Update GH Tuesday, 5/19/2026 Episode (May 19, 2026) | General Hospital Spoilers

Driving the Czinger 21C VMax: A Masterclass in Modern Engineering and Aerodynamic Brutalism For years, the automotive world has whispered about Czinger. Born from the radical AI-driven design ethos of Divergent Technologies, this Southern California–based hypercar company represents not just a new pinnacle of performance but a fundamental paradigm shift in how high-performance vehicles are conceived and manufactured. The opportunity to spend three days piloting the Czinger 21C VMax on a winding road rally through Northern California’s wine country was less a test drive and more a firsthand glimpse into the future of the supercar. While the standard Czinger 21C—a track-focused monster with 1,250 horsepower—has captured headlines with its breathtaking lap records, the 21C VMax (which is essentially the wingless version) offers a compelling answer to a critical question: Can a machine built with the latest advancements in additive manufacturing and hyper-lightweight composites transition from a race track to the open road? The Factory Floor: Divergent Technologies and 3D-Printed Exoskeletons My introduction to Czinger began at the company’s headquarters, a facility that feels more like a clean room at a NASA research lab than a traditional automotive assembly plant. To enter, I had to present a U.S. passport—a necessity because Divergent Technologies, the parent company, is a crucial supplier to the Department of Defense (DoD). While the military prototypes remained under wraps, the sheer scale and technological sophistication of the operation were immediately apparent. The core of Divergent’s innovation lies in its mastery of 3D printing. Stepping inside one of the immense printers was like witnessing the evolution of a species happening in fast-forward. Silently, lasers zapped powdered aluminum, building automotive components that bear an uncanny resemblance to intricate bird bones. This is the pursuit of “Pareto optimality,” as explained by CEO Lukas Czinger, where every gram of material is accounted for. The AI generates hundreds of thousands of structural iterations—design after design—until it finds the lightest, strongest possible shape to handle the extreme stresses of a hypercar. This revolutionary process isn’t just reserved for Czinger’s in-house projects. Divergent supplies 3D-printed components to nine automotive OEMs. While Aston Martin, Bugatti, and McLaren publicly acknowledge their use of this technology, the engineering elegance of the Ferrari F80’s control arms certainly suggests that Czinger’s innovation has reached some of the most storied brands in the world. Under the Skin: The 21C VMax’s Powertrain and Chassis Czinger produces two iterations of the 21C. The standard 21C features a substantial rear wing for maximum downforce, while the 21C VMax boasts a long, aerodynamic tail that accentuates its sleek profile. The 21C VMax is a hybrid hypercar, a fact reflected in its unusual design. Instead of traditional doors, the cabin utilizes a canopy-style opening, reminiscent of a jet fighter. The visibility through the glass is extraordinary, though the entry and exit procedure is a ballet of contortions: splayed legs, a raised body, and a head tucked under the roofline. One reason for the prominent side sills is the incorporation of in-sill battery packs. Each side houses a 2.2 kWh power cell, providing a total of 4.4 kWh of electric energy. The car operates as a parallel hybrid, with the mid-mounted Czinger-designed V8 engine serving as a generator for the batteries. The high-revving V8 engine is a 2.9-liter twin-turbo unit, delivering a baseline of 750 horsepower on California’s 91-octane premium gasoline. However, using 100-octane race fuel unleashes the full force of the engine, pushing output to 850 hp. Czinger is also exploring ethanol as a fuel source, which promises even greater power gains, though these figures remain undisclosed. For traction, the front wheels are powered by independent electric motors, capable of delivering 500 horsepower to the road. The rear wheels are connected to the engine via an Xtrac single-clutch automated transmission. While many automated manual gearboxes exhibit a disconcerting surge at low speeds, Czinger employs a unique solution: small 48-volt electric motors that work in tandem with the twin-barrel actuators to execute remarkably smooth shifts at low revs. This technical innovation transforms the experience of navigating urban environments. Pulling into gas stations, restaurants, and hotel parking lots felt surprisingly civilized, a