Drew Nearly Drowned, Willow Became The Prime Suspect. General Hospital Spoilers

Czinger 21C VMax Review: The Pinnacle of American Automotive Innovation For decades, the automotive world has been dominated by the titans of Modena and Stuttgart. Yet, nestled in the hyper-saturated market of Southern California, a company has emerged that is redefining the very concept of a hypercar. Czinger, under the helm of its brilliant young CEO, Lukas Czinger, represents a revolutionary convergence of artificial intelligence, advanced manufacturing, and raw performance. After a three-day road rally that took us through the winding roads of Northern California, we emerged with a profound sense of awe, a deep appreciation for what these cars are capable of, and the distinct realization that the Czinger 21C VMax is not just another hypercar—it is a harbinger of automotive evolution. The Genesis of the Machine: 3D Printing and AI as the Architects of the Future Our journey began not at a race track, but at the Czinger facility in Los Angeles. To enter the premises, we were required to present a U.S. passport. This isn’t a routine procedure for a car company; it is a testament to the proprietary nature of Divergent Technologies, the parent company of Czinger. Divergent Technologies is more than just a car manufacturer; it is an aerospace-grade materials science company that applies artificial intelligence to design and fabricate parts for the Department of Defense. While the military hardware was discreetly covered during our visit, one glimpse into the production facility left us breathless. Inside, an arsenal of massive 3D printers worked in unison, zapping powdered aluminum into intricate, organic structures that resembled the fragile bones of ancient birds. Witnessing this process felt less like observing a car factory and more like gaining access to a clandestine operation in the year 2050. Lukas Czinger explained that their methodology is rooted in the concept of “Pareto optimality,” the point where any further optimization becomes counterproductive. For instance, when engineering a rear suspension damper reservoir, the software generates hundreds of thousands of unique designs, each iterated to withstand specific forces while maintaining the lowest possible weight. It is evolution accelerated by algorithms. This groundbreaking technology is not limited to their own vehicles; automotive OEMs such as Aston Martin, Bugatti, and McLaren utilize Divergent’s 3D-printed components, further cementing the company’s position as a leader in additive manufacturing for high-performance applications. The VMax Experience: A Journey into the Jet Fighter Cabin Czinger produces two variants of what is essentially the same platform. The track-focused 21C boasts extreme aerodynamic elements and a high-downforce wing, while the 21C VMax features a sleek, tailless profile designed for maximum top speed. It was the latter we took on a 500-mile journey through California’s wine country, a test that would reveal the true character of this avant-garde machine. The 21C VMax has an ingress and egress process that defies the definition of “user-friendly.” The side sills, thick enough to house batteries, necessitate a contorted seating posture: legs out, knees up, followed by a rotation of the pelvis as one tucks their feet into the confined footwell. Once settled, the cabin feels less like a car interior and more like the cockpit of a jet fighter. With glass positioned less than a foot from each side of the head, the visibility is unmatched, offering a panoramic view of the world flying past. The 21C VMax is a hybrid hypercar, with two 2.2-kWh batteries (totaling 4.4 kWh) housed in the side sills. These batteries power the front axle, delivering a combined 500 horsepower through two independent electric motors. This electric power is complemented by a mid-mounted 2.9-liter twin-turbo V-8 engine, designed in-house by Czinger. On California’s standard 91-octane premium fuel, the V-8 produces 750 horsepower. However, when fueled with 100-octane racing fuel, the output surges to an astounding 850 horsepower. Czinger is also developing an ethanol variant that promises even greater power, although specific figures have not yet been released. The combustion engine drives the rear wheels through an Xtrac seven-speed automated single-clutch transmission. This unit, similar to the one found in the Pagani Utopia, incorporates 48-volt electric motors to smooth out low-speed shifts, eliminating the jarring lurches typical of single-clutch gearboxes. During our journey, the transmission performed flawlessly, making low-speed maneuvers through gas stations, restaurants, and