Update GH Friday, 5/8/2026 Episode (May 8, 2026) | General Hospital Spoilers

Czinger 21C VMax: The Ultimate Hybrid Hypercar Experience The automotive landscape is in a state of perpetual evolution, marked by a relentless pursuit of raw performance, cutting-edge technology, and boundary-pushing design. While electric vehicles (EVs) continue to dominate headlines and production lines, traditional automakers are increasingly incorporating hybrid systems to extract maximum power from combustion engines. Enter Czinger, a Southern California-based startup that is challenging the very definition of a hypercar with its innovative 21C VMax. Czinger is a division of Divergent Technologies, a company renowned for its revolutionary 3D printing technology that utilizes additive manufacturing (also known as 3D printing) to create lightweight, strong mechanical components. This advanced manufacturing approach has been successfully deployed in military applications and commercial OEM vehicle production, notably in the form of Aston Martin, Bugatti, and McLaren. Czinger’s cars are not just high-tech marvels; they are the physical manifestation of the synergy between artificial intelligence and additive manufacturing. Factory Fresh: Inside the Alien-Tech Hypercar The parent company, Divergent Technologies, operates under strict government regulations due to its military contracts. This necessitates stringent identification protocols, which are usually reserved for entry into high-security facilities. Similarly, Czinger builds its cars in a state-of-the-art facility where manufacturing precision borders on the futuristic. The CEO of both companies, Lukas Czinger, gave me a tour of the facility and introduced me to his groundbreaking 3D printing technology. The manufacturing process at Divergent is revolutionary. Instead of traditional molding or casting, the company employs massive 3D printers that fuse powdered aluminum into components that resemble delicate bird bones. This cutting-edge approach achieves “Pareto optimal” design, where a single gram of weight saved or added significantly affects the car’s performance. For example, an engineer can specify a remote reservoir that needs to hold extreme forces; the software iterates hundreds of designs to create the strongest and lightest shape. This is evolutionary technology accelerated by AI. Under the Carbon Fiber: The Czinger 21C VMax Czinger produces two versions of the same car: the track-focused, high-downforce 21C and the wingless, long-tailed VMax. Technically known as the 21C VMax, the VMax name is the only branding on the exterior. For the inaugural Velocity Tour, a 500-mile road rally through Northern California wine country, I had the chance to drive a silver VMax. The cabin of the 21C VMax is less a cockpit and more a canopy, reminiscent of a fighter jet. The glass sits inches from your head, offering an unparalleled sense of immersion and visibility. However, the process of getting in and out is notoriously difficult. You must sit with your legs outside the car, pull your knees up, and tuck your feet into the footwell before sliding your head under the roof. The 21C VMax is a hybrid hypercar, with each side sill containing 2.2 kWh of battery power, totaling 4.4 kWh. The car is not a plug-in hybrid; rather, the combustion engine charges the battery pack. The front axle has two motors that deliver a combined 500 horsepower. The engine is a 2.9-liter twin-turbo V-8 designed by Czinger, producing 750 horsepower on California’s 91-octane fuel. When 100-octane race fuel is used, the horsepower increases to 850. The engine can also run on ethanol, producing even more power, although Czinger has not released the exact figures. The gas engine drives the rear wheels through an Xtrac single-clutch automated semi-sequential gearbox. This transmission, similar to the one used in the Pagani Utopia, is both 3D-printed and enhanced with small 48-volt electric motors that smooth out low-speed shifts. This innovative solution eliminates the lurching and surging typical of automated single-clutch gearboxes at low speeds, making city driving and parking feel almost normal. Track Time: The Insanity of a 1,250-HP Monster For the inaugural Velocity Tour, Czinger included a professional driver, Evan Jacobs, to ensure my safety. While I wasn’t immediately allowed to drive solo, the car was ultimately entrusted to me after Jacobs confirmed my competence. The rally made a stop at Laguna Seca for parade laps, but non-Czinger drivers are restricted from driving the VMax on racetracks, even