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Czinger 21C VMax: A Symphony of Madness and Precision For years, the automotive world has been captivated by the promise of Czinger, the Southern California startup poised to redefine the hypercar landscape. We had the opportunity to delve into this revolution, spending three days navigating the winding roads and historic vineyards of Central and Northern California on the inaugural Velocity Tour. The goal was simple: to experience the Czinger 21C VMax, not just as a track machine, but as a genuine road-going hypercar. The Future, Forged in Carbon Fiber Our journey began at Czinger’s headquarters, a facility that feels less like a traditional factory and more like a clandestine research lab. This is where Divergent Technologies, the parent company, leverages advanced artificial intelligence and massive 3D printers to engineer automotive components that are both incredibly light and impossibly strong. Walking through the production floor, I witnessed lasers zapping powdered aluminum into complex shapes that mimicked organic, bird-bone structures—a breathtaking glimpse into the future of manufacturing. Lukas Czinger, the visionary CEO behind both companies, explained that their technology reaches “Pareto optimal” levels, the point where adding or subtracting even a single gram becomes detrimental to performance. Consider a suspension damper reservoir, designed to fit within a specific space while withstanding extreme forces. Using these parameters, the software generates hundreds of thousands of designs until it discovers the strongest, lightest possible form. It’s a process akin to evolution accelerated to warp speed. Beyond their proprietary vehicles, Divergent supplies 3D-printed components to nine automotive OEMs. While Aston Martin (DBR22 Roadster), Bugatti (Tourbillon), and McLaren (W1) publicly admit to using the technology, the Ferrari F80’s control arms strongly suggest Czinger’s involvement. This broad reach across the automotive spectrum highlights the revolutionary nature of Divergent’s engineering, proving that this isn’t just about Czinger cars; it’s about transforming how all cars are built. Under the Canopy: Navigating the 21C VMax Czinger offers two versions of the 21C: the high-downforce, track-focused model and the long-tailed, wingless VMax. I found myself behind the wheel of a silver VMax, a car that feels less like a road vehicle and more like a fighter jet. The glass canopy offers unparalleled visibility, a sensation I first experienced in a stunt plane. Getting in and out is an exercise in deliberate contortion, requiring you to sit with your legs out, pull your knees tight, and tuck your feet into the footwell, all while sliding your head under the roof. It’s unconventional, but it places you in a commanding position. The large sills house the vehicle’s battery packs, each containing 2.2 kWh for a total of 4.4 kWh. These batteries power the front axle, which features one electric motor per wheel, delivering up to 500 horsepower. The heart of the VMax is a Czinger-designed 2.9-liter twin-turbo V8 producing 750 hp on 91-octane fuel. Using 100-octane race fuel boosts horsepower to 850, and Czinger hints at even greater gains with ethanol. Power is sent to the rear wheels via an Xtrac single-clutch automated semi-sequential gearbox, similar to the Pagani Utopia’s seven-speed unit. However, Czinger’s implementation is transformative. They not only 3D-print the transmission case but also employ 48-volt electric motors to execute smoother shifts at low speeds. This eliminates the jarring surge characteristic of other automated single-clutch transmissions. Parking lot maneuvers and low-speed traffic felt remarkably fluid, a testament to Czinger’s engineering prowess. A Test of Nerve Typical with high-end hypercars like Bugatti and Pagani, Czinger assigned a professional driver, Evan Jacobs, to monitor my progress during the rally, ensuring the 2.5 million dollar machine remained intact. After a day of being closely followed, Jacobs assured the team I was no threat, and I was allowed to drive solo for the remainder of the tour. We made a stop at Laguna Seca for parade laps, but Czinger restricts track driving of non-company vehicles, even at the slow pace of the rally participants. I managed to experience the VMax from the rear seat as a passenger, and despite the cramped conditions—my XXL calves were literally wedged between the carbon fiber tub and seat—the visibility was incredible. It felt like riding in a stunt