Interested Bystander.
Regarding roll center and acceleration I am wondering if you really mean "anti squat" or "anti dive"? The roll center is important when discussing side loads, typically those you have when going around a corner and since B'ville cars really don't worry about cornering much I would think that roll center placement would not be a big concern. Having said that I would also not recommend having a high roll center on either end of a B'ville car as it "may" assist the car to roll over if it is in a spin, as a high roll center imposes high jacking forces that want to lift the car when it is subject to high side loads such as a spin.
As far as anti sqat or anti dive, these charteristics defined by the location of the axle location arms as seen from a side view of the suspension. My thinking is that at a place like Bonneville or El Mirage where traction is very limited you would not want much of either anti squat or anti dive. At a place like the Texas Mile or any of the concrete strips a little anti squat may help acceleration. Anti dive is more realted to braking forces being used to prevent the car from nosing down during braking and again not really applicable to land speed cars. To much of either of these can cause the suspension to bind.
I think that when going in a straight line the most important thing is that the location of the axles be kept in the very best optimum alignment possible which means no tricky suspension stuff that is used on road racing cars and long locating links to minimize any type of roll steer. I think it is really hard to beat a straight axle, front and rear, each located with long, parallel links. Having said that I am going completely against that recommendation in the design of the suspension for my lakester!
Rex