Here's the stuff I've stumbled across/acquired that is going on the someday shelf while I deal with more important issues:
Urethane Differential bushings made by a owner's group member in the UK. He was doing a run of them, so I figured I'd pounce while they were available.
Adjustable upper control arms, both front and rear, from 1uzta40 on Instagram...the same guy who made the big brake kit. Designed and fabricated in the USA! Once again, I figured I better not be caught napping when a short run is done by some dude in his garage after work in his spare time. These will allow camber adjustment, correct minor rear geometry issues if/when lowering the car, and also provide a nice one-stop-shop for fixing my worn-out bushings, worn-out boots, possible worn ball joints, plus rust and flaked-off paint. If I'd ordered new parts, removed the old bushings, blasted, powdercoated, pressed new parts in, etc, by the time I fixed all of those issues independently, the cost difference wasn't too significant.
Once-in-a-lifetime very-lightly-used coilovers that popped up on Yahoo Japan Auctions. I got them for a price I can easily recoup if I decide to resell.
In case you guys are curious, here is the translated text from the Japanese auction:
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The product is a Cosmic Garage bespoke Öhlins suspension kit. Öhlins bespoke suspension kit from Cosmic Garage, which was finally discontinued in 2018.
The exhibit is a good kit that was purchased in 2017, used for a short period of time (about 3,000 km), and then stored. The original purchase price was about 400,000 yen including the pillow upper, which is a very expensive and high-performance harmonic drive. Since there is no distribution itself in the second-hand market, it is a rare part that is extremely difficult to obtain.
Produced by Öhlins custom-made department. Excellent road followability with supple operation. It shows its true value in Gymkhana competitions and circuits.
Designed for springs 8 to 10K at the front and 4 to 6K at the rear.
It is a shock that can fully demonstrate the basic performance of Cappuccino.
Front and rear screw type vehicle height adjustment. Front and rear 20-step damping force adjustment.
It
is OK to overhaul the specifications and change the specifications according to the spring used when ordering .
~ Specifications ~
F / R Screw type vehicle height adjustment
F / R 20 steps Damping force adjustment
F / Swift ID 60mm Spring rate 8k
R / Swift ID 60mm Spring rate 5k
F / R Cusco Pillow upper
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Seems like some high-end stuff for what was originally a cheap, disposable car, but I'm excited! I've always wanted some really nice dampers for one of my four-wheeled-vehicles. The spring rates are a good bit stiffer than stock, but not into the realm of most Japanese trackday/time attack cars, and stock Cappos are S-O-F-T when fitted with sticky tires and driven aggressively. Once again, probably not going to put them on now while I deal with things like getting the brakes working and making sure there aren't rust holes through and into the car. While they weren't cheap, comparing what I spent to the price of new stock strut tops, new dust boots, new shocks, and new hardware at all four corners helps in the justification process.
Complete lightly-used Monster Sport (nee Suzuki Sport) K100 kit, plus aftermarket header, blow off valve, but minus the spark plugs (which should be easy enough to source. This kit was originally offered by Suzuki's tuning arm, then taken over by Monster Tajima's tuning shop (aka the nutball who drove that 1000hp Pikes Peak Suzuki) and is supposed to bump the 64-ish hp up to about 100hp! It consists of a plug-and-play ECU, bigger injectors, and an oversized (but still reasonable) turbo to fit in the stock location, plus new plugs. I found mine used here in the US, and jumped at it because these kits are rare, and even rarer in low-mileage shape, and then even rarer still if they are K100 kits (for my alloy-block K6A engine) versus the more common F100 kit (the same thing, only specific to the more commonplace iron-block F6A engine.
Mine also came with an aftermarket tubular manifold, which is a nice treat. I put a dollar bill in there for scale. This car continually makes me laugh out loud. It is hilarious how small everything is, and this is coming from a guy whose bread and butter has been 1.3-1.8-liter cars and motorcycles! The manifold has a nice thick flange, and looks to be of decent quality, but manufacturer is unknown. According to the previous owner (KappyKaiju again) the header gets really hot, so if I decide to run this kit, I will probably take it to the local ceramic coater guy and have him do his famous inside-and-outside treatment on it. There are other aftermarket manifolds that relocate the turbo and/or offer different flanges, but I like the ease of reversal with this setup, plus it avoids all the knock-on problems of relocating/extending/modifying vacuum lines, intercooler piping, oil and water plumbing, not to mention whatever other components under the hood get displaced by moving the turbo.
The turbo looks and feels OK from what I can tell, but this is my first turbo car, so what do I know? I'm also unsure on the aftermarket BOV unless I can recirculate it. Reports from some other Cappo owners indicate that venting to atmosphere results in quite a bit more lag and isn't recommended in many cases. Considering the upgrade is supposed to be about performance, I don't want to do a ricer/tuner/look-at-me-I'm-attention-deprived mod at the expense of working well.
Once again, not in rush to put this stuff on...there's more routine fixing to be done before the upgrades begin, and I could probably resell if I decide against putting it on the car.