LS is lighter and more compact than the VR38DETT owing to it’s aluminum construction (VR38DETT is probably made out of heavier/more exotic metals to handle boost pressure) and OHV design (DOHC engines are physically much larger than OHV engines of larger displacement. Compare a 5.0 coyote to a 302 for example).

It is absolutely a “dyno queen” more than functional.

I’d wager that Subaru, Audi and possibly Tesla have the “savviest” buyers but that’s mostly based on what I know about the demographics that buy those brands.

They haven’t made a new engine (GTR excluded) in about a decade and their cars are super dated.

Those people are more common than you think. Just last week I overheard a woman at work saying that she didn’t have phone service so she was going to go sit in the office where there was WiFi and try again. To clarify, she had no intention of connecting to the WiFi, it was just somehow going to give her cell phone…

Controlled oversteer (“drifting”) is some of the most fun you can have with 4 wheels. Going sideways around a corner or roundabout at 35-50mph is at least twice as fun as going 120+mph in a straight line.

I should’ve specified but MKIII Supras with 1JZ-GTE’s were absolutely affected by the gentlemans agreement and quite underrated. According to dynos (that I googled) they made 250+ to the wheels stock.

It’s a whole different issue entirely when you get into Japanese turbo cars from the 80s and 90ss. Every single one is “supposed” to have <276hp but almost all of them are well over 300.

I don’t disagree with your initial assessment, I just feel like peak numbers can only tell you so much. For example the 118/129 turbo motor probably has a much better mid-range than the 108/103 NA one and in every day use would be significantly less anemic.

10 PEAK horsepower were added. You’re missing area under-the-curve improvements.

No, he means RB-26DETT or RB-30-DETT. Like the kind of motors you find in a NISSAN SKYLINE not a Supra.

Bigger engines have flatter torque curves than peaky small ones. The only way to have a flat torque curve is to “take a little off the top” (revs, high boost thresholds etc.).

Your RX-8 doesn’t make 170/HP per liter either. Rotaries are classified as 2-3x their “displacement” for competition and the only time anyone actually pretends that a roatary is a 1.3l engine is so they can brag about specific output.

Is this supposed to be like a kei car where it has a turbo-3 with <100hp from the factory but it’s really overbuilt and capable of more like 120+HP on stock components? Otherwise I don’t see the point.

Racelogic aftermarket traction control would probably be a good idea here.

I was with you all the way until the end. Chris Harris (and others) generally see the 918 as the best all-rounder of the 3 with the LaF and P1 being objectively better at different things.

Did you really just admit to owning a Malibu Maxx?

It is neither practical or wise for me to be redlining every gear in a car that makes a V8 look fuel efficient. I have a small 4-banger that drives similar to a rotary and its fun but only in small doses.

Not much of it.

Was your seat time on the street or on a track? On the street at low rpms traditional piston engines with usable power bands (thanks to their larger displacements) are more powerful than rotary engines. I made a jokes about rotaries not having torque and now I’m in an argument on the internet.