As the studding takes the strain, undoing nuts a turn or so each side at a time so the camber plate remains roughly level, each stud will become firm and won't require any support from the ground. Ensure the car is jacked and supported high enough for the kingpin to be fully withdrawn from below though, when stub axle rests on lower suspension arm.

I initially used 6mm studding with washers but 8mm will just fit in the 5/16" clearance holes and would be better, although washers still recommended.

One of the main benefits of the SSL RS kit is that suspension control can be set and maintained at optimum (zero static pre-load on rebound spring) in turn providing the optimum suspension travel control and roll resistance within the limits of sliding axle suspension. This is achieved by the adjustable collars on main spring. Consequently your concerns regarding rebound spring fit are unfounded, accepting that adjustments have to be made on fitting as per instructions, and checked later after settling. Anyone who suggests otherwise misunderstands the principles of the kit.

BTW you do not need to use the car in competition to immediately appreciate the improvement, just find a bumpy poorly surfaced road. If you don't have any in Wales we can offer untold opportunities in Norfolk

Thanks Dave and Richard. Good to have some experience based feedback. I won’t be doing any track stuff ( last one was at RAF Lyneham open day taking people on laps for charity, organised by the local Mog centre.).
Dave, we did meet once ina hotel car park when we were going to an event in Malvern ( Mogfest I think, on the show field). If I remember you had a blue dar with full roll cage. Nice car!
Richard, I would be surprised if the final set up of an SSL would be out of alignment for spring gaps. Maybe the owner hadn’t set it up correctly. That would be my best guess.
I had a chat with Peter Ballard at a Williams open day pre Covid and he was very helpful. Showed the on-car set up and explained it.
My thoughts are that if planning replacements on the car then consider the upgrades available. I did this with front brakes. The extra cost was not that much more so a bit more “man maths cost effective”.
So, the SSL option looks a serious contender.
Thanks both

I fitted the SSL front (and later rear) to my +8 in the early days.

I drove Peter Ballard's 4/4 and was really impressed with both the improvements in the ride quality and the almost total lack of roll. After this I ordered a set pronto and set about fitting it with a mate.

Initially I thought that the before/after was much less marked with my +8 than Peter's 4/4. The kit was designed and optimised around the lighter 4/4 and after discussing with Peter did a few other comparative tests with other cars. Obviously everything is subjective but the improvements I noticed with the 4/4s were definitely greater than with +8s.

However there certainly is an improvement with my +8 (and my wife noticed it almost immediately without any prompting) , and this appeared to get more marked once the rear SSL kit was fitted.

Yes the SSL kit is not cheap, it is still a premium compared to a "standard" rebuild with MMC parts, but it does bring other benefits that the latter doesn't and that it worth the difference in my opinion.

I drove Peter Ballard's 4/4 a few years ago and it was unbelievable. I'd never driven a Morgan that worked so well.
He thrashed it down a rough country lane that in a normal Morgan would have lead to us ending up upside down in a field!!
His development hot rod/rat rod 4/4 was incredible.
But, I've also driven a +8 that had front and rear ssl fitted by an enthusiastic home mechanic and it was absolutely dreadful....🤷🏻‍♂️

I guess it comes down to who fits it and their experience.