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FUN! Great to meet everybody. Tom, Mike: can't thank you enough. Paul M.

I have a new Accusump system for sale 1/2 price. (After I bought the Accusump I changed my mind and installed a dry sump.) If my crazy job lets up a little I hope to come down and meet everyone at the NJ event! (Paul M, Super Stalker # 150.)

re: engine porn, can you tell us about any of the mods and performance parts?

For what is worth, I have read that the inspection part of the process is the same regardless of whether or not the car was previously registered in another state. In my case, I had the advantage of researching the law and talking to others while I was building my car (Stalker #150) - but it failed inspection anyway. The car did pass on the second attempt, about six months ago. Budlite's bumper ideas helped. Please PM if you want to talk about the details.

looks like a 12v 50 amp Nippondenso: http://www.spidermarine.com/inventory/101344-100-new-nippondenso-12-volt-50-amp-alternator you will want to check the rotation before you buy it.

Degoetz, you probably already considered this, but for a given caliper model, Wilwood offers different piston area choices. ex. if you have a Dynapro with 5" total piston area, you can go to the 4" or 3" version for less front bias - in case your issue is outside the range that a front proportioning valve can cure. Given your tandem master cylinder installation, different front/rear master cylinder piston diameters would be another solution - I did not see one like that on the Wilwood website but they might be out there. Brake setup is one of the simpler things to model on a car. There are spreadsheets on the internet. I made my own, just so I could understand the problem better. You will never get better than a rough estimate because tire and pad coefficients are a moving target - but if you can come up with a theoretical ball park estimate you can evaluate different set ups - could save time and money. A separate comment about heavy cars braking better than lighter cars: a well set up heavy car with lots of rubber can have certainly have good braking - but apples-to -apples, less weight will yield better grip, better braking and faster cornering (why we like sevens.) Yes, more weight or normal force increases grip, but that benefit is netted out by the increase in the inertia of the heavier car. Meanwhile, more weight pushes the tire deeper into the aggregate, which decreases the friction coefficient. See The Tire Handbook, Paul Haney, and The Chassis Newsletter, Mark Ortiz.

Are you sure about Cd being an area ratio? For cars we would normally be talking about projected frontal area. Real or planform area would not come into it. I can't see anyway to derive a single Cd in terms of multiple areas and have not run across anything about it. Hey I am not an aerodynamics engineer.. am I missing something? I agree with Manshoon11 about CdA being more relevant than Cd. Gives us an excuse for having pitiful Cd's!

I believe that car has 10.75" Wilwood rotors and Dynalites on the front, and 11" GM rotors w Dynalites on the rear. You can find the 2012 report that John posted on the Stalker forum. He reports 900 F front, 1000 F rear, bias adjusted so that the fronts locked just before the rears. The temperatures were measured after stopping the car; peak rotor temperatures would be higher. I made a spreadsheet when I was setting up my own brakes. I estimated that weight transfer during braking could easily be 70% or more to the front tires - depending on grip. So far my testing has confirmed it. That means the front brakes have to convert 70% of kinetic energy of the car into heat, while the rears have to do only 30%. Since the rear rotors are similar in weight and surface area as the front rotors, that says something about how much better the air flow is over the front rotors.

On a fast track with slow corners, the rotors might get pretty hot, even on a 7. A fellow Stalker reported 1000 F on his rear rotors. The front rotors work harder but the rears do not get as much air flow. You can estimate temperature increase per braking event using conservation of energy. Fred Puhn has a recipe for the calculations on page 11 of his Brake Handbook: http://www.scribd.com/doc/235504442/Brake-Handbook-Fred-Puhn I ran the numbers for my car. A single braking event from 100 to 40 mph would yield an average rotor temperature increase of 190 F. 140 to 40 would give an increase of 407 F. Paul M

Thanks for starting another interesting thread.. So - my front and rear roll cage hoops have combined frontal area of 210 sq in. For 150 mph and Cd = 1 , theory says that I would have 68 lbs of drag, which would use up 28 WHP. Might be enough to effect balance too. If the center of roll cage pressure was 40 inches off the ground and 18 inches ahead of the rear wheels, cage drag would transfer 29 lbs from the front to the rear tires.

Hey Jamie, You may remember we talked on the phone last year. My wife and I plan to drive the Stalker to Limerock on Labor Day - assuming good weather. I would do Sunday as well but too much to do on the car for upcoming Ambush. Hope to see you! Paul M

Bruce, Any chance a Sunday would work? 6/15 or 6/22? Paul M Super Stalker # 150

All good suggestions! Also, - does # 48 have LSD? - A number of Stalker owners have reported significantly improved handling when they switched to the current Brunton spec'd springs (stiffer, 600/300) and shocks compared to the set up that the earlier cars had. I will be starting with a similar set up, but with sightly softer rear springs. I'll see how I like it if I ever get registered. Paul M SS # 150

Interested in buying an open trailer for my Stalker. Located in CT. 914 318 4663

Budlight, Any chance I could talk to you sometime? I will be having my car inspected in a month or so. thx, Paul