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Czinger 21C VMax: A Glimpse into the Future of Automotive Engineering For years, the automotive world has watched the evolution of Czinger, a Southern California startup aiming to redefine the supercar landscape. Now, with the introduction of the Czinger 21C VMax, the company has not only delivered a striking hypercar but also an audacious statement about the future of performance. After a three-day driving rally through Central and Northern California, it’s clear that Czinger is charting a bold new course, one that blends radical engineering with blistering performance. Factory Fresh: Where Aerospace Meets Automotive Innovation To understand the Czinger 21C VMax, one must first understand Divergent Technologies, the parent company. This isn’t your typical automotive OEM; Divergent is a technology leader that leverages iterative AI and massive 3D printers to engineer components that are both incredibly light and exceptionally strong. The experience of visiting the factory is a glimpse into a different future. While Divergent serves the Department of Defense (making the requirement for a passport understandable), its automotive impact is just as profound. During the tour, led by young CEO Lukas Czinger, the sophistication of the process was evident. A massive 3D printer whirred to life, zapping powdered aluminum into parts that resembled bird bones. This additive manufacturing approach is not just a novelty; it’s the core of Czinger’s philosophy. Lukas explained that the technology reaches the “Pareto optimal,” a point where even a single gram of material added or subtracted becomes a detriment to performance. Consider a suspension component, like a remote reservoir holder. Using target forces and space constraints, the software iterates through hundreds of thousands of designs to find the strongest, lightest shape. It’s evolution accelerated to its extreme. Beyond the defense sector, nine automotive OEMs utilize Divergent’s 3D printing technology. While manufacturers like Aston Martin (DBR22 Roadster), Bugatti (Tourbillon), and McLaren (W1) publicly acknowledge their collaboration, the Ferrari F80’s control arms are widely suspected to be from Divergent as well. Under the Carbon Fiber: The Czinger 21C Hybrid Architecture Czinger builds two versions of the 21C platform: the track-focused model and the VMax. While the high-downforce version is the namesake 21C, the wingless, long-tailed VMax is the model used for the inaugural Velocity Tour, a 500-mile road rally through California wine country. The center-steer, tandem two-seater configuration immediately sets the Czinger apart. It feels less like a car cabin and more like a fighter jet’s cockpit, with glass positioned inches from your head. Visibility is exceptional, although the ingress and egress are decidedly un-car-like. You must sit with your legs extended, pull your knees up, rotate on your backside, and tuck your feet into the footwell before sliding your head under the roof. It’s a comical process to witness and, frankly, a workout to execute. One reason for the large sills is the 2.2-kWh battery pack housed in each, totaling 4.4 kWh. The VMax is a hybrid, but not a plug-in. A motor powered by the mid-mounted V-8 keeps the pack charged. This battery provides 500 horsepower to the front axle, which features one motor per wheel. The combustion engine is a Czinger-designed 2.9-liter twin-turbo V-8 producing 750 hp on California’s standard 91-octane premium unleaded. Using 100-octane race fuel boosts output to 850 hp. Czinger also notes that ethanol can be used for even higher power, but those figures are yet to be released (though a 10% increase is predicted). The gas engine is mated to an Xtrac single-clutch automated semi-sequential gearbox. Similar to the Xtrac transmission in the Pagani Utopia, Czinger uses additive manufacturing not only for the case but also small 48-volt electric motors to execute shifts at lower speeds. This innovation eliminates the “drunken” surging behavior common in other automated single-clutch gearboxes. Track Time: Experiencing the Acceleration Potential The Czinger 21C VMax is not designed for casual cruising. The center-steer layout dictates a unique driving experience, further emphasized by the company’s decision to pair the press car with a professional driver for the initial stages of the rally. Evan Jacobs, the company’s Head of Driver Relations, ensured safety while providing insight into the car’s capabilities. Thankfully, after proving I could be trusted, I was allowed to drive solo. Our first stop was Laguna Seca for some parade laps. However, non-Czinger employees are not permitted to drive the VMax on racetracks, even at the parade pace of the rally. Nevertheless, I managed to secure a ride in the rear seat. While physically cramped—my calves were literally wedged between the tub and the seat—the visibility was outstanding, reminding me of my ride in an Extra 330LT stunt plane. Jacobs took the wheel for a couple of “6/10ths” hot laps. The most impressive hot lap I’ve ever experienced was riding shotgun in an Aston Martin Valkyrie LMH race car, where I could feel the blood pooling in my extremities under braking. The Czinger 21C VMax now ranks second on that list. Even at reduced speed and without the large-downforce rear wing, the acceleration was astonishing. It’s easy to understand how a track-spec Czinger 21C achieved the California Gold Rush, setting five production car track records in five days and driving between tracks. Later, the VMax returned to Laguna Seca to reclaim the record from a Koenigsegg Jesko Sadair’s Spear, clocking a 1:22.30 lap time—faster than the fastest MotoAmerica Superbike lap ever recorded at Laguna. Czinger claims a vehicle weight of around 3,600 pounds. For a 1,250-hp hybrid hypercar, this is impressive. For context, the Ferrari SF90 Stradale Assetto Fiorano, the highest-performance version of a three-motor twin-turbo V-8 PHEV making 986 hp, weighs 3,839 pounds. The new Lamborghini Temerario, another twin-turbo V-8 with less power, weighs 4,185 pounds. The SF90 and Temerario are the quickest-accelerating gasoline-powered cars MotorTrend has ever tested (Ferrari for 0–60 mph, Lamborghini for the quarter mile). If Czinger’s weight claim holds true, the startup has beaten two Italian legends on its first outing. Considering Los Angeles isn’t known for supercar manufacturing, this achievement is remarkable. On the Road: The Czinger Ride Experience The rally route was a test of endurance and refinement, primarily featuring tight, winding, and weathered asphalt, not the silky smooth pavement often imagined for hypercar trips. Following the pack, navigating to lunch, and driving alongside camera cars provided a realistic experience of what most owners will encounter while living with a Czinger. Surprisingly, the VMax handled road driving like any other hyper-exotic. Guests should expect to empty their pockets, as the seats are tight, and water bottles should be finished before entering, as there are no cupholders. Prepare for constant attention: male drivers aged 16–24 will be staring, following, waving, and revving at you. Despite the performance focus, the Czinger ride is remarkably comfortable. The team deserves applause for not making it overly stiff, and the air conditioning works surprisingly well. My only significant complaint about the daily driving experience is the noise level. The unique sound of the V-8 is not the issue; rather, it’s the lack of sound deadening. This is acceptable on a track car like the 21C but an annoyance on a road car like the VMax. Over several hours, it becomes particularly noticeable. While weight is the enemy of performance, sound-deadening foam weighs only 10–50 pounds—hardly a performance handicap for a car of this caliber. Get to the Good Part: The Exhilarating Velocity Finally, we reached some proper California canyon roads, and I got to open up the Czinger 21C VMax. From the moment I pressed the throttle, the braking zone appeared almost immediately. I’ve driven EVs with similar power, but there’s a weight difference. I’ve driven the Ferrari F80, which has similar power but less electric assistance, and the Czinger is a different beast entirely. This is the first time I’ve ever said this in my career, but I think this car might be too much for public roads. Every time I floored it, the road seemed to shrink. It felt like a warp drive, the car bending the road rather than simply rolling over it. I hate to admit it, but the Czinger VMax on 91-octane gas is simply too much for public roads. It corners beautifully and has incredible grip, but the acceleration is so powerful that the braking zone always appears too soon. I’d love