remarkable feat for a 1,250-horsepower hypercar. The Driving Experience: A Blend of Brutality and Balance The most unusual aspect of the Czinger 21C VMax road rally was the constant presence of Evan Jacobs, a professional driver positioned in the rear seat for the first day. Like Bugatti and Pagani, Czinger ensures its extreme machines are in capable hands. Thankfully, after verifying my control over the $2.5 million hypercar, I was allowed to drive solo for the remainder of the journey. We made a stop at Laguna Seca, but non-Czinger employees are prohibited from driving the VMax on the track, even at the languid pace of the rally. I accepted a ride in the rear seat, a position that highlights the unusual proportions of the 21C’s tandem layout. Those with larger calves or feet may find the seating restrictive, as my feet struggled to find comfortable placement against the carbon-fiber tub. However, the visibility through the side windows is exceptional, offering a novel perspective on the track experience, which I have encountered countless times before. We persuaded the Skip Barber Racing School staff to allow Jacobs to take the VMax for a couple of “6/10ths” hot laps. The most impactful ride-along I have ever experienced was in an Aston Martin Valkyrie LMH race car, where the sheer force of the braking compressed my extremities. The Czinger 21C VMax now ranks second on that list. Even at less than track-limit speeds and without the stabilizing effect of the rear wing, it was easy to understand how Czinger accomplished the California Gold Rush. This feat saw the company set five production car track records—at Thunder Hill, Sonoma Raceway, Laguna Seca, Willow Springs, and the Thermal Club—in the span of five days, driving between each circuit for the next record attempt. Later that week, Czinger returned to Laguna Seca to reclaim the throne from a track-special Koenigsegg Jesko Sadair’s Spear. The recorded lap time of 1 minute, 22.30 seconds is faster than the fastest MotoAmerica Superbike lap ever recorded at Laguna, a 1:22.56. This statistic underscores the sheer velocity this car generates. Czinger claims a vehicle weight of approximately 3,600 pounds, which is incredibly light for a hybrid hypercar of this caliber. To provide context, the Ferrari SF90 Stradale Asseto Fiorano—the highest-performance version of a three-motor, twin-turbo V8 PHEV with only 986 hp—weighs 3,839 pounds. The new Lamborghini Temerario, a three-motor, twin-turbo V8 (with even lower power output) pushes the scales past the two-ton mark at 4,185 pounds. While the SF90 and Temerario hold the records for the quickest gasoline-powered cars MotorTrend has ever tested (the Ferrari for 0–60 mph and the Lambo for the quarter mile), Czinger’s weight claim suggests the California startup has managed to outperform these Italian legends right out of the gate. This achievement is all the more remarkable considering that Southern California is not historically recognized as a hub for supercar manufacturing; L.A. is hardly Modena. On the Open Road: A Journey Through Wine Country The route chosen for the Velocity Tour primarily consisted of tight, winding back roads with less-than-perfect asphalt—not the typical environment for a hypercar dream drive. Navigating with the pack, following GPS coordinates to lunch and coffee stops, and constantly interacting with the camera car meant I wasn’t able to drive the VMax at its absolute limit. However, in hindsight, the experience provided a valuable insight into what most owners will encounter in daily use of a Czinger 21C VMax. To my surprise, the VMax behaved much like any other modern exotic supercar. I was quickly reminded to empty my pockets, as the seats are snug, and to drink water before entering, as cupholders are nonexistent. I also became accustomed to the undivided attention of everyone on the road, particularly males between the ages of 16 and 24, who stared, followed, waved, and revved their engines in friendly acknowledgment. What impressed me most was the ride quality. The 21C VMax ride is significantly more compliant than I anticipated, and the Czinger team deserves applause for avoiding an overly stiff chassis. The air conditioning performs admirably. If I have a criticism of the VMax in everyday use, it’s the noise level in the cabin. This isn’t the distinctive roar of the V8, but rather a complete lack of sound deadening. While this might be acceptable on a track-focused version, it’s a noticeable oversight on a road car. It becomes particularly apparent during extended drives. Weight is the enemy of performance, but one must question how