A few things to keep in mind. Camber change with respect to roll is roughly 1/2 that with respect to bump. So .25*/degree roll (or 25% recovery) is roughly .5*/inch bump. Anti-squat is considerably less effective on an IRS than a live axle. And the actual weight acting on the tires is going to have more to do with their deformation under load than the weight distribution percentage, so a lightweight rear biased car with wide low profile tires will still have more problems getting them to grip off-angle than a heavy car with a somewhat more forward weight distribution.
The question of which sacrifice(s) to make is the really crux of all suspension design...Even at its best, everything is still just one big compromise.
In regards to the posted geometry, I don't think you're going to want a car with 0 caster and 0 mechanical trail. I've driven one, and while it amusing in its own way, I wouldn't want to push the limits on it...Especially if it were a low MOI mid-engine car.
_________________ -Justin
"Orville Wright did not have a pilots license." - Gordon MacKenzie
Last edited by Driven5 on December 8, 2016, 6:23 pm, edited 1 time in total.
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