Interesting reading here that I'm not sure I've shared with yoos guys:
http://www.smithees-racetech.com.au/performancefactors.html"The most usefull measure of suspension stiffness is the spring frequency. It is directly comparable between all race cars. We can take our experience with one race car and use it to help choose spring stiffness for another."
"Weight Transfer Vs Other Handling Performance Issues
If the suspension and steering is mechanically sound, the greatest gains in performance will come from optimising weight transfer, ahead of any other suspension modifications."
"In deciding on springs and anti-roll bars for an initial base line set up, it becomes a question of balancing the suspension frequencies you would like with the overall roll resistance needed to maintain a reasonable roll angle. Also involved is deciding the amount of roll resistance we will allocate to the anti-roll bars as opposed to the springs. Finally we need to make a stab at a reasonable oversteer/understeer balance for the car - the amount the car will be wedged. To do this, compare the static front vs rear weight percentage with the total weight transfer (TWT) percentage. If static percentages and TWT percentages are the same, we say the weight transfer distribution is neutral. Wedged (understeer) is greater TWT percentage at the front. Dewedged (oversteer) is less TWT percentage at the front. The latter might only apply for front wheel drive cars with a heavy front weight bias."
"Below is a weight transfer sheet for a small sports car. Comparing static weight percentage ("Calculated Wt Percentage") to the steady state dynamic weight percentage ("Distrib. Total Wt Trans), 52% and 54%, we can see that balance of the car is 2% in the direction of understeer. There is a lot to "play"with when it comes to trying alternatives, and many insights to gain. As an example, this is a leaf spring live rear axle vehicle ie high rear roll centre and high unsprung weight. Have a look at the unsprung weight transfer and the weight transfer via the roll centre, at the rear, 30.6 and 91.56 ie around 122 lb. This is weight transfer that does not go through the springs (or anti-roll bar if there was one.) Springs or bars have no affect on it. So even though leaf springs offer such poor roll resistance (only 28% of sprung weight transfer goes through the rear springs), it still works out OK at the end of the day, because of the high weight transfer numbers attributable to the live rear axle itself. "
