you MIGHT want to try to care about roll center for sidehilling stability if you want this thing to crawl like a cone dodger. calculator is useful for that.
pinion angle change through travel is entirely related to antisquat. antisquat/antidive is the dynamic consequence of axle rotation through travel. You'll want relatively neutral AS. air shocks will stand right up or sink right down on application of power if you have far from neutral numbers.
The tendency for some rigs to really lean (I think Ryan's Atom Smasher did this? Something in our group did) or stand up when making tight turns while all 4 tires are locked together is a consequence of suspenios numbers too. If wheelbase changes a bunch due to a high angle roll center, when one side scribes a tighter circle, the push-pull on wheelbase on each side will try to steer the axles and force articulation. The shorter and steeper the links, the worse that'll be. When it gets into link angles with regard to inboard-outboard, that's when my mental model breaks and something that can graph it out helps.
The lighter the car is, the more suspension dynamics will push the chassis around so it might be worth thinking about those things.
otherwise, I echo every word smike said above. if you want light, 2.0 air shocks is the ticket, probably saves you near 200# in springs and such.
