# Building a C8 Corvette | Not So Easy

## Метаданные

- **Канал:** savagegeese
- **YouTube:** https://www.youtube.com/watch?v=Qf2SB2hkKzo
- **Дата:** 29.05.2026
- **Длительность:** 21:25
- **Просмотры:** 55,521

## Описание

We continue the build series on the C8 Corvette Stingray where we discuss changes to the Aero and suspension.  We set a lap time to compare the car before and after. As usual we discuss the good and bad and how it's not always so simple.  Other cars to consider are the BMW M2, Acura Integra Type S, VW Golf R, Toyota Supra, and Audi RS3.

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The C8 Performance Parts List:
Here is the list of parts on our shop car C8

Aero:

Verus Engineering C8 Corvette Stingray Swan Neck UCW Rear Wing Kit
https://c8performance.com/products/verus-engineering-c8-corvette-stingray-swan-neck-ucw-rear-wing-kit

Verus Engineering C8 Corvette Stingray Front Splitter Kit, WF Spec
https://c8performance.com/products/verus-engineering-c8-corvette-stingray-front-splitter-kit-wf-spec?variant=46428272689382

Verus Engineering C8 Corvette Stingray Front Splitter Endplates, WF Spec
https://c8performance.com/products/verus-engineering-c8-corvette-stingray-front-splitter-endplates-wf-spec

Verus Engineering C8 Corvette Stingray Carbon Front Air Dam
https://c8performance.com/products/verus-engineering-c8-corvette-stingray-carbon-front-air-dam

Verus Engineering C8 Corvette Stingray Carbon Polyweave Side Splitter Kit
https://c8performance.com/products/verus-engineering-c8-corvette-stingray-carbon-polyweave-side-splitter-kit

Verus Engineering C8 Corvette Stingray Carbon Rear Diffuser
https://c8performance.com/products/verus-engineering-c8-corvette-stingray-carbon-rear-diffuser

Suspension:

Motion Control Suspension C8 Corvette Complete Damper System
https://c8performance.com/products/motion-control-suspension-c8-corvette-complete-damper-system?variant=47633425072358

SPL C8 Corvette Stingray Endlinks - Front
https://c8performance.com/products/spl-c8-corvette-stingray-endlinks-front

SPL C8 Corvette Stingray Endlinks - Rear
https://c8performance.com/products/spl-c8-corvette-stingray-endlinks-rear

Brakes:

Spiegler C8 Corvette Stingray Stainless Brake Lines with Iron Discs - Front
https://c8performance.com/products/spiegler-c8-corvette-stingray-stainless-brake-lines-with-iron-discs-front

Spiegler C8 Corvette Stingray Stainless Brake Lines with Iron Discs - Rear
https://c8performance.com/products/spiegler-c8-corvette-stingray-stainless-brake-lines-with-iron-discs-rear

AP Racing C8 Corvette Stingray Z51 2-piece Competition J Hook Disc Pair (Front 345x30mm)
https://c8performance.com/products/ap-racing-c8-corvette-stingray-z51-2-piece-competition-j-hook-disc-pair-front-345x30mm

AP Racing C8 Corvette Stingray Z51 2-piece Competition J Hook Disc Pair (Rear 350x28mm)
https://c8performance.com/products/ap-racing-c8-corvette-stingray-z51-2-piece-competition-j-hook-disc-pair-rear-350x28mm

FERODO C8 Corvette Z06 DS3.12 Rear Brake Pads
https://c8performance.com/products/ferodo-c8-corvette-z06-ds3-12-rear-brake-pads

Cooling:

GM OEM C8 Corvette Stingray Z51 V09 2nd Auxiliary Radiator Cooling Package
https://c8performance.com/products/oe-c8-corvette-stingray-v09-cooling-package

#cars #engineering #technology 

Index:
00:00 The Build Series Updates
1:48 Jack's Code Broke
3:34 The Changes to the C8
5:13 The Aero Changes with Verus
11:26 Driving Impressions
18:00 Final Thoughts

