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John I agree with most all your comments but take issue with your opening comment on transfer and stiffness.
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Good catch Chuck. Note that I've edited my earlier posting to say that stiffer suspensions transfer weight faster. Cars with no suspension will transfer the weight almost instantaneously (less tire flex).
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(yes this will shift with body roll, but that is a very minor consideration)
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OK, Now I've got you on this one -- if it was minor, why would people bother to widen the track of race cars? The downside with a wider track is that it increasese frontal area and aero drag. Given that most cars are roughly 2x as long as wide, the weight transfer front to rear is roughly 2x the transfer side-to-side (less chassis flex).
The amount of suspension travel and the spring rate (among other things) will determine how long it takes for the car to settle and transfer the its weight. Shocks will also affect this. Generally cars that transfer their weight instantaneously have limited "feel" and can be difficult to drive. Any bump in the road (and all tracks have them, even the wonderfully smooth F1 tracks) will upset the traction of the affected tire (and possibly the others) if the car is too stiffly suspended. Having a car that transfers it's weight too slowly results in the car lagging the driver's inputs and potentially the track. I go back to "Just Right" being the ideal.
What constitutes "Just Right" is going to be different based on the track, the driver's skill level and the combination of suspension settings. To define it proactively requires a discussion of suspension frequency, weight transfer equations, careful measurements of the car and it's roll centers, CG and an understanding of the speeds being travelled.