It transformed the car: I can't reccoment it enough, but it MUST be fitted correctly.
Peter
Most things work better if they are fitted properly. What, specifically, is critical when fitting the suplex conversion?
I have the Suplex kit, hard chrome king pins and brake reaction bars. This makes a Morgan front suspension as good as it can be and eliminates any need for power steering. I also drive my wife's 2011 Mercedes AMG E350 CDI Coupe and at low and high speed the Morgan steering is no heavier than the powered Merc set up. But there is a load more feel and feedback, but no kickback. It is tyre pressure sensitive, I run my Roadster at 22 psi.
If I understood the lecture correctly the pre-loading of the upper springs has to be set individually for each car,so that the rebound springs are just free to turn under the lower bushes when the car is sitting on the ground. The rebound springs only function under re-bound, normally the upper 2 springs do all the work. Yes, there are 2 upper springs mounted concentrically to give the required amount of progressive action without the risk of coil lock.
Different engines and cars have different weights and so it isn't the same for every car. It takes 20 min or so to do and this need to set up the car is the main reason Morgan doesn't use the setup.
Done correctly as well as the published advantages this make the steering light to turn as the bush at the bottom of the stub axle doesn't drag on the top of the spring. Getting it right is a knack. As Williams fit a lot of these kits they know what is right.
I'm waiting to see what Suplex come up with for the rear: one option mentioned may be a single piece glass fiber spring!