hotel parking lots feel almost disturbingly normal. Track Time: A Dance with the Devil As is common with vehicles in this price bracket, Czinger assigned a professional driver, Evan Jacobs, to ensure the safety of the 21C VMax during the initial leg of our journey. After successfully navigating the winding roads, Jacobs deemed me capable of piloting the car solo, allowing me to experience the full performance capabilities of the machine. We stopped by Laguna Seca for some parade laps, but non-Czinger employees were prohibited from taking the car out on the track, even at the slow pace enforced during the rally. I was invited to ride shotgun as Jacobs put the VMax through its paces at “6/10ths” speed. The most exhilarating ride I have ever experienced was in an Aston Martin Valkyrie LMH race car, where the forces of braking pushed blood to the extremities of my body. The Czinger VMax now holds the second position on that list. Even at sub-limit speeds and without the aggressive rear wing of the standard 21C, it was easy to understand how the Czinger 21C achieved what the brand calls the “California Gold Rush.” In five consecutive days, the 21C set five production car track records at Thunder Hill, Sonoma Raceway, Laguna Seca, Willow Springs, and the Thermal Club, driving between each track to set the new benchmarks. Later, Czinger returned to Laguna Seca to break its own record, reclaiming the top spot from the Koenigsegg Jesko Sadair’s Spear. The resultant lap time of 1:22.30 is faster than the fastest MotoAmerica Superbike lap ever recorded at the track (1:22.56). This feat is even more astonishing when considering the vehicle’s weight. Czinger claims a curb weight of approximately 3,600 pounds, making the 21C VMax significantly lighter than its hypercar rivals. The Ferrari SF90 Asseto Fiorano (986 hp) weighs 3,839 pounds, and the Lamborghini Temerario (less power than the 21C) clocks in at 4,185 pounds. If Czinger’s weight figures hold true, they have managed to outperform these Italian legends, a remarkable achievement given the nascent nature of the Southern California hypercar ecosystem. The Road Ahead: More Power Than Reality Can Handle The route chosen for the rally was a tapestry of technical, winding back roads—not the perfectly paved highways often associated with high-performance driving. While this may not have been the ideal scenario for showcasing the VMax’s top speed capabilities, it provided a realistic assessment of the car’s real-world driving experience. To our surprise, the 21C VMax behaves much like any other hyper-exotic vehicle. Owners must be prepared to empty their pockets (storage is minimal), forgo beverages (no cupholders), and accept that every passerby, especially young men, will be fixated on the vehicle. Despite the extreme nature of the machine, the ride is surprisingly compliant. The suspension is firm but not overly stiff, and the air conditioning works exceptionally well. However, the cabin suffers from a near-complete lack of sound deadening. While this is acceptable for a track-focused vehicle like the 21C, it is a notable oversight in a road-going car like the VMax. After hours in the cockpit, the constant noise becomes draining. While weight is the enemy of performance, one must question the decision to forgo even a minimal amount of sound-deadening foam. The added weight of 10–50 pounds would likely be negligible in the context of a car with 750–850 horsepower, and the improvement in interior comfort would be substantial. When we finally reached the proper winding canyon roads of California, I got the chance to fully unleash the Czinger 21C VMax. The moment my right foot pressed the accelerator, the car responded with such ferocity that the next braking zone appeared almost instantly. Having driven electric vehicles with comparable power, I was still astounded by the VMax’s explosive acceleration, which is compounded by its low weight. It is a different species of accelerative animal compared to the Ferrari F80, which makes similar power but relies less on electric assistance. In that moment, I found myself uttering a phrase I have never used in my career: the Czinger 21C VMax is too much for public roads. The speed at which the car covers ground is so immense that the braking zone is always in sight. It is a machine that warps reality, rather than simply rolling over the road. While I hate to admit it, the 21C VMax on 91-octane gas is simply too much. The car corners beautifully and possesses an immense amount of grip, but the real test lies on faster roads, such as Angeles Crest Highway or Highway 33. It is likely that the VMax is more than enough power for even