C8 Corvette Build: Suspension & Aero Upgrades — Full Breakdo

[00:09] Welcome to episode two of our C8 build

[00:12] series. Behind me we have a C8

[00:13] generation Stingray with a Z-51 package

[00:16] is a 1LT car. And the point of this

[00:18] video series is to show you what you can

[00:20] do with now a increasingly affordable

[00:22] mid-enine V8 sports car. We bought this

[00:24] thing a year ago. Let me be clear. When

[00:26] C8 Performance bought this thing a year

[00:28] ago, the car was under $60,000. The

[00:30] upcoming LS6 or new engine, the 6.7

[00:34] liter, these things will continue to

[00:36] increase in affordability. I imagine

[00:38] prices of these cars will be in the low

[00:39] 50s, potentially high 40s the near

[00:41] distant future. So, we want to do in

[00:43] this series is to show you what you can

[00:44] do with this car and see if we can get

[00:46] to that Z06, Z07, GT3 level of

[00:50] performance for a hell of a lot less

[00:51] money. So, what have we done already?

[00:52] Well, in the first episode, we did a

[00:55] spring package from Swift Springs. We

[00:58] did the Apex wheels with RE71 RS tires

[01:01] with 305 rear, 265 fronts. We did some

[01:04] arrow work from Varys, their lower stage

[01:06] arrow package, which adds a little bit

[01:07] of downforce. And of course, we did some

[01:09] reliability modifications like grill

[01:11] guards. And more importantly, we did the

[01:13] V9 cooler or basically the additional o

[01:16] oil cooler that C8 Performance is

[01:18] building using existing parts that are

[01:20] in Middle East spec or warm client spec

[01:23] C8 which dramatically drops oil

[01:25] temperatures. For this episode, we're

[01:27] going to go the suspension and

[01:29] aerodynamics route with big wings and

[01:32] more impressive, more expensive

[01:33] suspension. The last thing to talk about

[01:35] is brakes, which we're running the

[01:37] two-piece rotors from Essex AP and a

[01:40] Froto pad and of course a spindler lines

[01:42] and the hightemp brake fluid. But

[01:44] really, the real problem with this video

[01:46] so far is there's not enough Corvettes.

[01:49] When Jack told me we were doing at least

[01:51] 30 more Corvette videos this year, I

[01:53] knew I had gone too far. I'd been

[01:55] working on trying to digitally clone him

[01:57] for years. With my Falcon PC, I can now

[02:00] render him locally and for maximum

[02:02] profits. But the side effect was I could

[02:05] no longer control his code. It turned

[02:07] into a virus titled ABM or aggressive

[02:11] businessman. His connections at Bowling

[02:14] Green are fully integrated. And I

[02:16] believe he has replicated himself

[02:17] physically and is now capable of driving

[02:20] multiple Corvettes at once. I never have

[02:22] time to drive my Corvette.

[02:27] for this video. He demanded we get

[02:29] sponsored by Wolfbox so he could have a

[02:31] powerful handheld duster capable of

[02:34] cleaning his circuit boards. He likes

[02:36] cold swapping batteries with military

[02:38] precision. His favorite is playing with

[02:40] different tips, which means optimal air

[02:43] control, including three different motor

[02:45] speeds. One of his clones said it needed

[02:47] to generate wind forces of over 200 mph

[02:51] to blow the water out of the toilet. He

[02:53] said with that power he could easily

[02:55] remove bionetic skin off the piano black

[02:58] in vehicles. Bottom line is the Wolfbox

[03:01] Megaplow 200 air duster is a product

[03:04] powerful enough for cyborgs and usable

[03:07] enough for normal people who need to

[03:09] clean keyboards, coolers, and other

[03:11] finicky items in a touch-free manner. If

[03:14] you want to get blown away, Wolfbox is

[03:16] offering discounts on Prime Day.

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

[03:36] Now that you know a little too much

[03:38] about me, let's talk about Corvettes

[03:41] once again. What have we done already?

