There have been some interesting thoughts and ideas promoted on this thread. However, there are one or two aspects that haven't been raised.
The first being that there is a vast difference in the viability of a solution when applied in the real world where harsh environments and dynamics play their part and may limit the viability of using adhesives.
Camber and caster angles as well as the Morgan suspension's inherrent design limitations inevitably restrict ease of movement as well as inherrent stiction between the stub axle and the kingpin.
Once on the road, the Morgan's suspension limitations become even greater because braking and cornering forces will cause the stub axle and kingpin to deform (bend if you prefer) which causes further binding. Bottoming out is one manifestation of this limitation.
This dynamic environment may challenge adhesives; coping with radial movement is one thing; holding fast when stiction and flex are gripping parts is another matter entirely.
The stub axle with its welded tube bearing carriers are generally not perfectly aligned; hence the need to ream the PB bushes. I suspect that the welded tubes allow some tolerence for flex in the kingpin and stub axle that would not exist if the whole stub axle was made from one single casting. Aside from the increased weight, it would be likely that the bearing carrier extensions on a single integrated casting would simply crack in dynamic use rendering the stub axle FUBAR in a very short time.
Last edited by Cheshire_David; 03/11/16 10:19 PM.
