Wheel position and suspension travel

[joevenzon]

Rising rate springs has been mentioned, has this been implemented at all?

Nope. :-(

Also on the same track is damper rates, there is a fairly good graph here:
http://www.streetracetech.com/Suspension_Basics.html
Googling images for "shock dyno" turned up quite a few more. I would imagine this would need something similar to the engine rpm-torque table, would it be feasible to implement that?

Yep, that's feasible.

Another thing with spring rates is bump stops and it's a big thing. Rallying regulations used to (and may still) require manufacturers to use standard springs, they got around it by using the bump stops as the spring. Its just a block of rubber so its more or less an exponential curve for the rate but implementing it would probably mess up the whole zero position at the top of travel thing.
On the lower limit of suspension travel, its generally done with an almost rigid stop, usually a strap on a live axle and built into the shock for most other types. Usually there is about half an inch of give which could be the same for all cars without causing any trouble.

A bumpstop could definitely be added; wouldn't be too tough.

For the hinge points, its already been said that this is a very basic implementation. My thoughts on a slightly more complicated way of working it out is 2 hinge points, the first for the camber rotation which is generally aimed at the contact patch of the opposite tyre, in effect it tries to behave like a live axle.
The second hinge point relates to the movement of the contact patch with relation to suspension travel which generally pushes the contact patch out as the wheel rises on modern cars. This creates a kind of anti-roll behavior built into the suspension and is generally close to the center of gravity. It's the reason most modern cars are comfortable but feel very planted on the road and a lot of older cars (beetle and triumph spitfire for example) have really screwed up suspension.
I think that would give a more accurate (but still wrong) representation of suspension movement without getting into the huge complication of mathematical representations of every possible suspension configuration.

That could be done. Right now the camber doesn't change as the suspension compresses; only the wheel/contact patch movement is implemented.