Some might agree, and some will disagree & get all pissy.......but.....
To be honest the problem I have with the whole "squat/anti-squat/neutral line theory" thing is it doesn't take into account the effect engine torque & shock/strut valving also has on the total suspension picture. Suspension leverage (I/C placement) doesn't "hit/plant" the tire all on it's own, it's only part of what's going on. Engine torque is another force that also "hits/plants" the tire into the track surface too. And without engine torque the suspension isn't going to move anyway (regardless of where the I/C is placed) without engine torque/power first causing housing rotation to happen first.
I have seen first hand where the squat/anti-squat's theory of having the I/C above the "magical" neutral line always causes suspension separation, and below always causes suspension squat just is not true with every car/combo/situation out there. With enough power hitting the suspension at the launch a so-called "squat" suspension setting could actually separate the suspension instead at the initial hit. And a car way down on power might actually squat even though it's I/C placement says it should separate the suspension at the initial hit. And shock valving adjustment can also throw the squat/anti-squat/neutral line theory a curve-ball making a car/suspension not always do what the "theory" says it should.
I do like the old Alston "percentage of rise" theory a little better (but only a little) since it doesn't claim a suspension action (squat/separation) must happen regardless of all the other car/combo factors. It instead just gives you an intersecting reference line in relation to the C/G to work from. But in the end truth is neither "theory" can tell you 100% what the suspension will do, only actual track testing can.
Years ago Pro Mod racer Bill Kuhlman in a magazine article basically said when ironing out a new car/combo/suspension, I/C placement is less important than shock valving. He basically said just choose an I/C setting/placement (as in "flip a coin") then go to the track & test different shock valving settings. In effect the direction the shock valving goes during testing (producing better & better times) also helps point the direction the car want's the I/C to go. I have seen cars where his opinion is 100% right, especially on some big power cars that use/need real tight shock settings & wheelie bars.
So regardless of what suspension "theory" someone might want to go with, or if they decide to instead go with a generic setting that "everyone at their track uses", only track testing will show for sure what any given suspension setting might actually do vs what the car really needs.
460 street '66 Ranchero.......................finished someday.
460 race '70 Maverick..........................finished someday.
All 'glass Top Sportsman '69 Mustang......ummm, check back when I win big playing the Texas Lotto, or online poker.
page. Some ancient & newer local race video.
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