## Содержание

### [0:00](https://www.youtube.com/watch?v=Qf2SB2hkKzo) The Build Series Updates

— Welcome to episode two of our C8 build series. Behind me we have a C8 generation Stingray with a Z51 package. It's a 1LT car. And the point of this video series is to show you what you can do with now a increasingly affordable mid-engine 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 L, these things will continue to increase in affordability. I imagine prices of these cars will be in the low 50s, potentially high 40s in 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? Well, in the first episode, we did a spring package from Swift Springs. We did the Apex wheels with RE71 RS tires with a real five rear, 265 fronts. We did some arrow work from Verus, 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 VO9 cooler or basically the additional oil cooler that C8 Performance is building using existing parts that are in Middle East spec or warm climate spec C8s 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 Ferodo pad and of course the Spiegler lines and the high temp brake fluid. But really, the real problem with this video so far is there's not enough Corvettes.

### [1:48](https://www.youtube.com/watch?v=Qf2SB2hkKzo&t=108s) Jack's Code Broke

When Jack told me we were doing at least 30 more Corvette videos this year, I knew I had gone too far. I'd been working on trying to digitally clone him for years. — With my Falcon PC, I can now render him locally and for maximum profits. But, the side effect was I could no longer control his code. It turned into a virus titled ABM or aggressive businessman. His connections at Bowling Green are fully integrated and I believe he has replicated himself physically and is now capable of driving multiple Corvettes at once. — I never have time to drive my Corvette. — For this video, he demanded we get sponsored by Wolfbox so he could have a powerful handheld duster capable of cleaning his circuit boards. He likes cold swapping batteries with military precision. His favorite is playing with different tips, which means optimal air control including three different motor speeds. One of his clones said it needed to generate wind forces of over 200 mph to blow the water out of the toilet. He said with that power, he could easily remove bionetic skin off the piano black and vehicles. Bottom line is the Wolfbox Megaflow 200 air duster is a product powerful enough for cyborgs and usable enough for normal people who need to clean keyboards, coolers, and other finicky items in a touch-free manner. If you want to get blown away, Wolfbox is offering discounts on Prime Day. — Oh, no, my brand new car!

### [3:34](https://www.youtube.com/watch?v=Qf2SB2hkKzo&t=214s) The Changes to the C8

— [snorts] — Now that you know a little too much about me, let's talk about Corvettes once again. What have we done already? Well, our wheel man, Burt Casey Jr., a IMSA driver who was a TCR champion, a better driver than you and I will ever be, set a lap time in this car it was stock, a 1 LT or base model Z51 Corvette. It ran a 1:32. 3 with Potenza race tires, the track alignment, some brake fluid and brake pads. A very, very quick lap time. And that Potenza race is stickier than the Pilot 4S. I view that as sort of a what you would do with a stock car if you want to attract a often lap time. Very, very quick. Then we went to see a performance or limit plus one slash your W and we added the swift springs on the stock damper. We continue to run the track alignment. We added some Verus aero. Of course, we did our brake changes and we did the Apex wheel setup with RE-71RS tires, the outgoing track tire with 305 rears, 265 fronts. With that homologation of parts, he ran a 1:29. 6. 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 a 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. They're 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 Verus for their very not subtle and aggressive aero package. So, that let's go talk to Eric from Verus Engineering.

