Peter Ballard, one of the SSL directors, wrote an article on classic Morgan front suspension some time ago pointing out some ex factory shortfalls. Normally when two springs operate in series (one on top of the other) they dilute the combined spring rate in a reciprocal manner according to each others spring rate. When operating together in parallel (alongside each other) the combined spring rate is simply the sum of their respective spring rates. In the case of Morgan sliding axle pillar front suspension we have two springs in line but each side of the axle which if they are both in play (under tension) works as if they are in parallel. This means that say a 100 lb inch main spring will have the rate of a 350 lb inch rebound spring added to it until the front suspension compresses enough to allow the axle to rise up the kingpin and remove pressure on rebound. This translates to a very hard ride suddenly collapsing when outer wheel is cornering or absorbing a bump. This falling spring rate is the antipathy of ideal rising rate front suspension, particularly important on a classic Morgan with its design limited travel. Unfortunately many Morgans left the factory with either too long or too higher main spring rate and/or too longer rebound spring, putting them both under tension in static condition. Ironically as such main springs wore their reducing rate actually improved the situation by taking static pre-load off the rebound spring as also noted by Peter.
SSL with their RS kit provide a means of adjusting the main spring pre-load to allow the axle to just touch the rebound spring such that it can still be turned. This also allows for readjusting this important setting as main spring settles. On my own car fitted with SSL kit I noticed, several thousand miles after fitting, the front starting to have excessive rebound travel over bumps. A check revealed the drivers side had several millimetres of slack between rebound spring and axle with a lesser amount on passenger side (I usually drive solo). This I was able to correct by increasing main spring pre-load using the locking collars. As well as restoring ride height it also allows the rebound spring to reduce roll at the front as the inner wheel in a tight turn becomes unloaded. The rebound spring has two rolls to play therefore, reducing bounce and checking roll leaving the car more planted in a fast turn.
The point of my above ramblings is to explain and stress how important this setting is which can so easily be maintained with the RS kit. The procedures are shown and explained in the plasticised fitting instructions that came with the kit. No mention has been made by the OP of these, if they are in his possession and most importantly if his fitter has read, understood and acted upon them. Finally the kingpins need regular greasing every 800 - 1300 miles. As noted by others the OP's images show a remarkable lack of grease particularly as the suspension should have been generously assembled with such when kit fitted.
