"As a guy coming from Sprint and moving into Ovals as well, if you are loose off that means the RR is not gripping/loading right?"
This is all just me talking about how I look at it, it may or may not be right ... you'll have to decide for yourself.
Coming off means your accelerating and turning. The acceleration and turning is throwing weight to the outside and since you mentioned loose, i'll say it's throwing weight at the RR(outside rear) tire. If your sprint racing you have the LR(inside rear) unloaded, your on the RR and using the front tires >exclusively< to make it turn. Sprint racing there's nothing at all to turn your loaded RR tire, which is trying to roll straight, coming off other then the front tires.
If you see in your mind what I wrote above ok, then move on to my next BS. If you don't then think about it some. ...
OK, now that were on the same page with sprints; LTO's don't use their rear tires that way, >IF< there using their rear tires as a LTO with a staggered solid axle, uses the rear tires. With a LTO you have two different size tires in the back and the LR because it's smaller has it's tires surface speed moving slower, then the bigger RR tire. Because of that difference and ONLY because of that difference, if you can weight the LR enough you can use it as an anchor, both going into the apex while your slowing down and coming off the apex while your accelerating. For you to be able to get any turning effort out of your staggered solid axle in the back, you MUST also be able to have the LR tire weighted. If you can't, then your only other option is to unload the LR and use your kart exactly the same as a sprint kart. The only reason to offset a LTO or to have the driver sitting on the LR tire is so you can get function and USE the LR tire, going into the corner, rolling while in the corner and coming out of the corner.
The question I see in your mind is about coming off or apex out if you would like to think about it that way. It nets out to the fronts will have to turn the back, unless there is sufficient weight on the LR to allow it to act as an anchor for the RR, with it's faster surface speed to roll around it. Sure the back tires can be related to a Styrofoam coffee cup and a coffee cup will want to roll in an arc. But there is ONLY one arc a coffee cup will want to roll in. If you try to make that coffee cup roll in any other curved line, something has to slip. When I refer to your staggered solid axle in the back, if you want it to roll in any other direction other then the direction mathematically determined by stagger, one tire or the other or both, MUST SLIP.
Here's your scenario apex out. Going in and through mid corner/apex you have your LR loaded, apex out under acceleration you only need to cause enough weight to go to the RR, so it with it's faster surface speed can out accelerate or roll around the anchored LR. Sometimes you can do it and sometimes you cannot. If you can you will be fast because slip angles will be split between both functioning rear tires, giving you maximum grip with the least rolling resistance. If you can't the amount you can't will be less efficient and you will not be able to get from the apex off as fast, assuming you have limited hp. The more you get on the RR and remove some of the anchor, the more you'll have to use the fronts to turn and again the more of your limited hp you'll eat. Too much on the RR and it's the same as with your sprint racing, you get loose.
You'll see LTO racing slight loose coming off causing a loss of momentum and you'll see snap loose. You can think of the ideal as either being on the ragged edge of loose or the ragged edge of on rails. But always remember coming off sprint racing, you only had the possibility until going straight to be on one rail, LTO racing were on two rails. ...
and as I said up front, this is all just IMHO and ain't necessairly right anyway. ...
thanks for reading my bull
paul