at the very slow speeds of the rally. However, even as a passenger, the 21C VMax is an incredible experience. The rear seat, however, is cramped, making it uncomfortable for taller drivers with large calves. The visibility from the side windows is spectacular, reminding me of a stunt plane and providing a unique perspective on the track. Jacobs and I managed to convince the Skip Barber Racing School staff to let him take the VMax for a couple of hot laps. The most breathtaking hot lap I have ever experienced was in an Aston Martin Valkyrie LMH race car, where I could feel the blood pooling in my extremities under braking. The Czinger VMax is now a close second, even though Jacobs wasn’t pushing the car to its limit. Even without the aggressive downforce wing, it’s easy to understand how the Czinger 21C achieved the “California Gold Rush,” setting five production car track records at Thunder Hill, Sonoma Raceway, Laguna Seca, Willow Springs, and the Thermal Club in just five days. Later, Czinger returned to Laguna Seca to reclaim the lap record from a track-special Koenigsegg Jesko Sadair’s Spear. The lap time, a stunning 1 minute, 22.30 seconds, is faster than the fastest MotoAmerica Superbike lap ever recorded at Laguna, a 1:22.56. Czinger claims the car weighs approximately 3,600 pounds, which is remarkably light for a 1,250-hp hybrid. For comparison, the Ferrari SF90 Stradale Asseto Fiorano—the highest-performance version of a three-motor twin-turbo V-8 PHEV that only produces 986 hp—weighs 3,839 pounds. The new Lamborghini Temerario, another three-motor, twin-turbo V-8 PHEV, weighs over two tons, at 4,185 pounds. This is remarkable when you consider that the SF90 and Temerario are the two quickest gasoline-powered cars MotorTrend has ever tested. If Czinger’s weight claims hold true, they have beaten two Italian legends. And in a place known for many things, there isn’t a large pool of supercar building expertise in Southern California; L.A. is not exactly Modena. On the Road: The Ultimate Test Drive The route chosen for the rally primarily consisted of narrow, winding, and rough back roads. It wasn’t the smooth pavement usually associated with hypercar road trips. The drive was mostly about following the pack, navigating to lunch and coffee stops, and hanging with the camera car. While it might seem like a disappointment at the time, this experience is actually what most owners will likely face with their Czinger. Surprisingly, the VMax handles almost like any other high-end hypercar. Keep everything out of your pockets, as the seats are snug; drink your water before getting in as there are no cupholders; and brace yourself for constant attention from other drivers, especially men between the ages of 16 and 24. They’ll be waving, revving their engines, and probably yelling friendly obscenities. Despite the weight, the Czinger rides much smoother than I expected; the team deserves applause for not making it overly stiff. The air conditioning works exceptionally well too. The only complaint about driving the VMax in normal situations is the noise level. It’s not the sound of the unique V-8 but rather a distinct lack of sound deadening. While perfect for a track car like the other 21C, it’s an annoying oversight for a road car. It becomes very noticeable during long drives. Yes, weight is the enemy of performance, but how much does sound-deadening foam weigh? Twenty to twenty-five pounds? Google AI says anywhere between 10 and 50 pounds. A mere 10 pounds of that material would make a huge difference. Get to the Good Part Finally, we reached some proper Southern California canyon roads, and I got to unleash the Czinger 21C VMax. As soon as my right foot passed the throttle’s kick-down point, I was already mashing the brakes. I’ve driven EVs with similar power, but they have much more weight. I’ve also driven the Ferrari F80, which has similar power but relies more on gasoline than electric assistance. The Czinger is a different species of acceleration animal. This is the first time I’ve said this in my career: I think this car might be too much for public roads. I hate even 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 over it. Yes, I despise saying it, but in this case, the Czinger VMax with 91-octane gasoline is just too much. I should mention that it corners beautifully and has an incredible amount of grip. All that said, Southern California canyons are bigger and faster than the ones we drove through up north. I would love to drive it on a road like Angeles Crest or Highway 33; it might