Y&R Full 3-18-2026 || The Young And The Restless Full Episode WEDNESDAY, March 18.2026

Czinger 21C VMax: A Dystopian Dream Car, Today For years, the automotive press has chased the legend of Czinger, the California startup fusing AI-driven design with additive manufacturing in a bid to rewrite the hypercar rulebook. The hype crescendoed with the release of the 21C, a 3D-printed, seven-figure monolith of carbon fiber that shattered production car lap records at iconic tracks. Yet, the true test of such radical engineering lies not on the track, but on the road. This year, I had the privilege of embarking on a three-day road rally in the Czinger 21C VMax, an experience that proved more than just a drive; it was a glimpse into the future of automotive mobility—a future that is at once dazzling and deeply unsettling. The Art of the Entrance: Navigating Divergent’s Alien Sanctuary My journey began at the headquarters of Divergent Technologies, the parent company of Czinger. Stepping into this facility felt less like entering a car factory and more like crossing a threshold into a next-generation design studio. It’s rare to need a passport to enter a car company, but Divergent is no ordinary automaker. The parent company supplies high-performance components to the Department of Defense and a growing list of premium automotive OEMs, including Aston Martin, Bugatti, and McLaren. I was given a tour by Lukas Czinger, the dynamic CEO who helms both entities. The centerpiece of the facility is a bank of massive 3D printers that transform powdered aluminum into automotive parts. The process is eerily beautiful, resembling a controlled, industrial explosion where lasers fuse metal into geometries that defy traditional manufacturing. The output is stunning—components so light and strong they look like organic structures, optimized through computational processes that search for the “Pareto optimal” solution, the point where adding or subtracting a gram would compromise the design. As Divergent’s AI iterates through hundreds of thousands of potential shapes, it mimics evolution on fast-forward, producing the ultimate fusion of material science and mechanical engineering. The results are evident in the 21C, where structures like the rear suspension damper mounts look like intricate bird bones, perfectly engineered for strength and minimal weight. It’s a profound insight into how these technologies can be leveraged to build lighter, stronger, and more efficient vehicles. Anatomy of the Anomaly: A Hybrid Masterpiece The 21C exists in two primary configurations: the high-downforce track machine and the VMax, a lower-slung, aerodynamically refined version designed for road use. The VMax retains the 21C’s distinctive chassis but replaces the massive rear wing with a sleek, integrated spoiler. The car I drove was finished in a breathtaking silver, perfectly suited to the bright California sun that reflected off the deep, glossy carbon fiber. The cabin experience is nothing short of futuristic. The seating arrangement is unique, with the driver positioned centrally in a narrow, jet-fighter-style cockpit, flanked by the front passenger in a tandem layout. Getting in and out is a deliberate ritual: one must sit sideways on the massive carbon fiber sill, pull their knees up, and contort their body into the narrow seating position before finally tucking their feet into the small footwell. It’s certainly not for the claustrophobic, but for those with the right physique, it’s an immersive experience that feels truly aligned with a race-focused vehicle. The VMax is a hybrid hypercar, and its architecture is one of the most sophisticated in the industry. Each sill houses a 2.2-kWh battery, totaling 4.4 kWh. While not a plug-in hybrid, the batteries are recharged by the mid-mounted Czinger-designed 2.9-liter twin-turbo V-8. The electric motors can supply up to 500 horsepower to the front axle, giving the car a formidable all-wheel-drive capability. The V-8 itself is a masterpiece of engineering. On California’s 91-octane premium fuel, it produces 750 horsepower. However, the engine is designed to run on 100-octane race fuel, which boosts output to 850 horsepower. The car is also capable of running on ethanol, potentially pushing the power figures even higher. Power is delivered to the rear wheels via an Xtrac single-clutch automated semi-sequential gearbox. While automated single-clutch transmissions are notorious for their drunken surge at low speeds, Czinger has ingeniously adapted the system using small 48-volt electric motors to execute shifts almost instantaneously. This technology eliminates the low-speed surging, allowing the car to pull into gas stations, restaurants, and