Corvette C8 Build Series | Not So Easy

Added: 2026-05-30

[00:00:09]Welcome to episode two of our C8 build series. Behind me we have a C8 generation Stingray with a Z-51 package is a 1LT car. And the point of this video series is to show you what you can do with now a increasingly affordable mid-enine V8 sports car. We bought this thing a year ago. Let me be clear. When C8 Performance bought this thing a year ago, the car was under $60,000. The upcoming LS6 or new engine, the 6.7 liter, these things will continue to increase in affordability. I imagine prices of these cars will be in the low 50s, potentially high 40s the near distant future. So, we want to do in this series is to show you what you can do with this car and see if we can get to that Z06, Z07, GT3 level of performance for a hell of a lot less money. So, what have we done already?

[00:00:52]Well, in the first episode, we did a spring package from Swift Springs. We did the Apex wheels with RE71 RS tires with 305 rear, 265 fronts. We did some arrow work from Varys, their lower stage arrow package, which adds a little bit of downforce. And of course, we did some reliability modifications like grill guards. And more importantly, we did the V9 cooler or basically the additional o oil cooler that C8 Performance is building using existing parts that are in Middle East spec or warm client spec C8 which dramatically drops oil temperatures. For this episode, we're going to go the suspension and aerodynamics route with big wings and more impressive, more expensive suspension. The last thing to talk about is brakes, which we're running the two-piece rotors from Essex AP and a Froto pad and of course a spindler lines and the hightemp brake fluid. But really, the real problem with this video so far is there's not enough Corvettes.

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[00:03:21]Oh, to my brand new car.

[00:03:36]Now that you know a little too much about me, let's talk about Corvettes once again. What have we done already?

[00:03:43]Well, our wheelman, Brick Casey Jr., a IMSA driver who was a TCR champion and a better driver than you and I will ever be set a lap time in this car when it was stock. A 1LT or base model Z-51 Corvette. It ran a 132.3 with patenza race tires, the track alignment, some brake fluid, and brake pads. A very, very quick lap time. And that Patenza race is stickier than the Pilot 4S. I view that as sort of a what you would do with a stock car if you went to a track day often lap time.

[00:04:13]Very, very quick. Then we went to C8 Performance or Limit Plus1W and we added the Swift springs on the stock damper.

[00:04:20]We continued to run the track alignment.

[00:04:22]We added some Varys Arrow. Of course, we did our brake changes and we did the Apex wheel setup with RE71 RS tires, the outgoing track tire with 305 rears, 265 fronts. With that homologation of parts, he ran a 129.6.

[00:04:38]A very, very quick lap time again for the price of the car that it is. So, what did we do now? Well, we went back to see Performance and we wanted to touch just two parts or two systems of the car. The aerodynamics and of course the suspension. While the spring package is on the affordable side, it is not a perfect solution to this car. Obviously, lowering springs have their pros and their cons. So, we went with MCS, their single adjustables again to try to keep this car, I hate to use the word affordable, but more on the affordable side. And of course, we went to Varys for their very not subtle and aggressive aero package. So that let's go talk to Eric from Varys Engineering.

[00:05:14]I'm here with Eric, the founder of Varys Engineering, an aerodynamics company you may be familiar with at this point. But before I butcher his introduction any further, please introduce yourself, sir.

[00:05:24]>> Eric Hazen. Um, starting way back in high school, I started as an automotive technician. I then went to uh mechanical engineering and I did went through that in university. I was an Indie car safety mechanic or technician and then that graduated into CNR racing where I designed and developed uh cooling system packages for NASCAR, Indie Car, trophy truck and various other racing series.

[00:05:47]That fast forward into um this side project which was vary engineering and that became a full-time job um and has been my life for the past 10 years.

[00:05:57]>> Needless to say, at this point you know what you're talking about and you've been doing this for a very very long time. This stuff works. How do you actually validate it though? So when we talk to a lot of aerodynamics engineers, some of the various brands we work with, they all tell me the same thing. The reason it works is because we have a wind tunnel. We have a lot of money behind us. As successful as you guys are, you're not an OEM. You don't have a billion dollar budget to work on a car.

[00:06:19]So how are you doing the testing to make sure that the parts you're developing for these cars actually work? Because for a long time, the Fast and Furious days, a lot of aerodynamics was vibes-based. It looked cool, but it didn't actually do anything. often made the car worse. So, how do you know this works?

[00:06:36]>> So, since day one, we've been using CFD, which is computational fluid dynamics.

