Informative & well illustrated post, Ciro. I think you must be in quite good shape....
I would like to comment on a couple of things. The first:
Ciro Pabón wrote:...on hard suspensions, as God intended for race cars to have, it's minute....
Yes.. but compromise is key for a "good" suspension set-up. Tightly sprung race vehicles "work" their tyres, limit sprung mass movement, & make the vehicle respond quickly to driver inputs. However, race vehicles normally encounter vertical disturbances from track irregularities, kerbs & driver inputs. These result in stored disturbance "energy" that must be dissipated efficiently whilst minimising vertical tyre load disturbance (which can also cause loss of grip). That is one function of dampers, & they can perform only if they are allowed to move. It is a fact that, when the ratio of tyre/suspension deflection exceeds unity, increased damper settings are likely to reduce damper work done per cycle. It follows, I think, that an upper limit exists to (average) spring stiffness for a "good" mechanical set-up, & that will depend upon tyre stiffness.
The second:
Ciro Pabón wrote:...I guess that's one of the reasons why good F1 drivers start at kart races, because the suspension of an F1 car, at 600 kilos, and with such large tyres, moves very little...
It is certainly true that F1 vehicles use very stiff springs - at the front axle, & in heave. Suspension stiffness is, in my experience, rather different at the rear axle, & in roll at both axles - at least it is for "mechanical" corners when rear axle heave stiffness is usually amongst the lowest to be found amongst open wheel aero race vehicles in a similar condition.
I have no experience of karts, but I suspect that they do have a suspension - the chassis. I also suspect that they have an adaptive "mass damper", that happens to wear a helmet....
Can you just correct my mistakes there? 