hotel parking lots with a smoothness that belies its track-ready pedigree. A Tale of Two Cringers: When to Go Full Send My first day with the VMax involved being shadowed by Czinger’s professional test driver, Evan Jacobs. This is standard practice with high-value hypercars, ensuring that the car remains undamaged and that the journalist is capable of handling the vehicle’s extreme performance. Thankfully, Jacobs soon gave the thumbs-up, and I was allowed to pilot the car solo for the remainder of the road rally. We made a stop at Laguna Seca Raceway for some ceremonial laps. While non-Czinger employees aren’t allowed to drive the VMax on the track, the pace of the rally allowed for some spirited driving within controlled parameters. I had the opportunity to ride in the rear seat, which, while uncomfortable due to the cramped legroom, offered an unparalleled view of the track. It was a fascinating perspective, and I can see why Czinger engineered the car this way. Jacobs took the VMax for a few “6/10ths” laps, and the performance was astounding. Having experienced a ride in the Aston Martin Valkyrie LMH race car, which felt like my blood was pooling in my extremities under braking, I thought I’d seen the limits of grip. The VMax proved me wrong. Even without the VMax’s significant aerodynamic package, the car corners with an adhesive tenacity that defies its size. This incredible grip is what allows the 21C to claim its California Gold Rush title—five production car track records in five days, traversing the state from track to track without missing a beat. Czinger claims a vehicle weight of around 3,600 pounds, which is remarkably light for a 1,250-horsepower hybrid. To put that into perspective, the Ferrari SF90 Stradale Assetto Fiorano—the highest-performance version of a three-motor twin-turbo V-8 PHEV that produces less power (986 hp)—weighs 3,839 pounds. The new Lamborghini Temerario, another hybrid V-8 monster with less power, pushes past the two-ton mark at 4,185 pounds. The SF90 and the Temerario hold the records for the quickest acceleration in Ferrari and Lamborghini history, respectively. Czinger has managed to beat them both, a remarkable feat considering the lack of traditional supercar manufacturing expertise in Southern California. The Daily Grind: Comfort vs. Performance The route chosen for the rally focused on back roads, navigating through the rolling hills and winding highways of Northern California’s wine country. It wasn’t exactly the asphalt-perfect playground of a high-end hypercar fantasy, but it provided a realistic glimpse into what most owners will experience. The VMax is surprisingly comfortable for daily driving. Take everything out of your pockets as the seats are tight, drink your water before you get in as there aren’t any cupholders, and brace yourself for the attention of other drivers. In a Czinger 21C VMax, you will be stared at, followed, and revved at by people who clearly appreciate the spectacle. Still, the car rides much better than I expected, a testament to Czinger’s engineering. The air conditioning works well, but the cabin lacks sound deadening. While this is acceptable in a track car like the standard 21C, it’s a noticeable oversight in a road-focused variant like the VMax. The engine noise is spectacular, but the lack of sound isolation makes it feel less refined for extended drives. After a few hours, the lack of sound deadening becomes an annoyance, though I suppose a few pounds of sound-deadening foam is a small price to pay for this level of performance. The Sweet Spot: Finding the Balance When we finally reached some proper California canyon roads, I was able to push the Czinger 21C VMax to its limits. Just as quickly as my right foot found the throttle, I was already searching for the brake pedal. EVs with this much power often feel heavy, but the VMax’s low curb weight makes it feel incredibly light and responsive. I’ve driven the Ferrari F80, which has similar power but less electric assistance, and the Czinger is in a different league. For the first time in my career, I can say that this car might be too much for public roads. I hate to admit it, but every time I hit the throttle, the next braking zone was just around the corner. It feels like the car is bending the road rather than rolling over it. Yes, I loathe saying it, but in this specific case, the Czinger VMax on 91-octane gas is just too much. I suppose I should mention that it corners beautifully and has a prodigious amount of grip, but the VMax is a serious machine. Southern California canyons are bigger and faster than the ones we drove through up north. I’d love to take the VMax to places like Angeles Crest or Highway