[0:09] Welcome to episode two of our C8 build
[0:12] series. Behind me we have a C8
[0:13] generation Stingray with a Z-51 package
[0:16] is a 1LT car. And the point of this
[0:18] video series is to show you what you can
[0:20] do with now a increasingly affordable
[0:22] mid-enine V8 sports car. We bought this
[0:24] thing a year ago. Let me be clear. When
[0:26] C8 Performance bought this thing a year
[0:28] ago, the car was under $60,000. The
[0:30] upcoming LS6 or new engine, the 6.7
[0:34] liter, these things will continue to
[0:36] increase in affordability. I imagine
[0:38] prices of these cars will be in the low
[0:39] 50s, potentially high 40s the near
[0:41] distant future. So, we want to do in
[0:43] this series is to show you what you can
[0:44] do with this car and see if we can get
[0:46] to that Z06, Z07, GT3 level of
[0:50] performance for a hell of a lot less
[0:51] money. So, what have we done already?
[0:52] Well, in the first episode, we did a
[0:55] spring package from Swift Springs. We
[0:58] did the Apex wheels with RE71 RS tires
[1:01] with 305 rear, 265 fronts. We did some
[1:04] arrow work from Varys, their lower stage
[1:06] arrow package, which adds a little bit
[1:07] of downforce. And of course, we did some
[1:09] reliability modifications like grill
[1:11] guards. And more importantly, we did the
[1:13] V9 cooler or basically the additional o
[1:16] oil cooler that C8 Performance is
[1:18] building using existing parts that are
[1:20] in Middle East spec or warm client spec
[1:23] C8 which dramatically drops oil
[1:25] temperatures. For this episode, we're
[1:27] going to go the suspension and
[1:29] aerodynamics route with big wings and
[1:32] more impressive, more expensive
[1:33] suspension. The last thing to talk about
[1:35] is brakes, which we're running the
[1:37] two-piece rotors from Essex AP and a
[1:40] Froto pad and of course a spindler lines
[1:42] and the hightemp brake fluid. But
[1:44] really, the real problem with this video
[1:46] so far is there's not enough Corvettes.
[1:49] When Jack told me we were doing at least
[1:51] 30 more Corvette videos this year, I
[1:53] knew I had gone too far. I'd been
[1:55] working on trying to digitally clone him
[1:57] for years. With my Falcon PC, I can now
[2:00] render him locally and for maximum
[2:02] profits. But the side effect was I could
[2:05] no longer control his code. It turned
[2:07] into a virus titled ABM or aggressive
[2:11] businessman. His connections at Bowling
[2:14] Green are fully integrated. And I
[2:16] believe he has replicated himself
[2:17] physically and is now capable of driving
[2:20] multiple Corvettes at once. I never have
[2:22] time to drive my Corvette.
[2:27] for this video. He demanded we get
[2:29] sponsored by Wolfbox so he could have a
[2:31] powerful handheld duster capable of
[2:34] cleaning his circuit boards. He likes
[2:36] cold swapping batteries with military
[2:38] precision. His favorite is playing with
[2:40] different tips, which means optimal air
[2:43] control, including three different motor
[2:45] speeds. One of his clones said it needed
[2:47] to generate wind forces of over 200 mph
[2:51] to blow the water out of the toilet. He
[2:53] said with that power he could easily
[2:55] remove bionetic skin off the piano black
[2:58] in vehicles. Bottom line is the Wolfbox
[3:01] Megaplow 200 air duster is a product
[3:04] powerful enough for cyborgs and usable
[3:07] enough for normal people who need to
[3:09] clean keyboards, coolers, and other
[3:11] finicky items in a touch-free manner. If
[3:14] you want to get blown away, Wolfbox is
[3:16] offering discounts on Prime Day.
[3:21] Oh, to my brand new car.
[3:36] Now that you know a little too much
[3:38] about me, let's talk about Corvettes
[3:41] once again. What have we done already?
[3:43] Well, our wheelman, Brick Casey Jr., a
[3:46] IMSA driver who was a TCR champion and a
[3:48] better driver than you and I will ever
[3:49] be set a lap time in this car when it
[3:52] was stock. A 1LT or base model Z-51
[3:55] Corvette. It ran a 132.3
[3:59] with patenza race tires, the track
[4:01] alignment, some brake fluid, and brake
[4:03] pads. A very, very quick lap time. And
[4:05] that Patenza race is stickier than the
[4:07] Pilot 4S. I view that as sort of a what
[4:10] you would do with a stock car if you
[4:11] went to a track day often lap time.
