Definitely a balancing act.
Stock, the axle steer is only around 2.4% with the driver aboard, so it doesn't take much axle side LCA pivot relocation to put you into loose rear axle steer. Only a 1" relocation puts axle steer at something like 3.5% in the vehicle oversteer direction. It might get you around slaloms a little more freely that way, while being more demanding to drive. I would expect the car to be twitchier on lift-throttle.
On edit, I don't really know where axle steer might become too loose for anybody, or for what driving conditions. But I seriously doubt I'd want any loose steer at all out on a big track or any more than just a tiny bit in my street driving. As consequences become more severe (relative to most autocross layouts), a little conservatism is indicated.
Norm
Good post.
One thing I have noticed is the amazing amount of different scenarios that my customers choose to run, when talking about AS% / IC location, both on the street, drag-strip, and road course.
It seems as if there are so many variables, that is truly is more complicated than just running #'s through a calculator and going by what works best on paper.
A great example is, I have two customers that have similar suspensions. (They are road course guys) They are great friends, one has a 3950lb GT500 with 700HP, the other has a Boss302 with 420rwhp, and much lighter, especially up front. Both cars at at similar ride height, with similar suspension modifications/components, and the GT500 performs better in the real world (with multiple drivers) with the rear pivot of the LCA mounted 4" lower than the factory position, with the factory mounting point on the UCA. The Boss302 performs it's best with the LCA 2" lower than the factory point, and the UCA in the stock position.
I love a good tech thread. But I am still in favor of real world testing. What one driver is uncomfortable with, the next driver may not mind. Some people prefer the cons on paper, due to the benefit of the pros. Vice Versus.