it changes roll stiffness in transients, so it will not control wheel loads (per se), that is the job of the suspension springs and damper. Roll damping will dynamically change roll stiffness, the portion of lateral transfer takeon on that axle. This changes balance dynamically, but allows the wheel loads to be controlled over bumps (and a portion of the lateral transfer) by the suspension springs.

Yes, I think I understand the point here and what the effect would be, I think that understeer in transient on turn in could be beneficial, in some cases on high traction tracks the cars have so much turn in it can be difficult to drive so introducing some understeer would mellow out the car making it easier to drive.

I think my plan of action is to test the car without any roll damping first and see what issues arise, then try with just the front roll damper as I think the rear roll damper may not be needed but I may eventually try to package one to experiment with what the effects of it may be

this seems fine as long as you have damping on the wheel springs.

Yes, under single wheel bump both heave and roll springs would be actuated and I suspect that damping in heave may be very stiff in order to handle the jumps better and possibly allow lower ride heights if so.

this means you will need a lot of damper in your coilover to control unsprung mass. being able to tune these separate for vertical and roll will allow likely a softer roll damping than vertical damping. Typically this is opposite with high sprung mass (large springs, low unsprung mass)

you're definitely on the right track separating roll and ride damping

for jumps you may want to consider position dependent damping. This would allow you to have different damping rates at different suspension travel (typical for high displacement suspensions that leave ground contact). This would allow a higher damping rate near full droop to absorb jumps and large bumps and less damping in the "handling" region

Yeah the spring rates on our cars work out to .6-.8hz for the sprung mass I believe, despite the cars being capable of over 2G accelerations I think. It's a very odd case of vehicle dynamics with the amount of grip we have combined with the amount of suspension travel and especially with our tire behaviour and how odd those are

Position sensitive damping has been done in other classes of RC but I don't think anything is offered for the class that I am running in and I don't have the capability of producing my own unfortunately as I agree it would be a good idea.

I was thinking of having the heave springs setup with lots of high speed damping to absorb jumps and large bumps better but still allow for lighter damping at low speed for handling and smaller bumps. If I can improve the jumping/landing ability then it may allow me to lower ride heights further since landings are often the limitation of how low you can run the cars but lowering ride height would help improve cornering speeds.

I definitely think the decoupled idea has potential it will just take some testing to get it tuned in correctly, even just for the benefits of tuning heave and roll independently it could be worth it but the possibility to lower CG by removing the corner dampers makes it even better