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Why the Czinger 21C VMax is a Game Changer: Why 1250 HP, Carbon Fiber and Additive Manufacturing Might Be the Next Big Thing The world of ultra-exclusive hypercars has long been defined by V12 engines, carbon-fiber monocoques, and a level of performance that seems to defy physics. Yet, in the Southern California landscape of modern automotive innovation, a new benchmark has been set. The Czinger 21C VMax isn’t just another 1,250-horsepower hybrid designed to lap a track faster than anything else on the planet; it’s a declaration of war on automotive tradition, powered by additive manufacturing (3D printing) and driven by the audacity to go completely off the grid. MotorTrend readers have long been captivated by the pioneering spirit of Czinger. Back in 2022, founders Kevin and Lukas Czinger joined The InEVitable podcast, hinting at the transformative power of their technology. Now, after years of anticipation, I finally got the chance to drive the 21C VMax on a three-day road rally through Central and Northern California. Sure, a 1,250-horsepower, center-steer, two-seater hypercar is interesting. Everyone wants to know what it’s like to push a 21st-century machine to its absolute limits. But I wanted to know: What’s the everyday experience like on a 500-mile trek? Can you live with this machine when it’s not on a racetrack? Factory Fresh: Step Inside the Future of Automotive Manufacturing I’ve never needed to show my U.S. passport to enter a car factory before, but as you’ll see, Czinger is unlike any other manufacturer. The parent company, Divergent Technologies, utilizes artificial intelligence and industrial 3D printing to produce unbelievably light yet rigid mechanical components. They supply parts to defense contractors—and yes, I saw something that vaguely resembled a rocket. Lukas Czinger, the CEO of both companies, gave me a tour that felt less like a factory visit and more like a glimpse into a sci-fi movie. Watching dozens of lasers fuse powdered aluminum into intricate, bone-like shapes was an incredible sight. It’s the kind of technology that completely redefines what’s possible in automotive engineering. Lukas explained that Divergent’s technology achieves “Pareto optimality,” a state where even a single gram added or subtracted becomes a negative. Imagine needing to build a rear suspension reservoir that must withstand immense force (Y) in a specific space (X). Instead of relying on traditional design methods, their AI-powered software iterates hundreds of thousands of designs until it finds the strongest, lightest shape. It’s evolution on fast forward. Beyond the military applications, nine automotive OEMs utilize Divergent’s 3D-printed parts. Aston Martin (DBR22 Roadster), Bugatti (Tourbillon), and McLaren (W1) publicly acknowledge the partnership, though the Ferrari F80’s control arms certainly look like they came from a Divergent printer. Under the Carbon Fiber: The 21C VMax Hybrid Hypercar Czinger builds two versions of the same vehicle: the high-downforce track monster (the 21C) and the long-tailed, wingless VMax. For the inaugural Velocity Tour, a 500-mile rally through California wine country, I was behind the wheel of the VMax—which technically makes it a 21C VMax, though the name doesn’t appear on the car. The cabin is best described as a canopy rather than a greenhouse. Czinger themselves compare it to a jet fighter, and I can see why. I once rode shotgun in an Extra 330LT stunt plane, and the similarity is striking. There’s glass mere inches from both sides of your head. The visibility is exceptional, but getting in and out is downright ridiculous: You sit with your legs facing out on the massive sill, pull your knees up and swivel your butt to tuck your feet into the footwell, then slide your head under the roof. The reason the sills are so massive is that they house a significant amount of battery power. The 21C VMax is a hybrid hypercar, with 2.2 kWh of battery in each sill (4.4 kWh total). It’s not a plug-in hybrid; a motor powered by the mid-mounted V8 engine keeps the pack topped off. These batteries deliver a staggering 500 horsepower to the front wheels, each driven by its own electric motor. The combustion engine is a Czinger-designed 2.9-liter twin-turbo V8 producing 750 horsepower on California’s standard 91-octane premium fuel. Switch to 100-octane race fuel, and you get 850 hp. Czinger also hints at ethanol capabilities that could push performance even further—we’re predicting a 10% boost there. The gas engine connects to the rear wheels via an Xtrac single-clutch automated semi-sequential gearbox. This gearbox is similar to the seven-speed Xtrac Pagani uses in the Utopia. However, Czinger not only 3D-prints the gearbox housing but also employs small 48-volt electric motors to execute shifts at lower speeds. This eliminates the surging and “drunken” feeling that plague other automated manual transmissions at low revs. The twin-barrel actuators performed flawlessly during the rally, making stops at gas stations, restaurants, and hotel parking lots feel almost… normal. Seriously, bravo. Track Time: The California Gold Rush What never felt normal was the guy sitting behind me. As is common practice with many high-end hypercars, Czinger insisted on having a professional driver, Evan Jacobs, in the passenger seat for the first day to ensure I didn’t drive the $2.5 million car off a cliff. Thankfully, Jacobs later confirmed I was no threat, and I got to drive solo for the rest of the trip. We stopped by Laguna Seca for some parade laps, but Czinger restricts non-employees from driving the VMax on track, even at the brutally slow pace set by the rally. Jacobs and I did manage 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 experience I’ve ever had in the passenger seat was riding shotgun in an Aston Martin Valkyrie LMH race car—I could feel the blood draining from my extremities under braking. The Czinger VMax is now second on that list. Keep in mind, Jacobs didn’t go full tilt. Even at less than the limit and without the massive downforce rear wing, it was easy to understand how the 21C achieved the “California Gold Rush.” Czinger set five production car track records in five days at Thunder Hill, Sonoma, Laguna Seca, Willow Springs, and Thermal Club, driving between each track. Later, Czinger returned to Laguna Seca to not only beat its own record but reclaim the throne from a Koenigsegg Jesko Sadair’s Spear with a ridiculous lap time of 1 minute, 22.30 seconds. That’s faster than the fastest MotoAmerica Superbike lap ever recorded at Laguna (1:22.56). Czinger claims a vehicle weight of approximately 3,600 pounds—remarkably light for a 1,250-hp hybrid. For context, the Ferrari SF90 Stradale Asseto Fiorano—the highest-performance version of a three-motor twin-turbo V8 PHEV (making 986 hp)—weighs 3,839 pounds. The new Lamborghini Temerario (also a three-motor twin-turbo V8 making less power) comes in at a chunky 4,185 pounds. Now is a good time to note that the SF90 and Temerario are the two quickest gasoline-powered cars MotorTrend has ever tested (Ferrari for 0–60 mph, Lamborghini for the quarter mile). If Czinger’s weight claims are accurate, this unconventional startup has managed to beat two Italian legends. That’s impressive on its own but even more so when you consider that while Southern California is known for many things, there isn’t a deep pool of supercar manufacturing expertise. L.A. isn’t exactly Modena. On the Road: Living with a Hypercar The chosen route for the rally consisted primarily of real back roads: tight, winding, lousy pavement. Not exactly the type of asphalt you dream of for a hypercar trip. Plus, there was a lot of pack following, navigating to lunch stops, and hanging with the camera car. I was perhaps a bit disappointed at the time, but in retrospect, what I experienced is exactly what most owners will encounter while living with a Czinger. To my surprise, the VMax was largely like driving any other hyper-exotic. Take everything out of your pockets; the seats are tight. Drink your water before you get in; there are no cupholders. And prepare yourself to be noticed: almost everyone on the road—especially males between 16 and 24—will be staring, following, waving, and revving, likely screaming friendly obscenities. Regardless, the Czinger rides much better than I expected; the team deserves applause for not making it overly stiff. The air conditioning works well, too. My