Much like the engine position, the suspension is free to be modified. Like most teams, Shift opted for a far-better-performing double wishbone layout. Shift created a tubular front subframe, where you'd expect the engine to sit in a Lexus IS, to hold up the initially complicated-looking suspension mechanism. The double wishbones connect to the pushrod system, which in turn pivots to send the suspension movement onto the Quantum dampers. These are mounted vertically for easy access during spring changes, while their reservoir tanks are mounted on the top crossbar. The adjustable antiroll bar is connected to the billet pushrods and fixed onto the main chassis. Taking advantage of the extra space in front of the suspension is the radiator, enclosed in a carbon air-guide tub.At the rear, it's much the same story with the suspension. The double wishbones (heat shielded with gold to protect them from the hot exhaust) send their movement onto the pushrod billet pivot, which is mounted on the Xtrac transmission mounting points. The Quantum suspension takes care of the damping, while two long tension rods connect to the adjustable antiroll bar. Super GT regulations state that no carbon should be used in the braking system, so the IS350 runs some simple AP Racing six-pot monoblock calipers up front mated to two-piece, ø 380mm grooved rotors. AP Racing four-pot calipers bite down on ø 355mm discs at the rear while Project Mµ supplies the team with racing series brake pads. Using a single wheel nut hub the 11x18 Tan-ei-sya wheels are easily changed at pit stops, while the Kumho tires come in different compounds to fine-tune the handling. Incase the weather changed, Shift also brought some intermediates and wets to the Fuji test run.
The exterior looks like it's been subjected to a heavy dose of steroids with only the overall shape and glasshouse hinting at what the base car actually is. Roof aside, everything you see is made of carbon fiber-the expensive vacuum sealed and pressure cooked variety. The car has obviously been widened considerably to contain the new front and rear tracks, which measure 1,895mm at the front and 1,650mm at the rear. At the front end only the stock Lexus grille remains; everything else is redesigned including the headlights, which feature two small round reflectors. The massive air dam built into the front bumper feeds the large scoop, which cools the radiator. At each side smaller intakes channel air directly to the front rotors to keep brake temperatures down.
In typical Super GT style, it seems the car has had a small portion of the bodywork cut from the ground up and dropped over the massive Kumho slicks. The result is massive wheel arches that protrude well above the hood line, creating the most menacing front end. The paper-light carbon hood features openings that not only expel hot air from the radiator but also help smooth airflow over and around the car.
The rear doors, like the front doors made from carbon fiber, serve solely as a kind of engine hood to allow access to the mechanicals. The rear fenders sport an angular design that merges into an aggressive series of side canards, which drop around the wheel arch before ending on the corner of the bumper. These are said to help massively in rear downforce, helping the IS carry speed through corners. Peeking through the lower section of the bumper and the rear carbon diffuser are the twin exhausts that seem to burn more and more paint off the rear bumper with each track outing. The massive carbon rear wing, adjustable in various angles, is fixed directly onto the rear section of the chassis to transmit its downforce where it matters.