[4:13] Very, very quick. Then we went to C8
[4:15] Performance or Limit Plus1W and we added
[4:18] the Swift springs on the stock damper.
[4:20] We continued to run the track alignment.
[4:22] We added some Varys Arrow. Of course, we
[4:24] did our brake changes and we did the
[4:26] Apex wheel setup with RE71 RS tires, the
[4:30] outgoing track tire with 305 rears, 265
[4:33] fronts. With that homologation of parts,
[4:35] he ran a 129.6.
[4:38] A very, very quick lap time again for
[4:40] the price of the car that it is. So,
[4:42] what did we do now? Well, we went back
[4:44] to see Performance and we wanted to
[4:45] touch just two parts or two systems of
[4:47] the car. The aerodynamics and of course
[4:50] the suspension. While the spring package
[4:53] is on the affordable side, it is not a
[4:55] perfect solution to this car. Obviously,
[4:56] lowering springs have their pros and
[4:58] their cons. So, we went with MCS, their
[5:00] single adjustables again to try to keep
[5:02] this car, I hate to use the word
[5:03] affordable, but more on the affordable
[5:05] side. And of course, we went to Varys
[5:07] for their very not subtle and aggressive
[5:10] aero package. So that let's go talk to
[5:12] Eric from Varys Engineering.
[5:14] I'm here with Eric, the founder of Varys
[5:16] Engineering, an aerodynamics company you
[5:18] may be familiar with at this point. But
[5:20] before I butcher his introduction any
[5:21] further, please introduce yourself, sir.
[5:24] >> Eric Hazen. Um, starting way back in
[5:27] high school, I started as an automotive
[5:28] technician. I then went to uh mechanical
[5:31] engineering and I did went through that
[5:33] in university. I was an Indie car safety
[5:36] mechanic or technician and then that
[5:38] graduated into CNR racing where I
[5:41] designed and developed uh cooling system
[5:42] packages for NASCAR, Indie Car, trophy
[5:45] truck and various other racing series.
[5:47] That fast forward into um this side
[5:50] project which was vary engineering and
[5:53] that became a full-time job um and has
[5:55] been my life for the past 10 years.
[5:57] >> Needless to say, at this point you know
[5:59] what you're talking about and you've
[6:00] been doing this for a very very long
[6:01] time. This stuff works. How do you
[6:04] actually validate it though? So when we
[6:05] talk to a lot of aerodynamics engineers,
[6:08] some of the various brands we work with,
[6:09] they all tell me the same thing. The
[6:11] reason it works is because we have a
[6:12] wind tunnel. We have a lot of money
[6:14] behind us. As successful as you guys
[6:16] are, you're not an OEM. You don't have a
[6:18] billion dollar budget to work on a car.
[6:19] So how are you doing the testing to make
[6:21] sure that the parts you're developing
[6:23] for these cars actually work? Because
[6:24] for a long time, the Fast and Furious
[6:27] days, a lot of aerodynamics was
[6:29] vibes-based. It looked cool, but it
[6:30] didn't actually do anything. often made
[6:32] the car worse. So, how do you know this
[6:35] works?
[6:36] >> So, since day one, we've been using CFD,
[6:38] which is computational fluid dynamics.
[6:40] Think of that as we build a virtual wind
[6:43] tunnel. It's got a huge box. You shove a
[6:45] car in it, which we have in CAD, and
[6:47] then we run air flow over it. Um, it is
[6:51] a fluid dynamics calculationbased. We're
[6:53] able to put component forces into there,
[6:56] and we're able to test a bunch of
[6:57] different situations. We then test the
[7:00] stock car. We throw our parts on it,
[7:02] ensure that the balance is what good and
[7:04] make sure that the components are
[7:05] actually doing what they're
[7:07] >> supposed to be doing
[7:07] >> supposed to be doing.
[7:09] >> So yeah,
[7:10] >> the traditional thought process and this
[7:11] is in a in a past life. I worked in a
[7:13] fluids lab and I've spent a lot of time
[7:14] with aerodynamics engineers of the
[7:16] various brands. They will tell me the
[7:18] same thing. CFD is not a onetoone
[7:20] recreation of how the car actually will
[7:23] behave in the real world. Say I know
[7:24] wind tunnel isn't perfect either, but
[7:26] you have done wind tunnel testing. How
[7:28] much of a margin of error is there?