[00:06:40]Think of that as we build a virtual wind tunnel. It's got a huge box. You shove a car in it, which we have in CAD, and then we run air flow over it. Um, it is a fluid dynamics calculationbased. We're able to put component forces into there, and we're able to test a bunch of different situations. We then test the stock car. We throw our parts on it, ensure that the balance is what good and make sure that the components are actually doing what they're >> supposed to be doing >> supposed to be doing.

[00:07:09]>> So yeah, >> the traditional thought process and this is in a in a past life. I worked in a fluids lab and I've spent a lot of time with aerodynamics engineers of the various brands. They will tell me the same thing. CFD is not a onetoone recreation of how the car actually will behave in the real world. Say I know wind tunnel isn't perfect either, but you have done wind tunnel testing. How much of a margin of error is there?

[00:07:30]>> So, we have done one ton total testing.

[00:07:32]We have done comparisons. Um, compared to CFD actually underestimated our downforce by like 1.9% and drag by 1.7%.

[00:07:42]It was very minimal. Um, so we were actually really happy with that.

[00:07:45]>> Effectively, in the real world, it's not a margin of error at that point.

[00:07:48]>> So, the car though already is a vehicle that generates some level of downforce.

[00:07:53]It's a no lift at least car in the case of a standard Stingray.

[00:07:56]>> Yep. Where are you developing downforce and more importantly drag? Because as you traditionally generate more downforce, the car while it has more mechanical grip, it does slow down in the straits. It creates all sorts of drag. What have you done? And can you walk me through your various packages because we've already done a stage one and now we're in sort of your big wing, no longer subtle phase.

[00:08:17]>> Correct.

[00:08:17]>> So, can you walk me through the the the changes you've made and how they work?

[00:08:21]>> Yep. So, we we do packages. Um, we call it um, Ventus one, which is like, uh, Latin for air flow. Um, >> very clever.

[00:08:29]>> Uh, dive planes, diffuser, and some underbody strakes. Um, that adds like a marginal bump in downforce, not too much drag. It's a nice starter package.

[00:08:40]>> Then we get into the Ventus 2, Ventus 3 packages, which we add a big bigger wing. And then the Ventus 3, which is what you have, which is the V1X swan neck.

[00:08:48]>> Big wing.

[00:08:49]>> Big wing. And then uh we have a front splitter. um those those two add um a decent amount of downforce and a decent amount of drag as well.

[00:08:57]>> So, can you walk me through the adjustability? So, as you're going to hear later when we show the driving section of this car, one of the benefits of having an adjustable rear wing is you can add and remove essentially mechanical grip off the rear of the car.

[00:09:09]How much are you able to pull out or in?

[00:09:12]>> It's quite a bit. Um so, you guys have our Ventus 3 package, which is our standard front splitter. We now have a a higher downforce front splitter that is um not currently released.

[00:09:23]>> Yes.

[00:09:24]>> Slightly bigger. Has some diffuser tunnels. Um it actually produces about like 33% more front downforce than the standard.

[00:09:30]>> Um the V1X rear wing, which is on your car, which is perfect for upgrading later on down the road, has a large range of adjustment, 0 to 14 degrees. Um we took out a ton of rear wing today.

[00:09:44]Um, and we do that so that people of different varying skill levels are able to drive the car confidently and and safely.

[00:09:51]>> Walk me through exactly how much arrow aero downforce we're actually making in the rear to begin with. So, so abstractly before we start pulling things out at let's say 120 130 mph, how much downforce are you making over a stock Z-51 car?

[00:10:05]>> In just the rear or the whole car?

[00:10:06]>> Just in the rear?

[00:10:07]>> Just the rear probably. The rear wing probably generates about 500 lb at 120 >> versus like a Z06, Z07. And I know we were talking about that number as well.

[00:10:14]What are you generating versus that car?

[00:10:16]>> So, compared to a Z06 Z07 package, we're generating 90 to 115% more downforce.

[00:10:23]>> Total downforce.

[00:10:24]>> Total downforce. And but we are also increasing 32 to 37% more drag.

[00:10:29]>> But it's a really good um trade-off.

[00:10:32]>> So, you're you're gaining a lot more speed in the corners and potentially losing some speed on the straights. But that's how a lot of this stuff works. I think your ability to gain speed though might be dependent on the track you're on. Is that a fair statement?

[00:10:43]>> That's 100% fair.

[00:10:44]>> So, >> something else that something else that like we've noticed as well, and I I believe even Britain mentioned it, the the car feels substantially more stable, which does allow people that aren't able to drive at the limit >> repeatedly, someone that's a professional driver, um, a lot easier.

