Well, you can certainly argue that there's more to chassis testing than putting a chassis on a surface plate and testing deflection with corner loads. Because clearly there is.
But, that is a valid (if simple) way to test a chassis. And really there's no way to "game" it, you load a corner and measure the deflection. There are certainly different ways to interpret that information, and again you can argue how important reducing some of that deflection is too. Since you've provided no actual data, I don't see what's wrong with looking at what XV did. And really XV didn't come up with shockingly different information than what people already knew and had already been doing as far as chassis stiffening. I remember the XV 4 post testing with a F1? engineer to be the greatest thing since sliced bread at the time in the Mopar world, All the buzz. I never saw any of this data shared from XV or that "people already knew", can you post it?
Well, they were selling kits as well. You could buy a lot of the chassis stiffening products and their suspension packages that they made for their cars separately.
No, the lower radiator support was rectangular steel tubing. If you say so. Maybe they went to steel because I complained so strongly about it? LOL
They had a K frame that was welded aluminum, but there's no issue with that if done properly accounting for the different strength and stiffness of the aluminum. No more so an issue than a tubular steel welded K, which all the aftermarket K's are. I'm sorry, there are huge issues with welded structural Alum suspension pieces. Welded steel and welded Alum have night and day differences regarding fatigue, and why you very seldom see if ever welded alum suspension items. It a common misconception.
