The Secret Behind Josslyn’s Unexpected Release. General Hospital Spoilers

Czinger 21C VMax: The Future of Performance or Simply Too Much? For years, the automotive world has watched as Czinger, the hypercar manufacturer based in Southern California, defied convention with every creation. From its pioneering use of 3D-printed chassis components to its radical, center-steer cabin, the Czinger 21C has always felt like something born from science fiction rather than a traditional factory floor. When the opportunity arose to drive the 21C VMax, the company’s latest creation, I anticipated the raw performance and cutting-edge technology. But I didn’t expect to find myself questioning whether this car is simply too much for the real world. My three-day road rally took me through the stunning landscapes of Central and Northern California, a journey that offered more than just a look at the technical prowess of a 1,250-horsepower hybrid behemoth. It was a chance to experience what it feels like to inhabit a machine that pushes the boundaries of what we thought was possible in a production automobile. Factory Fresh: Inside Divergent Technologies To understand the 21C VMax, one must first understand Divergent Technologies, the parent company that engineers Czinger’s proprietary components. Unlike the artisanal craftsmanship found in Modena or Maranello, Divergent operates at the bleeding edge of additive manufacturing. My visit to their factory was a journey into the future of engineering. It’s a place where massive 3D printers work tirelessly, zapping powdered aluminum into complex automotive structures that resemble bird bones—organic, lightweight, and incredibly strong. Lukas Czinger, the young CEO of both companies, explained that their technology aims to achieve “Pareto optimality,” a state where no further improvement is possible without compromising the whole. For example, the design for a simple remote reservoir holder is iterated hundreds of thousands of times until the software finds the absolute strongest and lightest shape for the intended application. This is like evolution on fast-forward, and it’s not just limited to hypercars. While nine automotive OEMs use Divergent for 3D printing automotive parts, only three publicly admit it: Aston Martin, Bugatti, and McLaren. The Ferrari F80’s control arms look suspiciously like they came from Divergent, too. This deep connection to the aerospace and defense sectors ensures that Divergent’s technology is rigorously tested and supremely reliable, even before it graces a hypercar. Under the Carbon Fiber: The 21C VMax vs. The Track Monster Czinger builds two versions of what is essentially the same car: the track-focused 21C and the 21C VMax, the wingless, long-tailed version designed for road use. The VMax is the one I was given the keys to, for the inaugural Velocity Tour, a 500-mile road rally through the wine country of California. The cabin is best described as a canopy rather than a traditional greenhouse. Czinger claims it’s like being in a jet fighter, and after experiencing a ride in an Extra 330LT stunt plane, I can attest to the similarity. Glass is everywhere, barely a foot from your head on either side. While the visibility is phenomenal, the process of getting in and out of the car is, to put it mildly, ridiculous. You sit with your legs facing outward on the massive sill, pull your knees up, tuck your feet into the narrow footwell, and slide your head under the roof—definitely not something you’d want to do after a big lunch. One reason for the massive sills is the extensive hybrid system. The 21C VMax is a hybrid hypercar, and each sill houses a 2.2-kWh battery pack, totaling 4.4 kWh. It’s not a plug-in hybrid; instead, a motor powered by the mid-mounted V-8 engine keeps the pack charged. Those batteries can deliver 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 91-octane fuel. Pour in 100-octane race fuel, and that number jumps to 850 hp. Czinger also developed the gas engine to run on ethanol, which yields even more power, though those figures haven’t been released yet. Power is routed to the rear wheels via an Xtrac single-clutch automated semi-sequential gearbox. Similar to the one used in the Pagani Utopia, Czinger’s version features not only a 3D-printed case but also small 48-volt electric motors that smooth out shifts at lower speeds. This eliminates the drunken, surging feeling common in other automated single-clutch transmissions. The twin-barrel actuators worked as advertised, making maneuvers into gas stations, restaurants, and hotel parking lots feel almost normal. Bravo to the Czinger team for perfecting this detail. Track Time: Navigating the Madness As is common with ultra-high-end hypercars, Czinger assigned a professional driver, Evan Jacobs, to ride shotgun during my first day to ensure I didn’t drive the $2.5 million machine off a cliff. Thankfully, he assured the team I was no threat, and I was allowed to drive solo for the rest of the rally. We stopped by Laguna Seca for some parade laps, but for whatever reason, non-Czinger employees are forbidden from driving the VMax on racetracks, even at the slow pace of the rally. I opted for the ride-along, scrambling into the bizarre rear seat. The first thing to note is that if you have big calves or feet, the rear seat experience isn’t great. My XXL calves were literally wedged between the carbon-fiber tub and the seat, and my feet didn’t fit well either. However, the visibility through the side glass is incredible. Again, it reminded me of a stunt plane and was a novel way to experience a track, something I’ve done more than 1,000 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 impressive ride-along I’ve ever experienced was in an Aston Martin Valkyrie LMH race car, during which I could feel the blood pooling in my extremities under braking. The Czinger VMax is now second, and remember, Jacobs didn’t go full tilt. Even at less than the limit and without the big-downforce rear wing, it was easy to understand how the 21C set five production car track records in five days at Thunder Hill, Sonoma, Laguna Seca, Willow Springs, and the Thermal Club. Czinger later returned to Laguna Seca to not only beat its own record but to reclaim the throne from a track-special Koenigsegg Jesko Sadair’s Spear with a ridiculous 1-minute, 22.30-second lap time—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 incredibly light for a 1,250-hp hybrid. For context, the Ferrari SF90 Stradale Assetto Fiorano—the most powerful version of a three-motor, twin-turbo V-8 PHEV—weighs 3,839 pounds. The new Lamborghini Temerario, another three-motor, twin-turbo V-8 (though with less power) weighs 4,185 pounds. Both the SF90 and Temerario are the fastest production cars MotorTrend has ever tested, making the Czinger’s feat even more remarkable, especially considering its Southern California roots—a region not exactly known for supercar manufacturing expertise. L.A. is not Modena. On the Road: Everyday Life in a Hypercar The chosen route for the rally consisted mostly of true back roads: tight, winding, and often in poor condition. It wasn’t the typical asphalt dream trip for a hypercar, but in retrospect, it provided insight into what most owners will experience living with a Czinger. To my surprise, the VMax felt mostly like any other hyper-exotic. Take everything out of your pockets, as the seats are tight. Drink your water before getting in, as there are no cupholders. Prepare to be stared at, followed, and occasionally heckled by other drivers. Despite the intensity of the car, the ride is much better than I expected; the team deserves applause for not making it overly stiff. Even the air conditioning works well. My only real complaint about the “normal driving” aspect of the VMax is the cabin noise. I’m not talking about the unique V-8 sound, but rather a complete lack of sound deadening. That’s great on a track car, but it’s annoying on a road car. It becomes especially apparent when you’re inside for hours. Seriously, how much does sound-deadening foam weigh? Twenty pounds? Twenty-five? Based on my experience, they could have added 10 pounds without hurting performance and vastly improved the cabin experience. Get to the Good Part: Unleashing the Beast Finally, we hit some proper California canyon roads, and I finally got to open up the Czinger 21C VMax. Just as quickly as my right foot hit the accelerator pedal’s kickdown, it was already slamming onto the brake pedal. I