[00:11:01]>> Having mechanical grip is never a bad thing, >> right? According to our analysis, it's about it goes from about total 380 lb additional at 120 to 750 additional pounds.

[00:11:12]>> Ah, >> yeah.

[00:11:12]>> So, we pulled about 400 lb out of the car.

[00:11:14]>> Yes.

[00:11:15]>> Oh, that's why it drives differently.

[00:11:17]>> Yep.

[00:11:18]>> So, look, we're going to work with you more in the future. Obviously, we do a lot of these build series at this point.

[00:11:22]Is there anything else you want to talk about?

[00:11:24]>> No.

[00:11:37]See that? That's all arrow.

[00:11:40]That's big grip.

[00:11:56]>> Oh, this car's got a phenomenal amount of lateral grip. I know. It's That's why I'm like, "How is it going slower?"

[00:12:02]>> It's got to be the straights.

[00:12:04]>> The drag. Yeah, it feels really good.

[00:12:09]Watch how fast I can take this. Fourth gear, third gear. Just off the brake.

[00:12:14]It's going full power.

[00:12:17]>> All right, Brett. We have literally chased a lap time the entire day, like 3 or 4 hours. It is much, much hotter out than when we were here last. much hotter, like 10° warmer, and it's very humid. So, this is not a fast track. And after this entire day, we basically ran the same lap time we did when this car was on the lower arrow package from Varys, the Swift spring, and the same size, but older design RE71 RS versus these RZ's. So, not a great result, but I can, let's call it, blame the weather conditions. I also want to walk through some factors. So, dynamically, the very first thing I'm going to notice is there is a lot more mechanical grip than there used to be. How does it feel in the corners, though?

[00:13:04]>> Yeah, I would say it can do it feels the same amount of effort, but it's just doing it better cuz it just has so much more grip.

[00:13:13]>> It's hard to talk with so much more grip.

[00:13:15]>> So, when we're going through this corner, what can you do now? What versus what you could do before?

[00:13:19]>> Slow, deliberate input with a really early confident throttle input. And it's probably 5 miles an hour faster through the middle. And um ride quality over the bumps still really good and progressive.

[00:13:35]Whereas before it was like on and off the bump stop. Very nervous feeling.

[00:13:41]>> Very. And in the left to right transitions especially now with a better race shock, >> some more air, >> some more air on them tires. The amount of speed you can carry into going into patience I know >> is uh alarming.

[00:13:55]>> Yeah, it it feels really good.

[00:13:57]>> This car needs new seats.

[00:13:59]>> Yes.

[00:14:00]>> Um so to to answer everybody's question, this is faster in every corner. It can break later. The place it is slower. One of the reasons it's not helping its lap time is the straightaways. It feels like because this does make a lot of downforce. You have a giant parachute behind you. It's probably I haven't looked at the data at least a couple miles an hour slower in all the straights which you know not that the C8 isn't a big powerful car but compared to like the ZR1 or Z06 it doesn't feel feels more like a momentum car which is funny to bring up. Um yeah it's a good point. I mean I didn't think about it that way but I would agree because it's not it's not difficult to drive fast. I mean, it is to drive it fast. 10 out of 10. But when you're doing it like this, it does feel like it is a momentum car just because it responds to entry speed really well. And I think that's where most of the speed is with the new setup on this. Well, it's a really new car at this point.

[00:14:54]>> I have nothing to hold on to at all.

[00:14:55]>> Yeah. Sorry.

[00:14:56]>> No, it's fine.

[00:14:57]>> I'm driving like nine out of 10 right now. But >> it's a good car.

[00:15:02]>> You know, I I feel that from the passenger. I feel like Mark, dude, overweight Asian ragd doll in your passenger seat. Just >> just don't throw up on me.

[00:15:12]>> Um, the balance of the car. So, in the past, you we couldn't adjust anything. One of the things that we were doing throughout the day is, you know, when we first set up this car, we set the dampers in neutral front and rear. And then, for whatever reason, we decided more downforce in the back was a good thing.

[00:15:30]We basically backed that off the entire day to get this car to feel a little less >> pushy to more to over steer, which is now something you could do. I think >> me versus you, you're a better driver than I am, the the benefit of this car prior versus the the the old spring setup is while that old car was very very quick, I mean, the fact that it ran the same lap time for a hell of a lot less money. Problem with that car is you have to be a ULE driver to get that lap time out of it. the joy of the suspension and the arrow of this is something you you value and again to your point we talk off camera there's a lot of money uh is that it makes the car more approachable. So again it's about value set. I will say as we do another one of these episodes in the future I do want to touch power. I have noticed this is a hot as hell day and with our oil cooler where we've never gotten it past 225 oil temp. Yeah.

