Maybe i'm not understanding your question, or maybe it was poorly written. If you're referring to the differences in jacking and weight transfer left to right with a track-arm/PHB, and the difference in roll center migration R-L as well as the Engine Torque Reaction which passes into the suspension springs and produces a diagonal load change on the wheels (which makes it easier to lift the LF tire than the RF tire when accelerating out of corners), then that's another one of your tangents that detract from the static roll center location (which is at the center of the car at rest). Yes roll centers move, yes for a 3-link track bar suspension design the roll centers and jacking is different from right to left, I've already said this before, but you continue to segway into examples that fit your argument that are out of the scope of the topic at hand. I don't have a car on a lift, so where is the intersection point? So you want straight line grip, not rear grip when accelerating out of a corner. Ok, then soften your rear springs and add anti-squat. Until you actually do something to test to see if you are, you won't be learning anything.