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Originally Posted by cobrashoch
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So my question to the original question is still valid. Why the Jag setup in the first place, over other designs? As with all engineering designs there trades to be made. So you do's your research, pays your moneys, and takes your chances. The Jag setup is relatively inexpensive and has history, but its not perfect.
cobrashock
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If your primary use is hole shots, then by all means stick to a solid axle. It's been engineered over the years to work pretty well, and it's hard to beat zero camber for traction.
On the other hand, a standard wheelbase Cobra replica with the engine in the proper place has a driveshaft that's only about 12" long between joints. If you stick to the recommended maximum joint angle, that translates into about 4.5" wheel travel, total of jounce and rebound. That's OK for a smooth track when you're using stiff springs, but not so good on real-world roads. Maybe my (in)tolerance for bottoming out is less than yours, but I think that a car whose suspension can't soak up normal bumps is not acceptable. I can only grit my teeth so much.
It's much easier to control the roll center height on an IRS, so that there's less jacking and more predictable handling, and the lower unsprung weight allows softer damping without losing wheel control.
RWD high performance production cars universally have IRS because it combines good handling with good ride, something that's much harder with a solid axle.