Diane’s nightmare: The moment Jack betrayed her with her sworn enemy! Young And Restless Spoilers

Czinger 21C VMax: A High-Octane Hybrid Revolution In a world dominated by incremental technological advancements, the automotive landscape often feels like a slow evolution. Yet, in the heart of Southern California, a radical departure from the norm has emerged. The Czinger 21C VMax is not just another hypercar; it is a bold declaration of what is possible when cutting-edge materials science, artificial intelligence, and raw power converge. A 1,250-horsepower hybrid beast born from the digital realm, it pushes the boundaries of what we thought attainable in a production road car. Our journey with the Czinger began long before we took the wheel. For years, we at MotorTrend had tracked this enigmatic startup, keen to understand how they planned to translate their revolutionary ideas into a tangible machine. The opportunity arose through the InEVitable podcast, where we hosted the company’s visionary father-and-son founders, Kevin and Lukas Czinger. Their enthusiasm was infectious, and the prospect of driving their first road car was irresistible. This review captures not just a test drive, but a glimpse into the very future of the automobile, a journey that tested the limits of performance and engineering. Factory Fresh: A Glimpse into the Future Before one can experience the speed and intensity of the 21C, one must first understand its origin. The Czinger 21C VMax is the product of Divergent Technologies, the parent company that pioneers the use of advanced 3D printing and artificial intelligence in the automotive sector. This is not a traditional manufacturing process; it is a digital revolution made manifest. To even enter the factory in Southern California, I had to present my U.S. passport. This may seem odd for a car company, but Divergent is no ordinary manufacturer. Their cutting-edge technology is leveraged not only for civilian vehicles but also for high-stakes government and defense contracts. As I moved through the facility, led by CEO Lukas Czinger, I felt as though I had stepped into a sci-fi movie. One of the most striking sights was the 3D printing process itself. In a hangar-like room, massive printers fired lasers at powdered aluminum, forging components that looked as delicate as bird bones yet possessed the strength of steel. It is a process that mimics evolution in fast-forward. Lukas explained that their goal is to achieve “Pareto optimality,” the theoretical maximum of strength and minimum of weight. In this state, any deviation, even a single gram of material removed or added, would be detrimental to the performance of the structure. To achieve this, engineers use software to define performance targets. For example, a component might need to withstand the stress of a rear suspension damper. Given the available space, the AI generates hundreds of thousands of designs, each representing a unique evolutionary path, until it finds the perfect balance of strength and lightness. Beyond the military applications, Divergent provides 3D-printed parts to nine major automotive OEMs. While many companies keep their supplier relationships under wraps, we know that Aston Martin (DBR22 Roadster), Bugatti (Tourbillon), and McLaren (W1) all utilize Divergent’s technology. Whispers suggest that the control arms on the upcoming Ferrari F80 might also be 3D-printed, testament to the growing influence of this innovative approach. Under the Carbon Fiber: The Hybrid Beast Czinger builds two versions of this groundbreaking machine. The standard 21C is a high-downforce track monster, while the VMax is a sleek, wingless, long-tailed variant. The name “21C” itself refers to the 21st century, signifying the car’s forward-looking technology and design. For the inaugural Velocity Tour, a 500-mile road rally through the rolling hills and vineyards of Central and Northern California, I had the privilege of piloting the silver VMax. The moment I settled into the cabin, I knew this was no ordinary car. The interior feels more like a cockpit than a traditional greenhouse. Czinger describes it as being in a fighter jet, and having recently experienced an Extra 330LT stunt plane, I can attest to the similarity. With glass stretching just inches from the sides of your head, the visibility is astounding. However, the process of entering and exiting the car is anything but conventional. First, you sit sideways on the wide carbon fiber sill, pull your knees up, and spin your body until your feet fit into the narrow footwell. Then, you carefully tuck your