1984 Pontiac Trans Am Supercharged LS3/6-Speed Swapped

This is a listing for my 1984 Pontiac Trans Am, that I've owned since February 2015. I'm just gauging interest. If it sells, it sells. If not, I'll happily keep it. :)
On the outside, it's a solid shell with a few small spots of surface rust, several dings and quite a bit of faded paint.
Under the skin, however, is a forged bottom-end LS3 engine, that has been bored and stroked out to 416 cubic-inches. It has CNC-ported BluePrint cylinder heads, a Brian Tooley BDS Stage III blower cam and a Magnuson TVS2300 Heartbeat supercharger. The long block was professionally built by Scoggin-Dickey Raceshop, using all brand new components -- including the block. It has a VMaxx Motorsports ported drive-by-wire throttle body. The ignition system and fuel system all consist of hardware from Holley, MSD and Earl's. The fuel pump in an external unit capable of handling 1200hp -- "trap door" not necessary here.
The serpentine drive system is from Concept One Pulleys, with A/C, and in itself, retails for $2500. The cooling system is from Flex-a-Lite, and features a heavy-duty aluminum radiator with dual electric fans. It has a set of Hawks long-tube headers, Y-pipe and muffler-less single tube, 4-inch exhaust running to the back.
"Being quiet," is something that this car doesn't do... but that can easily be remedied...
It's been professionally dyno-tuned by Hawks Motorsports to 658hp and 637 lb-ft of torque, to the rear tires on 93-octane fuel. It was tuned with HP Tuners software. There's definitely another 75-100hp in it, with a switch to a smaller pulley, and with either E85 or meth injection.
Behind the engine, is an American Powertrain/TREMEC Magnum 6-speed. It's not a T56, as some would call it, but rather, a TR6060 with modified internals. It has an APT clutch and flywheel, too. The driveshaft is solid steel, and from Strange. The rear axle is a Strange (Dana) S60 with 3.73 gears and a LSD.
The suspension has been fully-modified, using the stock pickup points, but with all aftermarket hardware. BMR weld-in, boxed subframe connectors went in, as did a BMR K-member, front and rear sway bars, adjustable Panhard bar, adjustable torque arm, upper and lower control arms, driveshaft loop, rear lower control arms and front chassis brace. It has fully-adjustable QA1 coil-overs at all four corners. It has Baer 4-piston brake calipers, front and back, too, with Bear pads and rotors. It has a stock-appearing, but quicker-ratio steering box from Classic Industries.
The wheels are 17x9.5 CTWs, with Falken Azenis tires measuring in at 275/40/17 all the way around. A brand new spare CTW wheel with a matching Falken Azenis is also included.
New key locks in the doors and hatch lid went in, as did new front and rear hood and hatch hydraulic shocks... and most of the interior has been replaced. The headliner, sun visors, dash pad and rear speaker covers are all brand new from Hawks/OER. The gauge cluster is brand hew, and it's from Classic Dash, featuring AutoMeter SportComp gauges. Brand new Corbeau LG1 seats and 5-point harnesses went in, and are mounted with a Hawks harness bar, that they installed themselves. Under the original carpet, the old insulation was ditched, and in its place sound-deadening and heat barrier from Heatshield Products. The front grilles are new from OER, and a "shorty antenna" from UMI went on, too.
Every component, and every nut and bolt on the car, pertaining to the engine, transmission, rear axle, suspension, wheels/tires, brakes, cooling system, etc., is either fresh out of the box brand new, or has less than 1,000 miles on them (the car was driven/moved around while under construction at one point). Everything that went into this car was brand new at the time of installation, with nothing being salvaged or pirated from someone else's junk.
To mimic the exact build of this Trans Am, would cost you in the ballpark of $50,000. I purchased this Trans Am as a bone stock, 305 H.O./5-speed/3.73 gear'd car, with nothing being modified. What you see here is what has been professionally built by myself, with the help of Hawks Motorsports and a few close, talented friends.
I should also note, that it was a Las Vegas based car from 1984-2014, and it was built in Van Nuys, California.
The previous owner held the clear Nevada title since 1988, which leads me to believe that I'm either the second, or at probably the most, the third registered owner of this Trans Am. The previous owner used it as his college car, and it still retains the UNLV parking sticker, dated for 1993, on the windshield.
It has a clean and clear Ohio title.
Evidentially, it was parked outside in the, dry, Nevada desert for many years after that, and that's where the "patina" comes from. It's been garaged since my acquisition. It's never seen snow.So it's very solid underneath.
I had initially planned to repaint the whole car, but I was encouraged, otherwise. Some people "get it," some don't. It's definitely an acquired taste, but it's also perfect for someone who just wants to have fun on the road course, and to thrash this thing to its fullest potential without having to worry about stone chips or getting it dirty. You can lean on it, set your helmet on the roof... whatever... and just generally enjoy the car without worrying about scratching the paint. It's very street-friendly, and street legal as well. All lights, signals, reverse lights, and windshield wipers work as expected.
It has Pontiac Historical Services (PHS) documents with the car, as well as the original owners manual. This is a real Trans Am, not a base Firebird or an SE. It was evidently ordered as a "stripper" Trans Am, with only the standard Trans Am options equipped with the car, as well as A/C and the available performance drivetrain options (minus WS6).
It has a solid roof, crank windows, manual locks, no power seats, no rear defrost, no rear wiper, no Aero Package -- nothing that would otherwise run the original MSRP up to the stratosphere, but would have the things you would need to survive in Las Vegas, and have fun with from a car of its era. It's an interesting car, and it's the right color. It also has the highly-desirable, offset scooped hood -- or "Knight Rider" hood, which is original to the car. As it sits, it weighs just over 3200-lbs, so it's quite light for a car of its type.
I don't want to be "that guy," -- but it's fast. Imagine Challenger Hellcat power in a car that weighs 1300-lbs less, with a solid rear axle, and being far more aerodynamic. That's what this thing is. With the suspension that's in it, it probably handles just as well, if not better. It's definitely fun to drive, and the front/rear weight balance is very decent. Adjust the suspension to suit your taste and driving style, and away you go!
The only thing it "needs" is an updated stereo system (it has a cassette head unit and speakers that were installed at Circuit City in 1991 -- still have the receipt). The A/C will also need hooked up and charged. These are the final two things I wanted to address if I were going to keep the car.
I'd like to free up a few bucks, and some space in the shop for new projects -- but if I can't get my asking price (or close to it) I'll just keep it for many years to come.
Thanks for looking...