Talk Morgan Forums Morgan Sports Cars Classic Morgans (pre-CX) Steering bearings

A reminder that Cain/Wolf Performance sell lower steering (torsion) bearings fitting between top of rebound spring and bottom of stub axle, taking up barely 3mm. As can be seen they are often ordered with rebound spring gaiters to keep out road muck. Tap for link.



Despite some pouring cold water on the concept they do reduce steering stiction noticeably since suspension dynamics have the rebound spring regularly in and out of play.

Hi sewin,
"but then you go into a hard corner...so the total springs rating is provided by the main spring" I agree.

"This then is how a resolution moved to higher rate main springs"... I agree

On the SSL suspension the main spring is not progressive... but a third spring named "rate riser" is in parallel of the main spring at the top of the king pin.
This rate riser spring is progressive and replace the standard silent block. When the wheel rises, in a first time only the main spring is active and after a short stroke the rate riser spring is compressed in parallel with the main spring,
adding its rate and creating a progressive increasing rate. These configuration absorbs in a first time the small bumps (main spring) and in a second time big bumps (main spring + rate riser) in a progressive way.

The rate riser spring is more progressive and softer than the standard silent block.

I guess that SSL has killed the rabbit.

Ice pack you are spot on,
It's what I was holding in my head but didn't have time to search so didn't want to quote! I too heard all sorts of reasons for it but could never find a definitive answer so I sort of shelved them as I never got to the bottom of it. But owning a plus 4 I did hold onto the fact, and it is fact, that the rebound spring is held under pressure on that model and I am expecting to be shot down re. the rest, although reaching deep into the memory it was something like this....... The 4-4 was a gentle A and B road pleasure car and the Roadster being considered a tourer for crunching the miles had similar demands.....so a similarly balanced set up... WHAT, I remember thinking, A V6 rocket, that doesn't make sense. And now here's the bit I really didn't get. The plus 4 was always considered the more powerful car (might have been sportier)so is expected to be pushed and the set up here reflects that!

Well this would be a nice one to put to bed, hope someone knows the truth here as I'd hate to think we are creating a myth to join so many others.

Look at the price! Cain is such an honest guy! He reminds me of the old days. They look like Torrington bearings that John Sheally 2 used from the late 1970s. They helped precipitate an eMog initiative to produce them for that gang at cost. Roger Shawyer, a wonderful mogger from Australia, volunteered and did that for 100+ of us, with the addition of a protective cover that Peter Mulberry helped us with his experiences and advice. (early 2000s.) And yes, their low height makes a made-to-suit Main Spring unnecessary. https://www.gomog.com/allmorgan/rollerbearing.html As for the "mad muck" read on....


By "unengaged" I mean with no pre-load of the rebound, much like Peter Ballard achieves his little progressive spring. I have noted the rebounds being left off (MMC staff Saturday fun Trials) OR cut so it barely touches the bottom of the stub axle. If these are the case what effect does the rebound spring rate on the front at rest?!! Coil springs only exert pressure when they are compressed! 😉 Yet we receive our trads with the rebounds with usually double the spring rate of the Main Spring, notably preloaded and ready for bear. A lightly pre-loaded progressive is smarter and he won't sell his rebounds without buying a lot more which is not necessary. Chacun a son gout. IMHO, those little progressive spring is the best part of the Ballard system.

We can do that a better way hopefully. perhaps. AND cover two issues with one inexpensive forever part. To whit" The industry standard used for generations now is to use a normal bump stop (duh!) preferably made in modern microcellular polyurethane, foam, or specially slotted elastomers, or neoprene, inexpensive and permanent. (I did some homework for you ). Look below. I picked out one of many from a goggle search. Try it. " progressive bump stops " as the research term.

It is certainly more logical to use a bump stop as a bump stop rather than a coil spring for that task. They could also be made to cover the exposed lower part of the kingpins and do away with. Ideally they would fit snuggly around the kingpin (ID 1") and even made to extend up when uncompressed to cover the kingpin exposure. They come in all colours so those who wish could make whatever statement they wanted. So why bother discussing the effect of cut or uncut rebounds? Frankly I don't like them much cut or uncut. We should be smarter than they are after 115 years. But as I noted, the Factory believed that WE found them charming, likely because we over-dwell on them and spend ridiculous sums trying to sort them not counting the angst speaking to this area.. 😂


You are correct in ALL these points, Sewin, ..or at least we agree. (wryly) There was even a period (in the 1970s) when the Works mistakenly installed too long rebounds. New cars came with these coil bound. Must have been brutal! Never got reported as us owners just accepted it!!!! Another reason trads design got an undeserved reputation for being lousy.

And yes, for some reason some people become inexplicably agitated when this area is discussed. It would be wise to drop it.

Lorne