Grip is usually associated with weight on a tire. We talk about balancing grip front to rear and balancing it across the back. And most of the concern about balancing weight across the back is about lost rpm apex out. What's neglected and not talked about is balancing weight across the front. This is LTO and tires do a specific job all around the track. We don't concern ourselves being able to balance things because we need to turn both left and right. Instead it's about using each tire for specific needs around the track. You also don't just have one cross on a LTO racer. You have RF/LR cross, but you also have a LF/RR cross which comes into play, again during how you specifically need to use your tires around the track.
We've hashed out often about how to set camber gain etc. at the RF to get needed use out of the RF entering and to the apex. There's also been a lot of explanation on how the RF settings effect holding rpm's up, especially apex off. But now all of a sudden there seems to be a realization about how the LF is turned, can effect rpm's apex off. Well, which is it, the RF or LF that so critically effects rpm's? Back to basics, at least my basics. The only reason you lost rpm's in the first place was you were tight coming off. Tight in the meaning of two or more tires were fighting each other for control of direction.
I'll try to net it out. Up to the apex things were great because you got needed weight to the RF via the RF/LR cross while decelerating and maintaining speed to and through an extended apex. Next you started to accelerate and return weight to the LR. But as I started out with this, weight follows grip and there is also a LF/RR cross. What is being described above in other posts when ackerman or LF tire turning speed is adjusted is you are changing the grip level or balance across the front, when weight is being moved back to the rear. Try looking at it in this way. Read the posts about how changes to LF tire steering rate fixed a problem. When I read them they were all consistent with the following thought. Weight was on the RF to the apex, then apex out in all cases when weight was returning to the LR, it got there too fast. The general way it's usually looked at on here is you then get tight because the rears start driving the kart in a direction you don't want to go and you have to fight it with the fronts. In other words your locked down apex off. Now look at what the fix in the posts above did in all situations. The fix increased the ability of the LF to grip the track apex off. Back to weight follows grip. By increasing the grip at the LF, it held or detoured weight traveling to the LR at the LF.
I'll stop. I either made a case for using the grip ability at the LF, to help control LR engagement or I didn't. And the case I tried to make was altering grip at the LF, alters the path and in turn the speed at which weight is returned to the LR.
maybe because this is all just IMHO and ain't necessarily right anyway. ...