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Czinger 21C VMax: Too Much, Or Just Enough? For years, MotorTrend has tracked the ambitious journey of Czinger Vehicles. We hosted founders Kevin and Lukas Czinger on The InEVitable podcast, and now, after a three-day road rally, I can report on what they’ve created. While a track story is certainly compelling, the real test of a center-steer, tandem two-seater is a 500-mile trek on public roads. What does a $2.5 million, 3D-printed, 1,250-horsepower Southern California hypercar feel like when pushed to its limits? Behind the Carbon Fiber: The Czinger Difference My first impression of Czinger was seeing their parent company, Divergent Technologies. It’s a facility where artificial intelligence meets cutting-edge manufacturing. I needed a passport because Divergent supplies components to the Department of Defense, though their military work was shrouded in secrecy, except for a prototype that vaguely resembled a rocket. Lukas Czinger, the young CEO of both companies, gave me a tour, and witnessing the 3D printing process was mind-blowing. Lasers fused aluminum powder into automotive parts that looked like bird bones—it felt like a glimpse into the future of engineering. Lukas explained that Divergent’s technology reaches the “Pareto optimal,” a point where even a single gram’s change becomes detrimental. Take, for example, the design of a remote reservoir mount. Given a specific space and force requirements, the software iterates hundreds of thousands of designs to find the strongest, lightest shape. It’s like evolution on fast-forward. Beyond the DOD, nine automotive OEMs use Divergent for 3D-printed parts. Aston Martin (DBR22), Bugatti (Tourbillon), and McLaren (W1) openly admit their collaboration, but the Ferrari F80’s control arms also bear the hallmarks of Divergent’s advanced manufacturing. The Czinger 21C: Two Versions, One Mission Czinger produces two versions of the same underlying platform. The high-downforce track monster is the 21C (named for the 21st century), while the sleek, wingless, long-tailed model is the 21C VMax. For the inaugural Velocity Tour, a 500-mile road rally through California’s wine country, I drove a silver VMax. The term “piloting” is appropriate here. The cabin feels more like a fighter jet cockpit than a car’s interior. Czinger claims it’s like being in a jet fighter, and having experienced a ride in an Extra 330LT stunt plane, I can see the similarity. There’s glass less than a foot from both sides of your head, offering incredible visibility. However, getting in and out is a comical affair: sit on the massive sill with your legs facing out, pull your knees up, pivot on your butt, tuck your feet into the footwell, and slide your head under the roof. It’s a unique experience, to say the least. One reason the sills are so large is that they house the batteries. The 21C VMax is a hybrid hypercar, with each sill containing 2.2 kWh of battery power for a total of 4.4 kWh. It’s not a plug-in hybrid; a motor powered by the mid-mounted V-8 engine keeps the pack charged. These batteries can send 500 horsepower to the front wheels, with one motor per wheel. The combustion engine is a 2.9-liter twin-turbo V-8, producing 750 horsepower on 91-octane California premium. Switching to 100-octane race fuel bumps output to 850 hp. Czinger also states the engine can run on ethanol for even more power, though they haven’t released the exact figures. A Different Kind of Driving The gas engine drives the rear wheels through an Xtrac single-clutch automated semi-sequential gearbox. This is similar to the Xtrac seven-speed in the Pagani Utopia, but Czinger has enhanced it by 3D-printing the transmission casing and using small 48-volt electric motors for faster shifts at low speeds. This technology eliminates the jarring, drunken lurch that plagues other automated single-clutch gearboxes. The twin-barrel actuators perform flawlessly, making low-speed maneuvers almost normal. Pulling into gas stations, restaurants, and hotel parking lots felt surprisingly smooth. Track Tests: Speed Without Limits My first day on the rally included a passenger, which wasn’t exactly how I’d envisioned my drive. As with many high-end hypercars (Bugatti and Pagani), Czinger assigned pro driver Evan Jacobs to the passenger seat to prevent me from crashing the $2.5 million machine. Later that night, Jacobs reassured the team I wasn’t a threat and allowed me to drive solo for the remainder of the rally. We made a stop at Laguna Seca for parade laps, but Czinger forbids non-employees from driving the VMax on the track, even at the slow pace allowed during the rally. Even as a passenger, the experience was unlike any other. The rear seat, however, is uncomfortable for those with large calves or feet. My XXL calves were wedged between the carbon fiber tub and the seat, and my feet didn’t fit well either. But the side visibility was incredible, again reminding me of a stunt plane. It was a unique way to experience a racetrack, something I’ve done countless times. Jacobs managed to squeeze in a couple of “6/10ths” hot laps at Laguna Seca. The most impressive ride I’ve ever had was in an Aston Martin Valkyrie LMH race car, where I felt the blood pooling in my extremities under braking. The Czinger VMax is now second on that list, and Jacobs wasn’t pushing the limits. Even at that pace and without the aggressive rear wing, it was easy to understand how the Czinger 21C set five production car track records in five days. They drove from each track to the next, an epic achievement known as the California Gold Rush. Later, Czinger returned to Laguna Seca to beat their own record, reclaiming the crown from a track-special Koenigsegg Jesko Sadair’s Spear. That lap time, 1:22.30, is quicker than the fastest MotoAmerica Superbike lap ever recorded at Laguna. Czinger claims a vehicle weight of approximately 3,600 pounds, which is impressive for a 1,250-hp hybrid. The Ferrari SF90 Stradale Assetto Fiorano, the highest-performance version of a three-motor, twin-turbo V-8 PHEV with only 986 hp, 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. It’s worth noting that the SF90 and Temerario are the two quickest gasoline-powered cars MotorTrend has ever tested. If Czinger’s weight claim holds true, this unconventional California startup has beaten two Italian legends from day one. This is remarkable, especially considering Los Angeles isn’t exactly Modena in terms of supercar manufacturing expertise. Back on the Road The chosen route consisted mostly of true back roads. Tight, winding, and poorly maintained asphalt—not the typical roads for a hypercar dream trip. Plus, there was a lot of following the pack, navigating to stops, and keeping up with the camera car. At the time, I was a bit disappointed, but in retrospect, the experience reflects what most owners will actually experience with a Czinger. To my surprise, the VMax felt mostly like any other hyper-exotic. Take everything out of your pockets—the seats are tight. Drink your water before you get in—there are no cupholders. Prepare to be stared at, followed, and waved at by everyone, especially males aged 16 to 24. Despite the attention, the Czinger rides much better than I anticipated. The team deserves applause for not making it overly stiff. Even the air conditioning works well. My only complaint about driving the VMax on public roads is the cabin noise. I don’t mean the sound of the unique V-8, but rather the lack of sound deadening. While this makes sense for a dedicated track car, it’s an oversight on a road car. It becomes especially noticeable during long drives. Yes, weight is the enemy of performance, but how much does sound-deadening foam weigh? Google says between 10 and 50 pounds. A small amount of foam could make a big difference overall. The Moment of Truth We finally hit some proper California canyon roads, and I got to open up the Czinger 21C VMax. As quickly as my right foot went past the throttle’s kickdown point, it was already back on the brakes. I’ve driven EVs with this much power, but there’s just so much more weight. I’ve driven the Ferrari F80, which makes about the same power but relies more on gas and less on electric assist. The Czinger is a different breed of acceleration animal. This is the first time in my career I’ve ever said this, but this car might be too much for public roads. I hate to even type that, but every time I got into the throttle, the braking zone appeared. It felt like warp drive, as if the car was bending the road rather than