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The Extreme Edge: Living with the Czinger 21C VMax For years, the automotive world has whispered about Czinger—the Southern California startup that dares to blend hypercar madness with futuristic technology. When the opportunity arose to spend three days navigating the rolling hills of Northern California in the 21C VMax, I knew this was different. We’ve all read the headlines about a 1,250-horsepower, 3D-printed hypercar built for the track. But the real question is: What happens when you take this alien technology, designed at the edge of the envelope, and force it onto public roads? It’s an experience that teeters between technological marvel and pure insanity. Entering the Future: Divergent Technologies My first hint that this wasn’t a typical press drive came when I had to show my U.S. passport at the door. The parent company, Divergent Technologies, operates in a world far beyond the automotive press. They utilize cutting-edge artificial intelligence and massive 3D printers to engineer incredibly light yet strong components. The reason for the passport? Divergent supplies critical parts to Department of Defense contractors—a testament to the precision and advanced nature of their engineering. Inside the factory, which felt more like a scene from a science fiction film, I was given a tour by CEO Lukas Czinger. The sight of lasers etching powdered aluminum into automotive components that resembled organic structures—like bird bones—was breathtaking. He explained their goal is to reach the “Pareto optimal,” a point where any single gram added or removed becomes detrimental to performance. For example, designing a simple suspension reservoir isn’t just about fitting it in a space; it’s about creating the strongest, lightest possible structure to handle immense forces. It’s evolution accelerated to an impossible speed. Beyond the military applications, nine major automotive manufacturers utilize Divergent’s 3D printing technology, including Aston Martin, Bugatti, and McLaren, though most prefer to keep their collaborations under wraps. The Genesis of the Beast: 21C VMax Czinger offers two versions of their masterpiece, sharing the same fundamental platform. The 21C, named for the 21st century, is the high-downforce track version, while the VMax is the wingless, long-tailed variant. My test drive was in a silver VMax during the inaugural Velocity Tour, a 500-mile road rally through California’s wine country. Calling the cabin a “greenhouse” would be a gross understatement; it truly feels like the cockpit of a jet fighter. Drawing parallels to my experience in an Extra 330LT stunt plane, the visibility is astonishing, with glass positioned less than a foot from either side of the head. However, the process of entering and exiting is anything but conventional. You must sit with your legs stretched out along the substantial sill, pull your knees up to your chest, and then slide your head under the roof structure—a maneuver that requires flexibility and coordination. The massive sills are necessitated by the car’s hybrid architecture. Each sill houses a 2.2-kWh battery, contributing to a total of 4.4 kWh. The 21C VMax is a hybrid, but it’s not a plug-in model; the mid-mounted V-8 engine keeps the batteries charged. These batteries provide a staggering 500 horsepower to the front axle, distributed via individual electric motors at each wheel. The combustion engine is a bespoke 2.9-liter twin-turbo V-8 designed by Czinger, producing 750 horsepower on California’s 91-octane premium fuel. When fed 100-octane race fuel, this figure climbs to 850 horsepower. The tiny powerhouse is also capable of running on ethanol, likely pushing performance even higher, though those figures remain undisclosed. Power is sent to the rear wheels via an Xtrac single-clutch automated semi-sequential gearbox. Similar to the Xtrac unit found in Pagani’s Utopia, Czinger has taken the technology a step further. They not only 3D print the gearbox housing but also employ small 48-volt electric motors to execute shifts at low speeds. This innovation effectively eliminates the jolting, surging sensation common in other automated single-clutch transmissions. The dual-barrel actuators perform flawlessly, transforming the experience of navigating tight parking lots and drive-thrus into something almost normal. The Track Experience: Riding with the Limit For the first day of the rally, I was joined by a professional driver, Evan Jacobs. Much like luxury hypercar manufacturers such as Bugatti and Pagani, Czinger assigns a co-pilot to ensure stability and prevent