### [5:13](https://www.youtube.com/watch?v=Qf2SB2hkKzo&t=313s) The Aero Changes with Verus

I'm here with Eric, the founder of Verus Engineering and Aerodynamics company. You may be familiar with at this point. But, before I butcher his introduction any further, please introduce yourself, sir. — 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 IndyCar safety mechanic or technician and then that graduated into C& R racing where I designed and developed uh cooling system packages for NASCAR, IndyCar, trophy truck and various other racing series. That fast forward into um this side project which was various engineering and that became a full-time job and has been my life for the past 10 years. — Needless to say, at this point you know what you're talking about and you've been doing this for a very long time. This stuff works. How do you actually validate it though? So when we talk to a lot of aerodynamics engineers from the various brands we work with, they all tell me the same thing. The reason it works is because we have a wind tunnel and 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. 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 the 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? — So since day one we've been using CFD which is computational fluid dynamics. 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 calculation based. 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. So yeah. — The traditional thought process and this is in a past life I worked in a fluids lab and I spent a lot of time with aerodynamics engineers of the various brands. They will tell me the same thing. CFD is not a one-to-one 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? — So we have done wind tunnel testing and we have done comparisons. Um compared to CFD actually underestimated our downforce by like 1. 9% and drag by 1. 7%. It was very minimal. So we are actually really happy with that. — Effectively in the real world it's not a margin of error at that point. So the car though already is a vehicle that generates some level of downforce. It's a no lift at least car in the case of a standard stingray. — 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 straight it creates all sorts of drag. What have you done and can you walk me through your various packages cuz we've already done a stage one and now we're in sort of your big wing no longer subtle phase. — Correct. Yeah. — Can you walk me through the the changes you've made and how they work? — Yep. So we do packages. We call it Ventus one which is like Latin for airflow. Um — Very clever. — Uh dive planes diffuser and some underbody strikes. That adds like a marginal bump in downforce not too much drag. It's a nice starter package. — Yeah. — Then we get into the Ventus two Ventus three packages which we add a big bigger wing and then the Ventus three which is what you have which is the V1X one neck. — Big wing. — Big wing and then we have a front splitter. Those two add a decent amount of downforce and drag as well. — 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. How much are you able to pull out or in? — It's quite a bit. So you guys have our Ventus three package which is our standard front splitter. We now have a higher downforce front splitter that is not currently released. — Slightly bigger has some diffuser tunnels. It actually produces about like 33% more front downforce than the standard. 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°. We took out a ton of rear wing today. And we do that so that people of different varying skill levels are able to drive the car confidently and safely. — Walk me through exactly how much aero downforce we're actually making in the rear to begin with. So, sir, abstractly before we start pulling things out at let's say 120 130 mph, how much downforce are you making over a stock C51 car? — In just the rear of the whole car? — Just in the rear. — Just the rear probably the rear wing probably generates about 500 lb at 120. — Versus like a Z06 Z07, I know we were talking about that number as well. What are you generating versus that car? — So, compared to a Z06 Z07 package, we're generating 90 to 115% more downforce. — Total downforce? — Total downforce and but we are also increasing 32 to 37% more drag. But it's a really good tradeoff. — So, you're gaining a lot more speed in the corners and potentially losing some speed on the streets, 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? — That's 100% fair. — So, — Something else that — Yes. like we've noticed as well and I believe even Britain mentioned it, the car feels substantially more stable, which does allow people that aren't able to drive at the limit repeatedly — Yes. — someone that's a professional driver, um a lot easier. — Having mechanical grip is never a bad thing. — Right. According to our analysis, it's it goes from about total 380 lb additional at 120 to 750 additional pounds. — Ah. — Yeah. — So, we pulled about 400 lb out of the car. — Yes. — Oh. That's why it drives differently. — Yep. — So, look, I we're going to work with you more in the future. Obviously, we do a lot of these build series at this point. Is there anything else you want to talk about? — No.