[7:30] >> So, we have done one ton total testing.
[7:32] We have done comparisons. Um, compared
[7:35] to CFD actually underestimated our
[7:38] downforce by like 1.9% and drag by 1.7%.
[7:42] It was very minimal. Um, so we were
[7:44] actually really happy with that.
[7:45] >> Effectively, in the real world, it's not
[7:46] a margin of error at that point.
[7:48] >> So, the car though already is a vehicle
[7:51] that generates some level of downforce.
[7:53] It's a no lift at least car in the case
[7:55] of a standard Stingray.
[7:56] >> Yep. Where are you developing downforce
[7:59] and more importantly drag? Because as
[8:01] you traditionally
[8:03] generate more downforce, the car while
[8:05] it has more mechanical grip, it does
[8:07] slow down in the straits. It creates all
[8:09] sorts of drag. What have you done? And
[8:11] can you walk me through your various
[8:12] packages because we've already done a
[8:13] stage one and now we're in sort of your
[8:15] big wing, no longer subtle phase.
[8:17] >> Correct.
[8:17] >> So, can you walk me through the the the
[8:20] changes you've made and how they work?
[8:21] >> Yep. So, we we do packages. Um, we call
[8:24] it um, Ventus one, which is like, uh,
[8:26] Latin for air flow. Um,
[8:28] >> very clever.
[8:29] >> Uh, dive planes, diffuser, and some
[8:32] underbody strakes. Um, that adds like a
[8:35] marginal bump in downforce, not too much
[8:37] drag. It's a nice starter package.
[8:40] >> Then we get into the Ventus 2, Ventus 3
[8:42] packages, which we add a big bigger
[8:44] wing. And then the Ventus 3, which is
[8:45] what you have, which is the V1X swan
[8:48] neck.
[8:48] >> Big wing.
[8:49] >> Big wing. And then uh we have a front
[8:51] splitter. um those those two add um a
[8:54] decent amount of downforce and a decent
[8:56] amount of drag as well.
[8:57] >> So, can you walk me through the
[8:58] adjustability? So, as you're going to
[9:00] hear later when we show the driving
[9:02] section of this car, one of the benefits
[9:04] of having an adjustable rear wing is you
[9:06] can add and remove essentially
[9:07] mechanical grip off the rear of the car.
[9:09] How much are you able to pull out or in?
[9:12] >> It's quite a bit. Um so, you guys have
[9:15] our Ventus 3 package, which is our
[9:17] standard front splitter. We now have a a
[9:19] higher downforce front splitter that is
[9:22] um not currently released.
[9:23] >> Yes.
[9:24] >> Slightly bigger. Has some diffuser
[9:25] tunnels. Um it actually produces about
[9:27] like 33% more front downforce than the
[9:30] standard.
[9:30] >> Um the V1X rear wing, which is on your
[9:33] car, which is perfect for upgrading
[9:35] later on down the road, has a large
[9:38] range of adjustment, 0 to 14 degrees. Um
[9:41] we took out a ton of rear wing today.
[9:44] Um, and we do that so that people of
[9:47] different varying skill levels are able
[9:49] to drive the car confidently and and
[9:51] safely.
[9:51] >> Walk me through exactly how much arrow
[9:53] aero downforce we're actually making in
[9:55] the rear to begin with. So, so
[9:57] abstractly before we start pulling
[9:58] things out at let's say 120 130 mph, how
[10:01] much downforce are you making over a
[10:03] stock Z-51 car?
[10:05] >> In just the rear or the whole car?
[10:06] >> Just in the rear?
[10:07] >> Just the rear probably. The rear wing
[10:09] probably generates about 500 lb at 120
[10:11] >> versus like a Z06, Z07. And I know we
[10:13] were talking about that number as well.
[10:14] What are you generating versus that car?
[10:16] >> So, compared to a Z06 Z07 package, we're
[10:19] generating 90 to 115% more downforce.
[10:23] >> Total downforce.
[10:24] >> Total downforce. And but we are also
[10:27] increasing 32 to 37% more drag.
[10:29] >> But it's a really good um trade-off.
