Not to be a pain in the *** for details... but the NA is still a 2JZ, it's just GE vs GTE (you can imagine which one is T...urbo). Even shells still fetch a good buck from what I've seen.

-J

 

KB 2.8 + pulley + tune + fuel system + exhaust = half of that. It'd put you at well over 600 RWHP

 

that's ignorant to say the least. The only benefit IRS has is if the road is bumpy or shaky i.e. real world performance improvement over a solid rear. On a smooth, maintained race track there is no benefit. I'd bet a well driven third gen turbo trans-am with some decent brakes, and fresh stock suspension components could whoop a stock supras *** in a road course on any well paved, decently maintained track.

 

He is right. Prolly easy 650rwhp

 

Uhh, kind of doubt that. Supras handle pretty well for pigs. I agree solid rear cars can be made to handle well, but the things you said are not exactly the way it goes... Most of the time an IRS car is betting handling.

 

Independent suspension typically offers better ride quality and handling characteristics than a live axle suspension, due to lower 'unsprung weight' and the ability of each wheel to address the road undisturbed by activities of the other wheel on the vehicle. This doesnt inlcude just BUMPS in the road but also tight turns.

The principal disadvantage of a live axle design is the negative effect on ride quality and handling. The wheels cannot move independently in response to bumps. Also, the mass of the differential and driveshafts are part of the vehicle's unsprung weight, so the greater unsprung mass transmits larger forces to the body of the vehicle and its occupants. Furthermore, the rigid connection between the wheels leads to greater camber change in tight turns, which reduces cornering grip.

Do you road race at all? Grip is everything and it especially affects your speeds coming out of a turn. Lower exiting speeds mean slower track times on any course that has more than 2 turns.