A single adjustable shock is adjustable on the rebound. This is an adjustment of the rate the shock allows the spring to decompress after it has been compressed from an upset in road surface or driver input from weight transfer on cornering.

If a car is sprung too stiff will the car "jump" or provide a jarring feel in the car if its upset by road surface on a city street that is less than optimal?

The amplitude of the jump feeling from the road surface obviously depends on the rate of change(ramp), amount of change (amplitude) and duration of the upset the wheel and tire see when coming off the flat surface.

Hence this gets back to the small vs large T-bar debate and Tom Quads empirical evidence as acquired from the Black n Blue Charger and his AAR on Watkins Glen and road driving as well as true street driving of these cars...

Any suspension tuning software/analysis always assumes "rigid body" no deflection of the torsion bar cross-member and through the entire unibody structure in our cars case.

If someone wants to live with the compromise of street driving their car and be on high alert for every pot hole and washboard section of road to get that last bit of performance out of the chassis tune on the track to reduce dive etc etc...By having a car that is overly sprung and uncomfortable to street drive then that is the compromise that must be accepted......is this true or not so much?