[10:32] >> So, you're you're gaining a lot more
[10:33] speed in the corners and potentially
[10:35] losing some speed on the straights. But
[10:36] that's how a lot of this stuff works. I
[10:38] think your ability to gain speed though
[10:40] might be dependent on the track you're
[10:42] on. Is that a fair statement?
[10:43] >> That's 100% fair.
[10:44] >> So,
[10:45] >> something else that something else that
[10:47] like we've noticed as well, and I I
[10:49] believe even Britain mentioned it, the
[10:51] the car feels substantially more stable,
[10:54] which does allow people that aren't able
[10:56] to drive at the limit
[10:57] >> repeatedly, someone that's a
[10:59] professional driver, um, a lot easier.
[11:01] >> Having mechanical grip is never a bad
[11:03] thing,
[11:03] >> right? According to our analysis, it's
[11:05] about it goes from about total 380 lb
[11:08] additional at 120 to 750 additional
[11:11] pounds.
[11:12] >> Ah,
[11:12] >> yeah.
[11:12] >> So, we pulled about 400 lb out of the
[11:14] car.
[11:14] >> Yes.
[11:15] >> Oh, that's why it drives differently.
[11:17] >> Yep.
[11:18] >> So, look, we're going to work with you
[11:19] more in the future. Obviously, we do a
[11:21] lot of these build series at this point.
[11:22] Is there anything else you want to talk
[11:23] about?
[11:24] >> No.
[11:37] See that? That's all arrow.
[11:40] That's big grip.
[11:56] >> Oh, this car's got a phenomenal amount
[11:57] of lateral grip. I know. It's That's why
[12:00] I'm like, "How is it going slower?"
[12:02] >> It's got to be the straights.
[12:04] >> The drag. Yeah, it feels really good.
[12:09] Watch how fast I can take this. Fourth
[12:12] gear, third gear. Just off the brake.
[12:14] It's going full power.
[12:17] >> All right, Brett. We have literally
[12:19] chased a lap time the entire day, like 3
[12:22] or 4 hours. It is much, much hotter out
[12:26] than when we were here last. much
[12:28] hotter, like 10° warmer, and it's very
[12:31] humid. So, this is not a fast track. And
[12:33] after this entire day, we basically ran
[12:36] the same lap time we did when this car
[12:38] was on the lower arrow package from
[12:40] Varys, the Swift spring, and the same
[12:44] size, but older design RE71 RS versus
[12:49] these RZ's. So, not a great result, but
[12:51] I can, let's call it, blame the weather
[12:54] conditions. I also want to walk through
[12:55] some factors. So, dynamically, the very
[12:57] first thing I'm going to notice is there
[12:59] is a lot more mechanical grip than there
[13:01] used to be. How does it feel in the
[13:03] corners though?
[13:04] >> Yeah, I would say it can do it feels the
[13:07] same amount of effort, but it's just
[13:10] doing it better cuz it just has so much
[13:12] more grip.
[13:13] >> It's hard to talk with so much more
[13:15] grip.
[13:15] >> So, when we're going through this
[13:16] corner, what can you do now? What versus
[13:18] what you could do before?
[13:19] >> Slow, deliberate input with a really
[13:22] early confident throttle input. And it's
[13:26] probably 5 miles an hour faster through
[13:28] the middle. And um ride quality over the
[13:31] bumps still really good and progressive.
[13:35] Whereas before it was like on and off
[13:38] the bump stop. Very nervous feeling.
[13:41] >> Very. And in the left to right
[13:42] transitions especially now with a better
[13:44] race shock,
[13:45] >> some more air,
[13:47] >> some more air on them tires. The amount
[13:49] of speed you can carry into going into
[13:52] patience I know
[13:53] >> is uh alarming.
[13:55] >> Yeah, it it feels really good.
[13:57] >> This car needs new seats.
[13:59] >> Yes.
[14:00] >> Um so to to answer everybody's question,
[14:04] this is faster in every corner. It can
[14:05] break later. The place it is slower. One
[14:08] of the reasons it's not helping its lap
[14:09] time is the straightaways. It feels like
[14:12] because this does make a lot of
[14:14] downforce. You have a giant parachute
[14:16] behind you. It's probably I haven't
[14:18] looked at the data at least a couple
[14:20] miles an hour slower in all the
[14:21] straights which you know not that the C8
[14:24] isn't a big powerful car but compared to
[14:26] like the ZR1 or Z06 it doesn't feel
[14:30] feels more like a momentum car which is
[14:32] funny to bring up. Um yeah it's a good
[14:34] point. I mean I didn't think about it
[14:35] that way but I would agree because it's
[14:37] not it's not difficult to drive fast. I
[14:40] mean, it is to drive it fast. 10 out of
[14:42] 10. But when you're doing it like this,
[14:44] it does feel like it is a momentum car
[14:46] just because it responds to entry speed
[14:48] really well. And I think that's where
[14:50] most of the speed is with the new setup
[14:51] on this. Well, it's a really new car at
[14:53] this point.