[03:43] Well, our wheelman, Brick Casey Jr., a

[03:46] IMSA driver who was a TCR champion and a

[03:48] better driver than you and I will ever

[03:49] be set a lap time in this car when it

[03:52] was stock. A 1LT or base model Z-51

[03:55] Corvette. It ran a 132.3

[03:59] with patenza race tires, the track

[04:01] alignment, some brake fluid, and brake

[04:03] pads. A very, very quick lap time. And

[04:05] that Patenza race is stickier than the

[04:07] Pilot 4S. I view that as sort of a what

[04:10] you would do with a stock car if you

[04:11] went to a track day often lap time.

[04:13] Very, very quick. Then we went to C8

[04:15] Performance or Limit Plus1W and we added

[04:18] the Swift springs on the stock damper.

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

[04:22] We added some Varys Arrow. Of course, we

[04:24] did our brake changes and we did the

[04:26] Apex wheel setup with RE71 RS tires, the

[04:30] outgoing track tire with 305 rears, 265

[04:33] fronts. With that homologation of parts,

[04:35] he ran a 129.6.

[04:38] A very, very quick lap time again for

[04:40] the price of the car that it is. So,

[04:42] what did we do now? Well, we went back

[04:44] to see Performance and we wanted to

[04:45] touch just two parts or two systems of

[04:47] the car. The aerodynamics and of course

[04:50] the suspension. While the spring package

[04:53] is on the affordable side, it is not a

[04:55] perfect solution to this car. Obviously,

[04:56] lowering springs have their pros and

[04:58] their cons. So, we went with MCS, their

[05:00] single adjustables again to try to keep

[05:02] this car, I hate to use the word

[05:03] affordable, but more on the affordable

[05:05] side. And of course, we went to Varys

[05:07] for their very not subtle and aggressive

[05:10] aero package. So that let's go talk to

[05:12] Eric from Varys Engineering.

[05:14] I'm here with Eric, the founder of Varys

[05:16] Engineering, an aerodynamics company you

[05:18] may be familiar with at this point. But

[05:20] before I butcher his introduction any

[05:21] further, please introduce yourself, sir.

[05:24] >> Eric Hazen. Um, starting way back in

[05:27] high school, I started as an automotive

[05:28] technician. I then went to uh mechanical

[05:31] engineering and I did went through that

[05:33] in university. I was an Indie car safety

[05:36] mechanic or technician and then that

[05:38] graduated into CNR racing where I

[05:41] designed and developed uh cooling system

[05:42] packages for NASCAR, Indie Car, trophy

[05:45] truck and various other racing series.

[05:47] That fast forward into um this side

[05:50] project which was vary engineering and

[05:53] that became a full-time job um and has

[05:55] been my life for the past 10 years.

[05:57] >> Needless to say, at this point you know

[05:59] what you're talking about and you've

[06:00] been doing this for a very very long

[06:01] time. This stuff works. How do you

[06:04] actually validate it though? So when we

[06:05] talk to a lot of aerodynamics engineers,

[06:08] some of the various brands we work with,

[06:09] they all tell me the same thing. The

[06:11] reason it works is because we have a

[06:12] wind tunnel. We have a lot of money

[06:14] behind us. As successful as you guys

[06:16] are, you're not an OEM. You don't have a

[06:18] billion dollar budget to work on a car.

[06:19] So how are you doing the testing to make

[06:21] sure that the parts you're developing

[06:23] for these cars actually work? Because

[06:24] for a long time, the Fast and Furious

[06:27] days, a lot of aerodynamics was

[06:29] vibes-based. It looked cool, but it

[06:30] didn't actually do anything. often made

[06:32] the car worse. So, how do you know this

[06:35] works?

[06:36] >> So, since day one, we've been using CFD,

[06:38] which is computational fluid dynamics.

[06:40] Think of that as we build a virtual wind

[06:43] tunnel. It's got a huge box. You shove a

[06:45] car in it, which we have in CAD, and

[06:47] then we run air flow over it. Um, it is

[06:51] a fluid dynamics calculationbased. We're

[06:53] able to put component forces into there,

[06:56] and we're able to test a bunch of

[06:57] different situations. We then test the

[07:00] stock car. We throw our parts on it,

[07:02] ensure that the balance is what good and

[07:04] make sure that the components are

[07:05] actually doing what they're

[07:07] >> supposed to be doing

[07:07] >> supposed to be doing.