plane, a novel way to experience a track I’d traversed countless times before. Jacobs and I managed to convince the Skip Barber Racing School staff to let him take the VMax for a couple of “6/10ths” hot laps. The most visceral ride I’d ever experienced was shotgun in an Aston Martin Valkyrie LMH race car, feeling the blood rush to my extremities during hard braking. The Czinger VMax now holds the second spot, and remember, Jacobs wasn’t driving at the limit. Even at reduced speed and without the rear wing, it was easy to understand how the Czinger 21C achieved what the brand calls the California Gold Rush. The Czinger 21C VMax set five production car track records in five days: Thunder Hill, Sonoma Raceway, Laguna Seca, Willow Springs, and the Thermal Club. The car also drove from each track to the next without issue. Later, Czinger returned to Laguna Seca to not only beat its own record but to reclaim the crown from a track-special Koenigsegg Jesko Sadair’s Spear. The lap time: a staggering 1:22.30 seconds, which is faster than the fastest MotoAmerica Superbike lap ever recorded at Laguna, a 1:22.56. Czinger claims a vehicle weight of approximately 3,600 pounds, which is remarkably light for a 1,250 hp hybrid. For context, the Ferrari SF90 Stradale Assetto Fiorano, the highest-performance version of a three-motor twin-turbo V8 PHEV that makes 986 hp, weighs 3,839 pounds. The new Lamborghini Temerario, another three-motor, twin-turbo V8 (with less power but used for comparison), pushes past the two-ton mark at 4,185 pounds. At this point, it’s worth noting that the SF90 and Temerario are the two quickest-accelerating 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, this Southern California startup has managed to outperform two Italian legends with its very first production vehicle. This is remarkable on its own, and even more so considering the lack of established supercar-building expertise in Los Angeles compared to Modena. The Everyday Drive The chosen route for the rally consisted mainly of back roads, with tight turns and rough pavement—not the smooth, sweeping asphalt typically associated with hypercar road trips. Additionally, navigating through traffic, following the pack, and coordinating with the camera car made the experience feel rather mundane at times. However, reflecting on the tour, I realized that this experience mirrored what most owners will likely encounter in daily life. To my surprise, the VMax behaves much like any other hyper-exotic. You need to empty your pockets as the seats are snug, drink your water before you get in as there are no cupholders, and accept that you’ll be the center of attention on the road. Regardless, the Czinger rides much better than I anticipated, a credit to the team for avoiding overly stiff suspension. Even the air conditioning works well. My only complaint about the VMax’s road manners is the cabin noise. I’m not referring to the unique V-8 sound, but rather a complete lack of sound deadening. While acceptable for a track-focused car like the standard 21C, it’s an annoying oversight on a road car like the VMax. The constant noise becomes especially jarring after hours behind the wheel. I understand weight is the enemy of performance, but how much does sound-deadening material weigh? Twenty or twenty-five pounds? Google AI suggests anywhere from 10 to 50 pounds. Perhaps just 10 pounds of the stuff, then? It would make a significant overall improvement. Pushing the Limits We eventually reached some proper California canyon roads, allowing me to fully experience the Czinger 21C VMax. Just as quickly as my right foot pressed the throttle, my left foot found the brake pedal. I’ve driven EVs with this much power, but there’s no substitute for the sensation of internal combustion and the visceral response of the V8. I’ve driven the Ferrari F80, which makes similar power but with less electric assistance. The Czinger is a different breed of accelerative beast. For the first time in my career, I can say this: this car might be too much for public roads. I hate typing that, but every time I accelerated, the braking zone appeared almost instantly. It felt like the car was bending the road rather than driving on it. Yes, I’m loath to admit it, but in this singular case, the Czinger VMax on 91-octane gas is simply too much. I should mention that it corners beautifully and has an astonishing amount of grip. That said, Southern California canyons are larger and faster than the ones we drove through up north. I’d love to experience the VMax on roads