head under the roof. It is a dance that requires agility and patience. One reason for the wide sills is that they are packed with batteries. The 21C VMax is a hybrid, and each sill houses a 2.2 kWh battery pack, totaling 4.4 kWh of power. This is not a plug-in hybrid; the mid-mounted V-8 engine generates electricity to keep the battery charged. These batteries can deliver up to 500 horsepower to the front axle, which features one electric motor per wheel. The combustion engine is a Czinger-designed 2.9-liter twin-turbo V-8 that produces a staggering 750 horsepower when fed with California’s standard 91-octane premium unleaded gasoline. For those seeking additional performance, the car can run on 100-octane race fuel, boosting the horsepower to 850 hp. Czinger also hints that the engine can run on ethanol, potentially adding even more power, though these figures are yet to be released. The gasoline engine powers the rear wheels through an Xtrac single-clutch automated semi-sequential gearbox. This transmission is similar to the seven-speed Xtrac unit used in the Pagani Utopia. However, Czinger utilizes 3D printing for the transmission case and employs small 48-volt electric motors to facilitate smooth shifts at lower speeds. This innovation eliminates the surging or hesitant feeling that plagues traditional automated single-clutch transmissions. The twin-barrel actuators work as advertised, and I was grateful for this technology when pulling into gas stations, restaurants, and hotel parking lots, making low-speed maneuvers feel almost normal. Track Time: The Ride of a Lifetime As is common practice with high-end hypercars, the Czinger team assigned a professional driver, Evan Jacobs, to join me for the first day of the rally. This was a standard safety measure to ensure I didn’t drive the $2.5 million machine off a cliff. Later that night, however, Jacobs reassured the Czinger team that I was a safe driver and allowed me to continue the rally solo. We stopped at the legendary Laguna Seca circuit for some parade laps, but non-Czinger employees are not permitted to drive the VMax on racetracks, even at the restricted pace required during the rally. Despite not driving myself, I jumped into the bizarre rear seat. One must be aware that if you have large calves or feet, the rear-seat experience is not ideal. My XXL calves were tightly wedged between the carbon fiber tub and the seat, and my feet found it difficult to fit. However, the side visibility from the back seat is incredible. Again, it reminded me of a stunt plane and provided a refreshingly novel way to experience a track—something I have done over a thousand times in my career. The real magic happened when Jacobs and I convinced the Skip Barber Racing School staff to let him take the VMax for a couple of “6/10ths” hot laps. The most impressive hot lap I have ever experienced was in an Aston Martin Valkyrie LMH race car, where the physical forces under braking made my blood pool in my extremities. The Czinger VMax is now a close second. Remember, Jacobs was not even pushing the car to its limits and it was without the high-downforce rear wing. It was easy to understand how the Czinger 21C managed to achieve what the brand calls the “California Gold Rush.” In a span of five days, the car set five production car track records at Thunder Hill, Sonoma Raceway, Laguna Seca, Willow Springs, and the Thermal Club. To further cement its dominance, Czinger returned to Laguna Seca to break its own record, reclaiming the throne from the Koenigsegg Jesko Sadair Spear. That lap time, a breathtaking 1 minute, 22.30 seconds, is quicker than the fastest MotoAmerica Superbike lap ever recorded at Laguna Seca, which stands at 1:22.56. Czinger claims a curb weight of approximately 3,600 pounds, which is remarkably light for a 1,250-horsepower hybrid. To provide context, the Ferrari SF90 Stradale Asseto Fiorano—the most powerful version of a three-motor, twin-turbo V-8 PHEV at 986 hp—weighs 3,839 pounds. The new Lamborghini Temerario, another three-motor, twin-turbo V-8 (albeit with less power, but still a relevant comparison), exceeds the two-ton mark at 4,185 pounds. This is a good time to mention that the SF90 and Temerario are the two quickest gasoline-powered 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, the unorthodox startup has managed to outperform two Italian legends with its first production car. This feat is remarkable on its own but even more impressive considering that while Southern California is known for many things, there is not a deep pool of supercar manufacturing expertise