Czinger 21C VMax Review: Where Next-Gen Engineering Meets Extreme Performance
For years, the automotive world has watched Czinger with fascination. Based in Southern California, the company operates at the intersection of advanced engineering and raw automotive insanity. When given the chance to drive the Czinger 21C VMax on a three-day road rally, the opportunity was irresistible. While a track review is inevitable and undoubtedly fascinating, the real question is: what is this center-steer, tandem two-seater like on a 500-mile journey?
Factory Fresh: A Glimpse into the Future of Manufacturing
My trip began at Czinger’s parent company, Divergent Technologies, a facility that feels less like a car factory and more like a secret government lab. Entering requires a U.S. passport, not because of a product recall, but because Divergent supplies parts to the Department of Defense. Though I couldn’t photograph the military hardware (including something that resembled a rocket), the experience was captivating.
Lukas Czinger, the visionary CEO of both companies, gave me a tour. Peeking into the manufacturing floor was like witnessing the future of automotive production. Massive 3D printers fired lasers at powdered aluminum, creating parts that resembled delicate bird bones. This isn’t just a gimmick; it’s Divergent’s patented Iterative Design and Manufacturing (IDM) process.
Lukas explained that their technology targets the “Pareto optimal” point—the threshold where any deviation, up or down, negatively impacts performance. Imagine designing a suspension reservoir bracket; engineers input a specific space constraint and a required strength load. The software then generates thousands of design iterations, effectively fast-forwarding evolution to find the strongest, lightest geometry. Aside from the DOD, nine automotive OEMs utilize Divergent’s 3D-printed technology. While Aston Martin (DBR22), Bugatti (Tourbillon), and McLaren (W1) are publicly confirmed partners, the Ferrari F80’s control arms bear a striking resemblance to Divergent’s creations.
Under the Carbon Fiber: The Technical Blueprint
Czinger offers two distinct versions of the 21C: the high-downforce, track-focused 21C (named after the 21st century) and the wingless, long-tailed VMax. Officially designated the 21C VMax, the name 21C appears nowhere on the vehicle itself. For the inaugural Velocity Tour, a 500-mile rally through California’s wine country, I was assigned a silver VMax.
The term “piloting” is intentionally used here because the cabin feels more like a fighter jet canopy than a traditional car interior. Czinger compares it to a jet fighter, and having experienced an Extra 330LT stunt plane, I can attest to the similarity. With glass just inches from both sides of your head, visibility is exceptional. However, the ingress and egress process is borderline ridiculous. You must sit with your legs extended onto the massive sill, pull your knees up, spin your body, and tuck your feet into the footwell before sliding your head under the roof.
One reason the sills are so substantial is that they house batteries. The 21C VMax is a hybrid hypercar, with each sill containing 2.2 kWh of battery capacity for a total of 4.4 kWh. It’s not a plug-in hybrid; a motor powered by the mid-mounted V-8 keeps the pack charged. These batteries deliver 500 horsepower to the front axle, which utilizes two independent motors. The heart of the VMax is a custom-designed 2.9-liter twin-turbo V-8 engine, producing 750 horsepower on 91-octane premium fuel. With 100-octane race fuel, output increases to 850 horsepower. Czinger is also developing an ethanol version, rumored to push even further, though figures are not yet released.
The combustion engine powers the rear wheels through an Xtrac single-clutch automated semi-sequential gearbox. This unit is derived from the Xtrac seven-speed used in the Pagani Utopia. Czinger goes a step further by 3D-printing the transmission case and incorporating small 48-volt electric motors to smooth out low-speed shifts. This innovation eliminates the lurching sensation common in other automated single-clutch boxes, making low-speed maneuvers—like navigating gas stations and restaurant parking lots—surprisingly manageable.