### [11:26](https://www.youtube.com/watch?v=Qf2SB2hkKzo&t=686s) Driving Impressions

— See that? That's all arrow. That's big grip. Oh, this car's got a phenomenal amount of lateral grip. — I know. That's why I'm like, "How is it going slower? " — It's got to be the straights. — The drag, yeah. It feels really good. Watch how fast I can take this. Fourth gear, third gear, just off the brake. It's going full power. — 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 Verus, the Swift spring, and the same size, but older design RE-71R S versus these RZ's. So, not a great result, but I can, let's call it, blame the weather conditions. Also, I 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? — 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. It's hard to talk with so much more grip. — So, when we're going through this corner, what can you do now before What versus what you could do before? — Slow, deliberate input with a really early, confident throttle input, and it's probably 5 mph faster through the middle and um ride quality over the bumps still really good and progressive. — Where as before it was like on and off the bump stop very nervous feeling. Very and in the left to right transitions especially now with the 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 alarming. — Yeah, it feels really good. Like — needs new seats. — Yes. — Um So to answer everybody's question, this is faster in every corner. You can brake 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 a Z06, it doesn't feel feels more like a momentum car, which is funny to bring up. Um — Yeah, that's a good point. I mean, I didn't think about it that way, but I would agree because 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. — You know, I have nothing to hold on to — Yeah, sorry. — No, it's funny. — I'm driving like 9 out of 10 right now, but I It's a good car. — Yeah, you know, I I feel that from the passenger seat. I feel like I'm parked, dude. overweight Asian rag doll in your passenger seat. Just tall. — Just don't throw up on me. — The balance of the car, so in the past, right, when 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. We basically backed that off the entire day to get this car to feel a little less — Pushy. — Pushy, to more to oversteer, which is now something you could do. I think me versus you, you're a better driver than I am. The benefit of this car prior versus the the old spring setup is well, that old car was 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 U-level driver to get that lap time out of it. The joy of the suspension and the arrow, this is something you value, and again, to your point we talked 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 we're we never got to pass 225 oil temp. — Yeah. — Which is again, a testament to the uh the optional oil cooler we threw on this. How are the brakes holding up? That's something I haven't asked you. — Really good. I mean, we saw it we saw brake dust collecting on the wheels pretty aggressively, but in terms of pedal travel has 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 So, total braking force Imagine being on the radio like trying to tell James something like that. — There's just a lot going on. — Um So, but the suspension's good, the brakes are good, and I think the arrow helps them also. Like it We have these weird issues with the Corvettes, right, with the brake feel? — Yeah. — I will say it was a theory coming in today on how the brake pedal would feel with all this added grip with the aerodynamic changes, and it's better in 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 got a little bit of a parachute behind it, and I think it it's not a one-trick pony anymore. You can tune the wings and the suspension to do a lot of it. — Yeah, and on a big high-speed track, too, it should be a lot less sketchy. The Autobahn is not a high-speed track, despite whatever is happening to my body right now as a passenger in this car, dude. — Yeah, I need more lateral support in the seat now. That's the next upgrade. — Um and like something to hold on to as a passenger. — All right. So, with that, uh let's head into the Well, final thoughts here. Goodbye.

### [18:00](https://www.youtube.com/watch?v=Qf2SB2hkKzo&t=1080s) Final Thoughts

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 aero and on the RS tire, it was 55° out, and Britt ran a very fast lap on a 1:29. 6. 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 Britt drive very quickly because that was the miracle lap. Between the tires and the springs, he shaved off over 2 seconds versus the car stock on a 200 treadwear, less sticky but still sticky tire. All right. 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. So, it was a much warmer day out. The track has much different conditions. It's a 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. The truth is, though, he ran slower. He is 2/10 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 vibes base part of this. The car does drive better than it used to, at least from Britt's commentary to mine. Britt is a much faster driver than I am. I fit your track day broke 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 CS'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, it just doesn't seem to get in an 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 spring, so 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 Berris, car seems to be carrying more speed than it used to into corners. Makes sense, more mechanical grip, stickier tire, yada yada, better suspension. What 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, it 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 it just the wing is generating more drag than it used to, which goes back to a point we 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 I adjusted arrow tire pressures. First time Britt had driven this car in these conditions, on the setup, so maybe in the future we'll go faster, Who knows? So, with that, thanks for watching. Hope to see you again soon.

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*Источник: https://ekstraktznaniy.ru/video/52756*