Valves were VERY loose so the valve gaps were adjusted to give Elk's motor a very quite operation. The valve cover gaskets were replaced with new ones.
Then it was brakes, all brakes were serviced, non-operational emergency brake was fixed and adjusted. All four Drums on Elk are weak. Front ones are replaceable with 66 drums (I had these in stash but in Multan). The rear ones are Thing only part with a "181" part no. After servicing, brakes were functioning considerably better.
The came the electrical bits: Elk came with Best Quality Military Spark Plug Wires in prestine condition, Distributor Cap was brand new so was the rotor. Elk still has its factory original Blue Coil with "181" Part no. but its weak thus the contact point was all ate out, replaced with a new Bosch Contact Point. The faulty Voltage Regulator was replaced with OG 12v Regulator and it fixed the over charging problem. Fuel Gauge on Elk wasn't working accurately, so tried fixing it only to realize that the Gauge Vibrator was a dead unit and there was no replacement available. So had to live with an in-accurate gauge. All turn signals/lights were checked for flawless operation.
And it was time for a long test drive. Drove Elk on Peshawar Road from Sadar to Motorway Interchange and back. It performed flawlessly. The power under the right foot was immensely increased, it was braking nicely and accelerating without a hiccup. And then it was time to hit the road; the road to the longest journey (700km journey back home) Elk had ever undertaken since its birth in 1979 under its own power. Previous longest journey at a time was on a trip from RWP to LHR with PO in 2005.
When I hit the road to home, the night had already fallen. With headlamps fully glowing and with 1600cc DP motor singing at its highest note, Elk was on its way to glory!