[14:54] >> I have nothing to hold on to at all.
[14:55] >> Yeah. Sorry.
[14:56] >> No, it's fine.
[14:57] >> I'm driving like nine out of 10 right
[15:00] now. But
[15:01] >> it's a good car.
[15:02] >> You know, I I feel that from the
[15:04] passenger. I feel like Mark, dude,
[15:06] overweight Asian ragd doll in
[15:08] your passenger seat. Just
[15:10] >> just don't throw up on me.
[15:12] >> Um,
[15:13] the balance of the car. So, in the past,
[15:16] you we couldn't adjust anything. One of
[15:18] the things that we were doing throughout
[15:19] the day is, you know, when we first set
[15:22] up this car, we set the dampers in
[15:24] neutral front and rear. And then, for
[15:26] whatever reason, we decided more
[15:28] downforce in the back was a good thing.
[15:30] We basically backed that off the entire
[15:32] day to get this car to feel a little
[15:33] less
[15:35] >> pushy to more to over steer, which is
[15:37] now something you could do. I think
[15:40] >> me versus you, you're a better driver
[15:42] than I am, the the benefit of this car
[15:44] prior versus the the the old spring
[15:48] setup is while that old car was very
[15:50] very quick, I mean, the fact that it ran
[15:51] the same lap time for a hell of a lot
[15:53] less money. Problem with that car is you
[15:54] have to be a ULE driver to get that lap
[15:57] time out of it. the joy of the
[15:59] suspension and the arrow of this is
[16:00] something you you value and again to
[16:02] your point we talk off camera there's a
[16:04] lot of money uh is that it makes the car
[16:07] more approachable. So again it's about
[16:09] value set. I will say as we do another
[16:13] one of these episodes in the future I do
[16:15] want to touch power. I have noticed this
[16:17] is a hot as hell day and with our oil
[16:19] cooler where we've never gotten it past
[16:20] 225 oil temp. Yeah.
[16:22] >> Which is again a testament to the uh the
[16:26] optional oil cooler we threw on this.
[16:28] How are the brakes holding up? That's
[16:29] something I haven't asked.
[16:30] >> Really good. I mean, we saw we saw brake
[16:32] dust collecting on the wheels pretty
[16:34] aggressively, but in terms of pedal
[16:36] travel, it's been really similar the
[16:38] whole day. It hasn't really faded. I've
[16:40] noticed no pedal fade at all. I mean,
[16:43] the brakes bite really well and then uh
[16:46] like so total Yeah. So, total breaking
[16:48] force. Imagine being on the radio like
[16:49] trying to tell the team something right
[16:51] now. There's just a lot going on. Um so,
[16:54] but the the suspension's good, the
[16:57] brakes are good, and I think the arrow
[16:59] helps them also like it and we have
[17:01] these weird issues with the Corvettes,
[17:03] right, with the brake field.
[17:04] >> Yeah. I will say it was a theory
[17:07] committed today on on how the brake
[17:09] pedal would feel with all this added
[17:10] grip with the aerodynamic changes and
[17:14] it's better in terms of brake feel. I
[17:16] can confidently say that. And you can
[17:17] come off the pedal obviously with a lot
[17:19] more speed because you got all this air
[17:21] on the car. So, it's a pretty slick
[17:24] machine. Yeah, it's it's got a little
[17:25] bit of a parachute behind it and I think
[17:27] it it's not a onetrick pony anymore. You
[17:29] can tune the wings and and the
[17:31] suspension to do it live on a big
[17:33] highspeed track too. It should be a lot
[17:35] less sketchy. Autobon is not a
[17:36] high-speed track despite
[17:39] >> whatever is happening to my body right
[17:40] now as the passenger seat in this car,
[17:42] dude. All right.
[17:43] >> Need more lateral support in the seat
[17:45] now. That's the next upgrade.
