All good points there, however may I add:
1. It is suggested by the author that: "The track remains pretty well consistent throughout the suspension..", er not really, double wishbone suspension can maintain track with good geometry. Tried bouncing the front of a Morgan, seems very stiff? That is (partly) because the king pins are not parallel, they lean in at the top. So the track changes in bounce (along with toe angle), thus your bounce stiffness (car stationary) is being added to significantly by the tyre sidewall stiffness. So ever tried placing one front tyre on a 'TrakRite' the drive-over toe angle checker - all of a sudden the front of the car can be bounced by hand as one tyre is now able to move sides in bounce! Try it.
2. Any excessive bump damping from the damper also twists the hub increasing load on the bushes. So run less bump damping and more spring rate increase to limit bump stop impacts.
3. There are plenty of 1.25 x 1 inch x 3mm lip seals around, costs £2.00 each, easy to insert under the crucial lower bush and even the top bush. I orientate mine to keep much out.
4. With main spring rates around 100 lb/inch and low bump damping the hub really does move freely on the kingpin over small and big bumps - fact.
5. Much of the apparent high front suspension bump stiffness many owners (of older Morgans) feel on the road is due to the fact that their rebound springs are still compressed at static ride height. Thus the initial spring rate (in bump & rebound) is around 125 lb/inch [main spring] + 275 lb/inch [rebound spring] = 400 lb/inch. That rate is so high it will appear that the suspension is locked. These are F1 type spring rates! OK different models have different main and rebound rates but the combined rates are all too high - that is why in recent years MMC have moved away from compressed rebounds, except for the +4.
Just a few additional thoughts - PJB.
