Half the time when I watch HGTV, I keep thinking, "WAIT, THERE ARE PLACES WITH HOMES UNDER $900K? WHAT IN SAM HILL?"

 

Yes many but most tend to be on the East Coast or Mid West

My childhood SJ home which Charlie RIP purchased for $15 K recently sold for 1.2 Mil

 

I keep seeing homes in the Deep South, but that may be just Hometown and some My Lottery Dream Home, and Grits and Coffee Makeover Show.

 

458 better: the last no0rmally aspirated V8 Ferrari. The Corvette C8 Z06 used that as a starting guide.

 

Just read an article about that motor in the latest Hagerty mag. It is quite a piece of work.

 

Excellent Gina, yeah the trick is to get flour under the dough, sauce it up quickly with toppings and then slide it onto the peel, then jiggle it into the oven. Lots of practice and it will definitely come. Nice to see you are using it. All the best.

 

The Ferrari or the Corvette. Read what Road and Track says about its 2023 PCOTY:Lee contends this is a small-block V-8 because “a small-block is an engine designed and developed by the small-block team.” And it does share the 4.4-inch bore spacing every Chevrolet small-block V-8 has had since 1955. But no. It’s not a small-block. The LT6 is really a hand-built 670-hp 5.5-liter race engine.

It’s the first GM engine developed solely with a dry-sump oiling system. The rev-friendly oversquare dimensions—big 4.10-inch cylinder bores and short 3.15-inch crank strokes—stand in contrast to the long levers needed for torquey truck V-8s. And then there’s the awesome respiration of a flat-plane crankshaft. “We often refer to it as two four-cylinder engines in a fistfight,” says Lee.
View Photos


And 5.5 liters is huge displacement for a flat-plane V-8. Maybe the largest ever. “Most flat-planes are pretty small displacement,” Lee adds. “We did not want to give up displacement because we still wanted to have some respectable low-speed torque.” Also, 5.5 liters is, not coincidentally, the maximum displacement allowed for the FIA’s World Endurance Championship LMGTE class. The LT6.R, the LT6’s race brother, has been in the C8.R race car since the 2020 season. “We engineered the two engines as a team,” says Lee. The team tore down the LT6.Rs after races, and that experience went into the LT6. “The racing helped a ton,” concludes Lee.There are no demon tweaks in the LT6 that tame the paint-shaker vibrations of the flat-plane layout. Instead, the short stroke and lightweight rotating mass keep the vibrations within parameters set using the Ferrari 458 as a benchmark. That’s one hell of a bench.

Start the cold Z06, and it inhales a massive glob of air, whirs a moment, then bursts to high idle with a sound that’s half Pro Stock, half Indy car, and half North American mountain lion. With volumetric efficiencies exceeding 100 percent, this engine deserves three halves. The rest of the C8 is wonderful, but the LT6 elevates it to glorious.


The Tremec eight-speed dual-clutch transmission engages a gear, the LT6 growls in anticipation, then rips up toward its 8600-rpm redline at the touch of the throttle. No engine in the history of General Motors or Planet Earth has combined a large-displacement American snarl with rev-happy Italianate giddiness like this one. Like a morphine and Tetris cocktail, it’s addictive.The Z06 is rear-drive, but its 345-millimeter back Michelin tires bite into tarmac with viral appetite. With the Z07 package, those Michelins are of the extra-hungry Pilot Sport Cup 2 R variety. The car reaches 60 mph in 2.6 seconds and runs the quarter-mile deep into the 10s, and the steering turns in like Patton pivoting to chase the Germans out of the Ardennes Forest. The body is 3.6 inches wider than a standard Stingray to cover that big rubber, but so aerodynamically optimized that you can feel the Z06 planting itself on track as speed grows. Apart from the doors, each body panel at and below the beltline is unique to the Z06, but the structure underneath is the same as the Stingray’s.
View Photos
With that in mind, this isn’t a car that delivers a velveteen ride. And the cockpit privacy divider separating the driver and passenger is still there.

Mechanically, there’s never been less Chevrolet in a Corvette. But spiritually? The Z06 development process recalls the “Mystery Motor” 427-cid V-8 Chevrolet campaigned (with Smokey Yunick, among others) in NASCAR during 1963. That engine evolved into the 1965 Corvette L78 425-hp 396-cid “big-block” and all the other big-block V-8s. And the LT6’s bore-to-stroke ratio parallels that of the short-stroke DZ302 small-block in the 1967–69 Camaro Z/28 for the SCCA Trans-Am competition. The new Z06 isn’t beholden to past Chevys, but its existence honors history.

 

The Corvette, the C8 Z06 motor. I read somewhere that one of the reasons they made the corvette midengined was so they could fit a module in the front consisting of electric motors, control hardware and other components for the electric Corvette that they are planning for 2025.

 

I prefer the 430

 

Mom wants a gated shifter.