The radiator/cooler arrangement has the turbo intercoolers inboard (1), the oil coolers (2) next as we move outboard, and the water coolers (3) the furthest outboard. The water coolers exhaust out the vents in the vertical face of the sidepod. The function of the "swirl" detail on the engine intake headers is unknown.
The air intake for the brakes matches up to the duct in the bodywork (with appropriate room for wheel movement). The brake duct backing plate actually overlaps the tire (not residing within the circumference of the wheel) and has an extension where the duct proper is. This extension may act to reduce the amount of foreign object ingestion as the wheel travels throughout its steering lock.
The brakes also have an outboard backing plate that completely masks the disc. The entire brake ducting system is driven by desires to improve brake cooling as well as to eke out aerodynamic gains through reducing drag and gaining downforce. Contemporary high temperature resin systems make this a reality. The shielding is so close in proximity to the very hot carbon brake that in order to survive (much less through an endurance race length of 12 to 24 hours--we're not talking Grand Prix race lengths!) it must be made of resilient stuff!
A number of years ago I wrote a piece describing vortex lift and the possibility of its application on the Toyota GT-One. Since that time I've had the opportunity to speak with a number of aerodynamacist about the idea. More recently, in email conversations with Juha Kivekas, I've have come to some different conclusions regarding the principle in general and the Toyota GT-One specifically. To recap, my thought was that the Toyota GT-One was utilizing the strake detail (image left) to generate a vortex that would travel the length of the cockpit and flow under the wing enhancing the low pressure side efficiency.
At the rear, pushrods operate torsion bars. A bell crank connected to the torsion pivot actuates the primary dampers which are mounted vertically either side of the gearbox. Roll and pitch is apparently handled by the T-pivot which is located on of top the gearbox/bellhousing and receives input from the same rocker as the damper.
We can also observe that the rear damper is running a high motion ratio. The benefits of this are higher shock velocities which in turn allows for more consistent dampening.