[07:09] >> So yeah,

[07:10] >> the traditional thought process and this

[07:11] is in a in a past life. I worked in a

[07:13] fluids lab and I've spent a lot of time

[07:14] with aerodynamics engineers of the

[07:16] various brands. They will tell me the

[07:18] same thing. CFD is not a onetoone

[07:20] recreation of how the car actually will

[07:23] behave in the real world. Say I know

[07:24] wind tunnel isn't perfect either, but

[07:26] you have done wind tunnel testing. How

[07:28] much of a margin of error is there?

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

[07:32] We have done comparisons. Um, compared

[07:35] to CFD actually underestimated our

[07:38] downforce by like 1.9% and drag by 1.7%.

[07:42] It was very minimal. Um, so we were

[07:44] actually really happy with that.

[07:45] >> Effectively, in the real world, it's not

[07:46] a margin of error at that point.

[07:48] >> So, the car though already is a vehicle

[07:51] that generates some level of downforce.

[07:53] It's a no lift at least car in the case

[07:55] of a standard Stingray.

[07:56] >> Yep. Where are you developing downforce

[07:59] and more importantly drag? Because as

[08:01] you traditionally

[08:03] generate more downforce, the car while

[08:05] it has more mechanical grip, it does

[08:07] slow down in the straits. It creates all

[08:09] sorts of drag. What have you done? And

[08:11] can you walk me through your various

[08:12] packages because we've already done a

[08:13] stage one and now we're in sort of your

[08:15] big wing, no longer subtle phase.

[08:17] >> Correct.

[08:17] >> So, can you walk me through the the the

[08:20] changes you've made and how they work?

[08:21] >> Yep. So, we we do packages. Um, we call

[08:24] it um, Ventus one, which is like, uh,

[08:26] Latin for air flow. Um,

[08:28] >> very clever.

[08:29] >> Uh, dive planes, diffuser, and some

[08:32] underbody strakes. Um, that adds like a

[08:35] marginal bump in downforce, not too much

[08:37] drag. It's a nice starter package.

[08:40] >> Then we get into the Ventus 2, Ventus 3

[08:42] packages, which we add a big bigger

[08:44] wing. And then the Ventus 3, which is

[08:45] what you have, which is the V1X swan

[08:48] neck.

[08:48] >> Big wing.

[08:49] >> Big wing. And then uh we have a front

[08:51] splitter. um those those two add um a

[08:54] decent amount of downforce and a decent

[08:56] amount of drag as well.

[08:57] >> So, can you walk me through the

[08:58] adjustability? So, as you're going to

[09:00] hear later when we show the driving

[09:02] section of this car, one of the benefits

[09:04] of having an adjustable rear wing is you

[09:06] can add and remove essentially

[09:07] mechanical grip off the rear of the car.

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

[09:12] >> It's quite a bit. Um so, you guys have

[09:15] our Ventus 3 package, which is our

[09:17] standard front splitter. We now have a a

[09:19] higher downforce front splitter that is

[09:22] um not currently released.

[09:23] >> Yes.

[09:24] >> Slightly bigger. Has some diffuser

[09:25] tunnels. Um it actually produces about

[09:27] like 33% more front downforce than the

[09:30] standard.

[09:30] >> Um the V1X rear wing, which is on your

[09:33] car, which is perfect for upgrading

[09:35] later on down the road, has a large

[09:38] range of adjustment, 0 to 14 degrees. Um

[09:41] we took out a ton of rear wing today.

[09:44] Um, and we do that so that people of

[09:47] different varying skill levels are able

[09:49] to drive the car confidently and and

[09:51] safely.

[09:51] >> Walk me through exactly how much arrow

[09:53] aero downforce we're actually making in

[09:55] the rear to begin with. So, so

[09:57] abstractly before we start pulling

[09:58] 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.