[17:47] >> Um have like something to hold on to as
[17:50] a passenger. All right. So, with that,
[17:52] uh let's head into the well, let's head
[17:54] into the final box there. Goodbye.
[18:02] We're back at CA Performance and we have
[18:04] a lot of things to discuss. Let's talk
[18:06] about testing conditions as this video
[18:07] is going to be data driven. Naturally,
[18:10] when we last drove this car on the,
[18:12] let's call it the springs and the low
[18:13] arrow and on the RS tire, it was 55° out
[18:17] and Brit ran a very, very fast lap time,
[18:20] a 1296, similar lap time to a stock
[18:23] 992.1 911 turbo. And I've sent that lap
[18:28] to a variety of human beings and they
[18:30] will all tell you the same thing. God
[18:31] came down and made Brit drive very
[18:33] quickly because that was the miracle lap
[18:35] between the tires and the springs. He
[18:37] shaved off over two seconds versus the
[18:39] car stock on a 200 treadware. Less
[18:42] sticky but still sticky tire. All right.
[18:45] When we ran this car at this point
[18:47] yesterday, whenever you're watching that
[18:49] video yesterday means something
[18:50] different to you. It was in the mid 80s.
[18:52] So it was a much much warmer day out.
[18:55] The track has much different conditions.
[18:57] It's different time of year. It's less
[18:58] rubbered in. A variety of factors have
[19:01] made it a hard thing to do apples versus
[19:03] apples as a comparison. It's different.
[19:05] The truth is though, he ran slower. He
[19:07] is 210 of a second slower than he did in
[19:09] the past. Now, let me qualify that and
[19:11] potentially make some race car driver
[19:13] excuses. Let's talk about the subjective
[19:15] part, the vibesbased part of this. The
[19:17] car does drive better than it used to.
[19:21] At least from Brit's commentary to mine.
[19:23] Brit is a much much faster driver than I
[19:25] am. I fit your track day bro criteria
[19:28] and I am going to be faster in this car
[19:30] than it used to be. I like a loose car,
[19:32] but it did seem to tighten this thing
[19:33] down. It's better in transitions. And if
[19:35] you're going to drive this on the
[19:36] street, again, I know this car looks
[19:38] very extra at this point. The MCS's,
[19:40] this kit that CA Performance is selling,
[19:43] rides well and goes a long way making
[19:45] this car more approachable. The arrow,
[19:47] the wheels and tires, the suspension
[19:49] seem to fix some of the brake vagueness
[19:51] that exists in this vehicle. Either it's
[19:53] due to the weight transition in the car.
[19:55] It just doesn't seem to get into ice
[19:56] mode as often. It doesn't seem to freak
[19:57] out the ABS as much as it used to. Car
[20:00] feels good to drive. Now, when it comes
[20:03] to actual lap time, how do I quantify
[20:06] all this? Well, I ran the data. I looked
[20:08] at the car in the springs. I looked at
[20:10] the car stock. And I looked at the car
[20:12] where it is now based upon at least what
[20:14] how I am reading the data. how I've
[20:16] talked to other people, including Eric
[20:18] from Varys. Car seems to be carrying
[20:20] more speed than it used to into corners.
[20:22] Makes sense. More mechanical grip,
[20:23] stickier tire, yada yada yada. Better
[20:25] suspension. Where seems to be losing
[20:27] time is in the straights. Even with us
[20:29] basically flattening out the wing,
[20:32] putting it in almost a stall state. Yes,
[20:33] it's making downforce, but less
[20:34] downforce than in the maximum attack.
[20:37] doesn't seem to be going any faster than
[20:38] the car used to be going in the straight
[20:40] as a stock vehicle despite having a much
[20:44] higher exit speed than the car used to
[20:46] have as a stock vehicle. Which means
[20:47] just the wing is generating more more
[20:49] drag than it used to, which goes back to
[20:51] a point we've made in other videos. Cars
[20:53] are a system. You touch one thing, it
[20:55] affects something else. And that's
[20:56] what's happening in this car's case. I
[20:58] adjusted suspension throughout the day
[21:00] and adjusted arrow throughout the day
[21:01] and tire pressures. First time Brit had
[21:03] driven this car in these conditions on
[21:05] this setup. So maybe in the future we'll
[21:07] go faster. Who knows? So with that,
[21:09] thanks for watching. Hope to see you
[21:10] again soon.