---
title: 'Building a C8 Corvette | Not So Easy '
source: 'https://youtube.com/watch?v=Qf2SB2hkKzo'
video_id: 'Qf2SB2hkKzo'
date: 2026-07-28
duration_sec: 1285
channel: 'savagegeese'
---

# Building a C8 Corvette | Not So Easy 

> Source: [Building a C8 Corvette | Not So Easy ](https://youtube.com/watch?v=Qf2SB2hkKzo)

## Summary

This episode of the C8 build series focuses on upgrading a C8 Corvette Stingray with advanced suspension and aerodynamics to approach Z06/Z07 performance at a lower cost. The team installs MCS single-adjustable dampers and a Varys Ventus 3 aero package, then tests the car at the track to evaluate lap time improvements and driving dynamics.

### Key Points

- **Series Introduction** [00:09] — The series aims to show how to upgrade an affordable C8 Stingray (Z51, 1LT) to near Z06/Z07 performance for much less money.
- **Previous Upgrades** [00:52] — Episode 1 included Swift springs, Apex wheels with RE71 RS tires, Varys stage 1 aero, and reliability mods like grill guards and an additional oil cooler.
- **Current Episode Focus** [01:27] — This episode upgrades suspension (MCS single-adjustable dampers) and aerodynamics (Varys Ventus 3 big wing package).
- **Baseline Lap Time** [03:36] — Stock car with track alignment, brake fluid/pads, and Patenza race tires ran a 132.3 lap time. With Swift springs, Varys aero, and RE71 RS tires, it improved to 129.6.
- **Interview with Eric from Varys Engineering** [05:14] — Eric explains their use of CFD for aero development, with validation showing CFD underestimated downforce by 1.9% and drag by 1.7%.
- **Varys Aero Packages** [08:21] — Ventus 1 (dive planes, diffuser, underbody strakes), Ventus 2 (bigger wing), Ventus 3 (V1X swan neck big wing, front splitter). The Ventus 3 generates 90-115% more downforce than Z06 Z07, but 32-37% more drag.
- **Downforce Numbers** [09:57] — Rear wing generates about 500 lb at 120 mph. Total additional downforce at 120 mph ranges from 380 lb to 750 lb depending on setup.
- **Track Testing Results** [12:17] — Despite more mechanical grip and corner speed, the car ran the same lap time (129.6) as the previous setup due to increased drag on straights. Conditions were hotter (mid-80s vs 55°F).
- **Driving Dynamics** [14:04] — The car is faster in corners, can brake later, and feels more stable and approachable. However, it loses 2-3 mph on straights due to drag. The suspension and aero make the car easier to drive fast for non-professionals.
- **Data Analysis and Conclusion** [18:02] — The car carried more corner speed but lost time on straights. The wing's drag offset the corner gains. The setup improves drivability and approachability, but lap time didn't improve due to conditions and drag.

### Conclusion

The upgraded C8 Corvette offers significantly better handling and driver confidence, but the added aerodynamic drag prevented a lap time improvement on this particular day. Future episodes may address power upgrades to complement the chassis improvements.

## Transcript

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?
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.
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
in vehicles. Bottom line is the Wolfbox
Megaplow 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, to my brand new car.
Now that you know a little too much
about me, let's talk about Corvettes
once again. What have we done already?
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.
Very, very quick. Then we went to C8
Performance or Limit Plus1W and we added
the Swift springs on the stock damper.
We continued to run the track alignment.
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.
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.
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.
>> 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.
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.
>> 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.
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?
>> 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 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.
>> 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?
>> So, we have done one ton total testing.
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. Um, so we were
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 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.
>> Correct.
>> So, can you walk me through the the the
changes you've made and how they work?
>> Yep. So, we we do packages. Um, we call
it um, Ventus one, which is like, uh,
Latin for air flow. Um,
>> very clever.
>> 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.
>> 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.
>> Big wing.
>> 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.
>> 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. 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.
>> Yes.
>> Slightly bigger. Has some diffuser
tunnels. Um 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 degrees. Um
we took out a ton of rear wing today.
Um, and we do that so that people of
different varying skill levels are able
to drive the car confidently and and
safely.
>> 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?
>> In just the rear or 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. And 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 um trade-off.
>> 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?
>> That's 100% fair.
>> 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.
>> 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.
>> Ah,
>> yeah.
>> So, we pulled about 400 lb out of the
car.
>> Yes.
>> Oh, that's why it drives differently.
>> Yep.
>> 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.
Is there anything else you want to talk
about?
>> No.
See that? That's all arrow.
That's big grip.
>> 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?"
>> 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
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?
>> 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? What versus
what you could do before?
>> 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.
Whereas before it was like on and off
the bump stop. Very nervous feeling.
>> 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.
>> Yeah, it it feels really good.
>> This car needs new seats.
>> Yes.
>> 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.
>> I have nothing to hold on to at all.
>> Yeah. Sorry.
>> No, it's fine.
>> I'm driving like nine out of 10 right
now. But
>> it's a good car.
>> 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.
>> 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.
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.
>> 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.
>> 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.
>> 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.
>> Need more lateral support in the seat
now. That's the next upgrade.
>> 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.
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.
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 much warmer day out.
The track has much different conditions.
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.
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.
At least from Brit's commentary to mine.
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.
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.
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.
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.