Anaximander

The more I get to looking at the Stalker, without knowing the dimensions from just the pictures, it appears to me to be a M-Spec Stalker Classic R build. Minehart knew that the more purist se7esqe folks preferred the more conventional look of the rear fenders rather than the more aerodynamically shaped rounded rear fenders that he produced in his original M-Spec car to reduce wind buffeting.

Thumper88, PM me your name and phone number and I will give you more information that you are interested in. Anaximander

The manufacturers 4 digit (first two digits are the week of the build year and the last two digits are the year of build) date code on the Toyo R888 tires will give you a good idea of the build date e.g. "3714". I am suspecting about 2014 M-Spec Stalker with a LS3/430 V8 engine, Tremec 6-speed and a CTS-V rear differential. Thumper88, I sent you a PM.

Sent Thumper88 a PM. I guess I know a little about them having owned 6 of them and having helped build my last one during the Covid lockdowns.

Deman USA, That car of yours is practically "used up" However, for us curious folks, how much are you asking for this "gently used" supercar? You have articulated how much they cost, the question is, what kind of money will it take to obtain this brand new car? Thanks, Anaximander

Is the car still for sale after Tall Steve tried his fitment?

If someone is looking for a Stalker XL project car that has an LS3/480 engine, Tremec 6-speed and a CTS-V rear end, there is one available at Copart North Pittsburgh. https://www.copart.com/lot/59782345/salvage-1962-lotus-7-pa-pittsburgh-north?utm_source=google&utm_medium=organic&utm_campaign=gmb&utm_content=link-website

Croc, As per your frequent requests when it comes to Storkers, I weighed in a bit on the listing you just posted. For California residents, these kind of deals are pretty golden because the car comes with the coveted S-100 designation for registration of the car in Caly.

I second MV8's recommendation to consider keeping the rear exhaust pipes. The side pipes make a huge racket and are hot as hell next to the driver and it makes for kind of an unpleasant experience if driving on the street. Because you have the Classic XL version, the rear fenders direct a heck of a lot of noise into the cockpit and some people mount deflectors just forward of the cockpit off of the roll bar area and this makes a huge difference in comfort while driving on the street.

RacerRicke, Congrats on the new Stalker XL Classic. Actually Croc, the car that RacerRicke just bought resided in the town we just moved to 4 months ago and now he will be taking it downstate but only 2.5 hours South of Stalker Cars in Spring Hill, Florida on the same side of the State. The engine is indeed and LS3/430 which is really about ideal for the car. The original purchaser in California had talked Scott Minehart into making it for him with side doors and air conditioning. The air conditioner apparently never worked correctly but the A/C head unit appears to still be installed under the dash. I actually was in Scott Minehart's shop having him work on one of my Stalkers when the car was being built. It has a Cadillac CTS-V rear end that is designed for about 500 lb.-ft. of torque. One thing that you ought to talk with Scott about is if he "hardened" the attachments of the driveshaft to the rear diff. I think this car has the latest mods on that but I am not sure. Scott will definitely know. It has I believe a Tremec T-5 6-speed transmission in it. IIRC, the CTS-V's may have had a rear diff ratio of 3.73? Scott uses a Chevrolet ECU. The car is equipped with a ton of heim joints and the gas tanks usually held about 15-16 gallons of fuel. It will run nicely on 93 octane pump gas. Being NA, there are no turbo lag issues and with the torque of the LS3, you will be getting used to the incredible power to weight ratio with the car probably weighing in at about 1850 pounds. The aerodynamics of the front fenders leave a bit to be desired if you are doing HPDE's at high speeds. You can contact Glen Minehart at 386-931-6435 and he will know Scott's current business phone number and location of his shop. Stalker cars has moved several times over the past 10 years and is likely somewhere near Spring Hill, Florida. Scott knows every nut, bolt and part number on that car by heart and can dial in any level of performance in terms of corner weighting and ECU issues that you may have. He also has vendors who make the side pipes, uprights, etc. and Scott knows how to get the ECU dialed in for different configurations with his preferred tuners. Scott and his whole family, including his mother and father are hardcore autocross folks and his older brother is #2 nationally in SCCA E-Mod in autocross in a Stalker AXR. Scott historically has charged reasonable prices for his work and there is nobody in the country that knows these cars better than him, period. Because they are so uniquely constructed, I personally wouldn't let anybody touch your new baby other than Scott Minehart. That is why they are called M-Spec cars as homage to Scott's design/development. Much good fortune with your beautiful toy! Bob Schilling

I had a recent conversation with "Beardy" who I had sold the car to. It is not longer for sale. It met with a tragic accident but nobody was hurt.

That might be a bit much but say 10-15 in a day would be incredible.

Beardy, Having owned that amazing car, someone is going to get a very fast and beautiful ride. The weight is probably more like 1700-1800 pounds but with that LS3/480, if it had wings, you could take flight. The incredibly smooth power band with gobs of torque makes it one of the most fun cars I have ever owned and I have owned 6 Stalkers over the years. If I didn't own an almost new Corvette C8 hard top convertible, I would be knocking on your proverbial door to get it back. No leaks, no issues, just a very fast and beautiful example of a Stalker Classic XL that is really dialed in. Bob

You might want to put where the car is located, and how many fun miles are on it, and if you had been racing it.

Stalker XL, Consider scratching the use of a torque wrench because there are no standards for how much torque should be applied to the various bolt/nuts. Just check for snugness before each race weekend and you should be fine. Many of the suspension connections require two wrenches to tighten opposing nuts on threaded components and are not even accessible to a torque wrench. Glen had suggested to me what I am suggesting to you and I would only occasionally find one or two nuts that had slightly loosened up. Using a torque wrench without knowing what would be optimal torque settings feels like the potential for disaster in the making? Additionally, what you are referring to in your picture are called cone washers and Minehart has design reasons for using them in some places and not in others. I can't remember what the logic is for their use but Glen would be able to explain the various uses of flat vs. cone washers and where they should be used. Glen helped me build my AXR a few years ago and it was pretty stout.