disaster. Fortunately, after the first night, Jacobs reassured the team that I was not a threat to the VMax. Later on, I was permitted to drive solo for the remainder of the rally. While we briefly stopped at Laguna Seca for parade laps, non-Czinger employees are prohibited from driving the VMax on the track, even at the significantly reduced pace of the rally participants. This didn’t deter me; as I’ve learned the hard way, if you can’t drive, get in the ride. I climbed into the peculiar rear seat, and the first thing to note is that if you have large calves or feet, this experience isn’t comfortable. My XXL calves were squeezed between the carbon-fiber tub and the seat, and my feet felt cramped in the footwell. However, the visibility through the side glass was incredible—another reminder of the jet fighter cockpit and a unique perspective on track driving, something I’ve experienced thousands of times. Jacobs managed to convince the Skip Barber Racing School staff to allow him to take the VMax for a couple of “6/10ths” hot laps. The most intense ride I’ve ever had was shotgun in an Aston Martin Valkyrie LMH race car, where I could literally feel the blood pooling in my extremities under braking. The Czinger VMax is now second on that list, even though Jacobs was far from driving at full tilt. Even without the massive rear wing, it was easy to grasp how the 21C achieved what the company calls the “California Gold Rush.” In five days, it set five production car track records at Thunder Hill, Sonoma Raceway, Laguna Seca, Willow Springs, and the Thermal Club, driving between each venue. Czinger claims a vehicle weight of approximately 3,600 pounds—remarkably light for a 1,250-horsepower hybrid. To put this in perspective, the Ferrari SF90 Stradale Asseto Fiorano, the highest-performance variant of a three-motor twin-turbo V-8 plug-in hybrid with 986 horsepower, weighs 3,839 pounds. The new Lamborghini Temerario, another three-motor, twin-turbo V-8 with less power, pushes past the two-ton mark at 4,185 pounds. The SF90 and Temerario are the two fastest gasoline-powered production cars MotorTrend has ever tested (the Ferrari for 0–60 mph and the Lambo for the quarter mile). If Czinger’s weight claim holds true, this startup from Southern California has managed to beat two Italian legends with its first production car. This is astounding on its own, but even more remarkable considering that Los Angeles is renowned for many things, but extensive supercar engineering expertise isn’t one of them. In short, L.A. isn’t exactly Modena. The Real World: A Journey Through Wine Country The route chosen for the rally was predominantly tight, winding back roads with worn pavement—not the typical asphalt dream destinations for hypercar rallies. We spent a lot of time following the pack, navigating to lunch and coffee stops, and driving alongside the camera car. While I might have been disappointed at the time, in retrospect, I realized the experience mirrored what most owners will encounter when living with a Czinger. To my surprise, the VMax was largely comparable to driving other hyper-exotic vehicles. I learned to keep everything out of my pockets as the seats are restrictive, and I drank water before entering because there are no cupholders. You must come to terms with the fact that almost everyone you pass, especially males between 16 and 24, will be staring, following, waving, and revving their engines in friendly obscenity. Despite its extreme capabilities, the Czinger rides much smoother than I expected; the team deserves applause for not making it overly stiff. The air conditioning also functions well. If I have one criticism about the “normal life” aspect of the VMax, it’s the cabin noise. I’m not referring to the unique roar of the V-8, but rather a noticeable lack of sound deadening. While excellent for a dedicated track car like the other version of the 21C, it’s an annoying omission for a road car like the VMax, especially during long journeys. Weight is the enemy of performance, but how much does sound-deadening foam weigh? Maybe 10 to 50 pounds? A mere 10 pounds of the stuff would make a massive difference in the overall experience. Opening the Throttle: Pure Acceleration We eventually reached some proper California canyon roads, and I finally got to unleash the Czinger 21C VMax. As quickly as my right foot pressed the throttle pedal past the kickdown point, it was already hovering over the brake pedal. I’ve driven EVs with similar power levels, but there’s so much more weight involved. I’ve driven the Ferrari F80, which has comparable power but relies less on electric assistance and more on the gas