Track Time: A Ride with a Pro
The most unconventional aspect of the experience was the driver riding behind me for the first day. Following tradition set by ultra-luxury marques like Bugatti and Pagani, Czinger assigned a professional driver (Evan Jacobs) to ensure I didn’t launch the $2.5 million car off a cliff. Thankfully, by evening, Jacobs confirmed I posed no threat and allowed me to drive solo for the remainder of the rally.
We made a planned stop at Laguna Seca for parade laps, but non-Czinger employees are prohibited from driving the VMax on the track, even at the parade pace. Always one to seize an opportunity, I secured a ride in the bizarre rear seat. First impressions: if you have large calves or feet, the rear-seat experience is challenging. My XXL calves were wedged between the carbon-fiber tub and the seat, and my feet barely fit. However, the side visibility is extraordinary, reminiscent of a stunt plane—a novel way to experience a track, even after 1,000 rides in other cars.
Later that day, Jacobs convinced the Skip Barber Racing School staff to let him take the VMax out for a couple of 6/10ths hot laps. The most impressive ride I’ve ever experienced was shotgun in an Aston Martin Valkyrie LMH, where the G-forces pinned my blood to my extremities under braking. The Czinger VMax now holds the second spot on that list, and Jacobs wasn’t pushing the car to its limits.
Even without the downforce-generating rear wing, the VMax offers a glimpse into how the Czinger 21C achieved its legendary “California Gold Rush.” That campaign saw the 21C set five production car track records across five California tracks—Thunder Hill, Sonoma Raceway, Laguna Seca, Willow Springs, and The Thermal Club—in just five days, driving between each circuit. Czinger later returned to Laguna Seca to not only beat its own record but reclaim the title from the Koenigsegg Jesko Sadair. The lap time, a staggering 1:22.30, is quicker than the fastest MotoAmerica Superbike lap ever recorded there (1:22.56).
Czinger claims a curb weight of around 3,600 pounds, which is impressively light for a 1,250-horsepower hybrid. For context, the Ferrari SF90 Stradale Asseto Fiorano—the highest-performance version of a three-motor V-8 PHEV making 986 horsepower—weighs 3,839 pounds. The new Lamborghini Temerario, another triple-motor V-8 (making less power, but the comparison stands), tips the scales at 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 (the Ferrari in 0–60 mph and the Lambo in the quarter mile). If Czinger’s weight claim is accurate, this ambitious startup has managed to outperform two Italian legends right out of the gate. This is remarkable on its own, but especially noteworthy considering that Southern California isn’t exactly a traditional hub for supercar manufacturing. In short, L.A. isn’t Modena.
On the Road: Real-World Impressions
The chosen rally route primarily consisted of true back roads. Tight, winding, and rough pavement—not exactly the pristine asphalt that hypercar dream trips are made of. Plus, I spent considerable time following the pack, navigating to lunch and coffee stops, and staying in formation with the camera car. While I might have felt a bit disappointed at the time, in retrospect, I experienced what most owners will likely encounter: real-world use.
To my surprise, the VMax behaved much like any other hyper-exotic. Empty your pockets before getting in—the seats are tight. Drink your water before you leave—there are no cupholders. Prepare for constant attention: nearly everyone on the road, especially males aged 16 to 24, will be watching you, following you, waving, and revving their engines while shouting friendly obscenities. Despite the attention, the Czinger rides better than expected; the team deserves applause for avoiding over-stiffening. The air conditioning works surprisingly well, too.
My only significant complaint about the daily driving experience is the cabin noise. This isn’t the unique sound of the V-8—it’s the complete lack of sound deadening. While perfect for a track car like the other 21C, it’s an annoying oversight in a road car. This becomes particularly noticeable during long drives. Yes, weight is the enemy of performance, but how much does sound deadening foam weigh? Ten to twenty-five pounds? Google estimates between 10 and 50 pounds. Why not add 10 pounds of the stuff? It would improve the overall experience dramatically.
Get to the Good Part: Unleashing the VMax
We finally hit some proper California canyon roads, and I was able to open up the Czinger 21C VMax. As quickly as my right foot pressed the throttle,
