A tire's cornering ability is non-linear as downward pressure is applied, so some weight transfer is necessary for optimal handling. Too much, and it's downhill. Also, additional weight transfer aids in heating the tires.

That curb weight for the '64 is for the I6, so the lightest 2014 Mustang (base model V6) is 1000 lbs heavier. The V8 model in 1965 was 2700lbs or so, depending on options. We have a long ways to go.

How that all works is something I'll have to look into, but Bruce Griggs told me that lowering the rear roll center gradually increases grip, at least on race cars. Raising it is suitable for instances where grip is low, such as rain or snow, so I'm not sure.

I am looking at big picture, and that also includes cost, who's driving, and what's being done with the car. Sure, you can't do super-fancy through-body aero tricks with a solid axle, and I accept that. But then you're looking at massive expense. Not everyone has Audi or Ferrari funding them.

It seems you missed my note where the Mustang was on inferior tires. For the Mustang to match the GTR on inferior tires with a solid axle must mean that the Mustang has a very good suspension.

The GTR is more than likely using a stock-style suspension with coilovers, massive brakes, and is making up for compromised geometry with amazing tires. The Mustang came with the axle, and that's about it.

Read my explanation in the reply to Brockles before making assumptions.

I beg to differ. Here we have a Griggs-equipped Mustang with a solid axle out-cornering a GTR. Oh, by the way, the Mustang has DOT tires (think Hoosier R6s), while the GTR has full race slicks.

A properly set up solid axle can put down more power in a turn than an IRS. Additionally, many of the great-handling IRS cars have big-'ol swaybars to keep roll in check, effectively linking the wheels together much like a solid axle, while a solid axle with a Watts link doesn't need swaybars, except in heavy cars.

I dunno, I've driven for hundreds of miles at a time at 75 mph without varying more than 2 mph.

Perhaps some actual photographers may disagree with your point. I feel that I can set up a fairly decent shot, and I haven't had any formal training, but the difference between "decent" and "excellent" may come from true formal training. However, ignoring the training, there is a hard, definite monetary investment in…

I'm an engineer by trade. I design suspension components for high performance street and race cars. I didn't spend several years of my life and tens of thousands of dollars on education so that I could lend my services for free, just because someone wants them. You seem to assume that just because someone takes…

I'm not a photographer. I simply have respect for how much time, money, and effort they put into their hobby or profession. If you're good at something, never do it for free.

I guess we don't need anyone to take pictures anymore. Also, no one must need 55mm telephoto lenses or $2000 camera bodies to take those quick shots of cars zooming past at 150 mph from 50 feet away. Nope. Anyone can do it with their iPhone or their CoolPics camera. No one wants professional quality pictures of their…

God forbid that a photo of your car exists that you have the option of purchasing! If you want a picture of your car being driven at a track to hang on your wall, for instance, I would expect to pay for it. If you don't want to pay for it, DON'T! Just don't expect to still get it!

So, how are photogs supposed to buy new, better lenses or be able to afford good photography manipulation software or increase their computer's storage space? Photography is a very expensive hobby, so might as well make some money off of it. All the photogs I know put lots of money into the technology and keep every…

I think they run the actual race with wide-shots and in car cameras to get the as-they-happen shots, then they redo the race with chase cars to get the pretty, in-the-action shots.

Take a look at the forward portion of the Griggs Racing S197 front cradle, that holds the anti-roll bar and the radiator. That segment weighs about 5 lbs, tops. Which includes relocation of the sway bar mount to the frame rail. For them to change during model year would require new tooling, which they're not willing…

And you think it's going to be just 45 lbs heavier than that? Trust me, there's lots of weight to be lost just in the S197 chassis. The radiator support crossmember weighs probably close to 75 lbs itself, and only needs to weigh 5-10 lbs.

I'm gonna be optimistic and say 3,375 lbs.