by Lorne Goldman

WATCHPOINT 1 This configuration was only produced for a short period and not long ago. Over time, the community will become more familiar with them as experience grows. These pages will be updated as warranted.

The bushes fit in the stub axle tubes, one at the top and the other at the bottom of the stub axle tube. As they do not fill the entire length of the tube, a grease reservoir or "grease holding area" is formed between the two bushes. As the stub axle slides up and down the kingpin, this reservoir  greases the kingpin (and therefore the bushes). The stub axle has a grease nipple exactly adjacent to the middle of this reservoir to service and fill this area periodically.

Sometime in late 2007, the Works adopted the idea of using steering races (aka roller bearings) in the front, a improvement long used in the community by John Sheally, Peter Mulberry and the eMog forum gang  This was a significant improvement over the damper blade/plate assembly and considerably eased the steering effort the cars require. DAMPER BLADES WERE DISCONTINUED FROM THIS POINT ON. However, their system was soon altered to create a direct feed to the roller bearing assembly through the kingpins from a grease nipple installed at its top bolt. Though similar to the earlier one-shot oiler, this passage is drilled wider and ends at the new roller bearing.   See (2008-2011 et seq) as all other steering race/roller bearing systems used on Morgan do not require this, there is speculation that the positioning of the grease exit hole was left in the stub axle's annular groove (fit in 2000). This would mean that the steering itself would block its feed hole and explain the necessity of the later modification. If so, those of us with these early steering race cars should see the grease exit from under the steering race rather than from the steering race assembly itself. Please confirm. If this is the case, the front end can be dismantled and a passage cut on the shelf the steering race sits on to feed them when greasing the front through the stub axle nipple. Alternatively, you can buy the later kingpins and top bolts.

These axles continue using the newer bronze bushes. These are different from the pre-2002 ones that had a solid inner surface as they have a large groove carved inside that allows grease flow. There is a little lip remaining at the end. This lip is supposed to stop grease exiting the assembly through the groove.  Obviously, the lip requires the bushes to be installed at only one sense..with the lip at the bottom of the stub axle tube for the lower bush and the lip facing up for the upper bush. Facing the bushes in the wrong direction will block the grease that should fill it and allow the entry of grit rather than grease into the groove.
WATCHPOINT 2  There is also a concern that if/when the thin lip wears away, the grease will exit it's reservoir with the pumping action of the suspension requiring more frequent greasing. These bushes should never be used with mild steel kingpins.

Other than these codicils, the greasing method is simple. The Morgan Manual recommends 1000 miles and they are right.

Greasing can be done with the car on the ground or on jack stands. A one hand "pistol" greaser can be used. (When I am home, I use a powerful electric grease gun equipped with a flex hose. The device effectively creates an extra hand which makes the job easier.) The grease nipple angle can make it hard to properly center the grease gun but the angle of the grease nipple can be changed to suit can be changed. or a alternatively, buy an angled nose for your grease gun. A slight angle will do.

1. Turn the steering wheel until you have the best angle at the nipple,

2. Pump until the grease flows out under the damper plate (which sits on the stub axle shelf.). (That takes a lot of pumps!)
WATCHPOINT 3 If the grease flows out the bottom of the assembly, it is a sign that your car is due for a front end bush and kingpin renewal OR the bottom lips of the bushes have worn away. See the articles in this Manual on that. 

4. Turn the steering wheel and do the other side.

5. Clean away any excess with a rag and, if necessary, brake cleaning spray. If any grease gets on your adjacent brake rotors, the effect on braking and steering is dangerous.
WATCHPOINT 4 I have received many notes lately on the difficulties owners are having pumping grease into the stub axles in front. At first I thought it was the grease gun they chose, but I soon found the problem was even more basic. Many owners change the stub axle grease nipple (zirk) for angled ones which allow an easier time fitting their grease gun onto it. Sadly, they do not notice that the threaded portion of the Morgan grease nipple is short..shorter than most available. When they fit the new nipples they often thread them until they are forced into the kingpin. This blocks the flow of grease despite the use of eye-popping pressure. The front gets little of its needed grease feed and the kingpin can be damaged.