Driving the Czinger 21C VMax: A 1,250-HP Hybrid Hypercar That Defies Expectations
The Czinger 21C VMax represents the pinnacle of automotive innovation, a seven-figure hypercar born from Southern California’s Divergent Technologies. This hybrid hypercar isn’t just a speed demon; it’s a technological marvel featuring 3D-printed components, an iterative artificial intelligence design process, and a powertrain capable of 1,250 horsepower. MotorTrend took this alien-tech machine on a 500-mile road rally, exploring the unique driving experience of a center-steer, tandem two-seater.
From Silicon Valley to the California Coast: The Genesis of Czinger
For years, MotorTrend had sought to experience the Czinger 21C firsthand. Our founders, Kevin and Lukas Czinger, shared their vision on The InEVitable podcast, and I seized the opportunity to drive the Czinger 21C VMax on a three-day road rally through Central and Northern California’s wine country. While the track performance is undoubtedly compelling, the real question was: what is it like to pilot a center-steer, tandem two-seater on a challenging 500-mile journey? The answer proved to be as extraordinary as the car itself.
Factory Fresh: A Look Inside Divergent Technologies
Visiting the Czinger factory felt less like a corporate tour and more like stepping into the future. The parent company, Divergent Technologies, utilizes cutting-edge artificial intelligence and 3D printing to engineer incredibly light and strong mechanical components. I needed a U.S. passport—a rare requirement for a car manufacturer—because Divergent supplies critical parts to the Department of Defense. While much of the military hardware was shrouded in privacy, the peek inside one of their massive printers was awe-inspiring. More than a dozen lasers fused powdered aluminum into automotive components that resembled delicate bird bones.
Lukas Czinger explained that Divergent’s technology reaches the “Pareto optimal”—the point where a single gram either added or subtracted becomes a negative. For instance, a team might design a suspension damper reservoir to hold a specific weight under specific forces. Using this target, the software generates hundreds of thousands of designs, identifying the strongest and lightest configuration. It’s akin to evolution on fast-forward. Beyond the DOD, nine automotive OEMs leverage Divergent’s 3D-printed components. Notable collaborators include Aston Martin (DBR22 Roadster), Bugatti (Tourbillon), and McLaren (W1), though the Ferrari F80 control arms certainly bear the hallmarks of their technology.
Under the Carbon Fiber: A Hybrid Hypercar Engineered for Extremes
Czinger produces two distinct versions of what is essentially the same platform. The 21C (named after the 21st century) features high downforce and is track-focused, while the wingless, long-tailed VMax offers a more road-friendly configuration. For the inaugural Velocity Tour, a 500-mile road rally through California’s wine country, I found myself at the helm of a silver VMax.
“Piloting” is the precise term, as the cabin feels less like a greenhouse and more like a jet fighter cockpit. While I haven’t personally experienced a jet fighter, I have ridden in an Extra 330LT stunt plane, and the similarity is uncanny. Glass is less than a foot from both sides of your head, offering unparalleled visibility. Getting in and out, however, is a ridiculous affair: sit with your legs facing outward on the massive sill, pull your knees up, pivot your body, and tuck your feet into the footwell before sliding your head under the roof.
The Technological Core: Hybrid Powertrain and Xtrac Gearbox
One reason for the large sills is that they are packed with batteries. The 21C VMax is a hybrid hypercar, with each sill housing 2.2-kWh of battery power for a total of 4.4 kWh. It is not a plug-in hybrid; the motor powered by the mid-mounted V8 keeps the battery charged. These batteries deliver 500 horsepower to the front axle, which features one electric motor per wheel. The Czinger-designed 2.9-liter twin-turbo V8 produces 750 hp on 91-octane premium fuel. When 100-octane race fuel is used, the power jumps to 850 hp. The small but mighty engine is also compatible with ethanol, which could yield even more power, although Czinger has yet to release those figures (we predict a 10% increase).
The gas engine powers the rear wheels through an Xtrac single-speed automated semi-sequential gearbox. This resembles the Xtrac seven-speed gearbox used in the Pagani Utopia, but Czinger not only 3D-prints the transmission case but also uses small 48-volt electric motors to execute faster shifts at low speeds. This eliminates the jolting and surging characteristic of all other automated single-speed gearboxes at low RPM. The twin-barrel actuators perform flawlessly in low-speed scenarios, as I was grateful to discover. Pulling into gas stations, restaurants, and hotel parking lots felt almost normal—a remarkable achievement for a car of this caliber.
Track Time: Pushing the Limits of the Czinger VMax
What never felt normal was the driver sitting behind me for the entire day. Following typical practice with high-end hypercars (Bugatti and Pagani), Czinger included a pro driver (Evan Jacobs) to ensure I didn’t drive the $2.5 million car off a cliff. Thankfully, later that evening, Jacobs assured the Czinger team that I was no threat and could 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 not permitted to drive the VMax on racetracks, even at the intentionally slow pace set by the rally participants.
As I have learned the hard way, even if you can’t drive, experience the ride, and I scrambled into the unusual rear seat. The first thing to note is that if you have large calves or feet, the rear seat experience is not ideal. My XXL calves were 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 provided a novel perspective on riding around a track—something I’ve done more than 1,000 times.
This was particularly true when Jacobs and I convinced the Skip Barber Racing School staff (whose track day we crashed) to let him take the VMax for a couple of “6/10ths” hot laps. The most impressive hot lap I’ve ever experienced was riding shotgun in an Aston Martin Valkyrie LMH race car, during which I could feel blood pooling in my extremities under braking. The Czinger VMax now ranks second, and remember, Jacobs didn’t go full throttle. Even at something less than the limit and without the aggressive rear wing, it was easy to understand how a Czinger 21C achieved what the brand calls the California Gold Rush. This means it set five production car track records—at Thunder Hill, Sonoma Raceway, Laguna Seca, Willow Springs, and the Thermal Club—in five days, driving from each track to the next. Later, Czinger 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. That lap time, a ridiculous 1 minute 22.30 seconds, is quicker than the fastest MotoAmerica Superbike lap ever recorded at Laguna, a 1:22.56.
Czinger claims a vehicle weight of approximately 3,600 pounds, remarkably light for a 1,250-hp hybrid hypercar. To provide 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, another V8 hybrid hypercar with less power, exceeds the two-ton mark at 4,185 pounds.
It’s worth noting that the SF90 and Temerario are the two quickest-accelerating gasoline-powered cars MotorTrend has ever tested (the Ferrari for 0–60 mph and the Lambo for the quarter mile). If Czinger’s weight claim holds true, this unorthodox California startup has managed to outperform two Italian legends from its very first production model. This is remarkable in itself, especially considering that Southern California is not known for having a deep pool of supercar engineering talent. In short, L.A. is not exactly Modena.
On the Road: The Day-to-Day Driving Experience
The chosen route for the rally comprised mostly true back roads—tight, winding, and poorly maintained asphalt, not the kind of tarmac usually associated with hypercar road trips. Furthermore, there was a significant amount of following the pack, navigating to lunch and coffee stops, and keeping pace with the camera car. In retrospect, this was actually beneficial. What I experienced mirrors what most owners will encounter when living with a Czinger.
To my surprise, the VMax drove much like any other hyper-exotic. You must remove everything from your