[00:16:22]>> Which is again a testament to the uh the optional oil cooler we threw on this.

[00:16:28]How are the brakes holding up? That's something I haven't asked.

[00:16:30]>> Really good. I mean, we saw we saw brake dust collecting on the wheels pretty aggressively, but in terms of pedal travel, it's been really similar the whole day. It hasn't really faded. I've noticed no pedal fade at all. I mean, the brakes bite really well and then uh like so total Yeah. So, total breaking force. Imagine being on the radio like trying to tell the team something right now. There's just a lot going on. Um so, but the the suspension's good, the brakes are good, and I think the arrow helps them also like it and we have these weird issues with the Corvettes, right, with the brake field.

[00:17:04]>> Yeah. I will say it was a theory committed today on on how the brake pedal would feel with all this added grip with the aerodynamic changes and it's better in terms of brake feel. I can confidently say that. And you can come off the pedal obviously with a lot more speed because you got all this air on the car. So, it's a pretty slick machine. Yeah, it's it's got a little bit of a parachute behind it and I think it it's not a onetrick pony anymore. You can tune the wings and and the suspension to do it live on a big highspeed track too. It should be a lot less sketchy. Autobon is not a high-speed track despite >> whatever is happening to my body right now as the passenger seat in this car, dude. All right.

[00:17:43]>> Need more lateral support in the seat now. That's the next upgrade.

[00:17:47]>> Um have like something to hold on to as a passenger. All right. So, with that, uh let's head into the well, let's head into the final box there. Goodbye.

[00:18:02]We're back at CA Performance and we have a lot of things to discuss. Let's talk about testing conditions as this video is going to be data driven. Naturally, when we last drove this car on the, let's call it the springs and the low arrow and on the RS tire, it was 55° out and Brit ran a very, very fast lap time, a 1296, similar lap time to a stock 992.1 911 turbo. And I've sent that lap to a variety of human beings and they will all tell you the same thing. God came down and made Brit drive very quickly because that was the miracle lap between the tires and the springs. He shaved off over two seconds versus the car stock on a 200 treadware. Less sticky but still sticky tire. All right.

[00:18:45]When we ran this car at this point yesterday, whenever you're watching that video yesterday means something different to you. It was in the mid 80s.

[00:18:52]So it was a much much warmer day out.

[00:18:55]The track has much different conditions.

[00:18:57]It's different time of year. It's less rubbered in. A variety of factors have made it a hard thing to do apples versus apples as a comparison. It's different.

[00:19:05]The truth is though, he ran slower. He is 210 of a second slower than he did in the past. Now, let me qualify that and potentially make some race car driver excuses. Let's talk about the subjective part, the vibesbased part of this. The car does drive better than it used to.

[00:19:21]At least from Brit's commentary to mine.

[00:19:23]Brit is a much much faster driver than I am. I fit your track day bro criteria and I am going to be faster in this car than it used to be. I like a loose car, but it did seem to tighten this thing down. It's better in transitions. And if you're going to drive this on the street, again, I know this car looks very extra at this point. The MCS's, this kit that CA Performance is selling, rides well and goes a long way making this car more approachable. The arrow, the wheels and tires, the suspension seem to fix some of the brake vagueness that exists in this vehicle. Either it's due to the weight transition in the car.

[00:19:55]It just doesn't seem to get into ice mode as often. It doesn't seem to freak out the ABS as much as it used to. Car feels good to drive. Now, when it comes to actual lap time, how do I quantify all this? Well, I ran the data. I looked at the car in the springs. I looked at the car stock. And I looked at the car where it is now based upon at least what how I am reading the data. how I've talked to other people, including Eric from Varys. Car seems to be carrying more speed than it used to into corners.

[00:20:22]Makes sense. More mechanical grip, stickier tire, yada yada yada. Better suspension. Where seems to be losing time is in the straights. Even with us basically flattening out the wing, putting it in almost a stall state. Yes, it's making downforce, but less downforce than in the maximum attack.

[00:20:37]doesn't seem to be going any faster than the car used to be going in the straight as a stock vehicle despite having a much higher exit speed than the car used to have as a stock vehicle. Which means just the wing is generating more more drag than it used to, which goes back to a point we've made in other videos. Cars are a system. You touch one thing, it affects something else. And that's what's happening in this car's case. I adjusted suspension throughout the day and adjusted arrow throughout the day and tire pressures. First time Brit had driven this car in these conditions on this setup. So maybe in the future we'll go faster. Who knows? So with that, thanks for watching. Hope to see you again soon.