Czinger 21C VMax: A Glimpse into Automotive Hyperreality
The quest to experience the Czinger 21C VMax had been a long time coming for the team at MotorTrend. We had been captivated by the audacious claims of a Southern California startup that dared to challenge the established order of hypercar engineering with radical advancements in 3D printing and artificial intelligence. When the opportunity arose for a three-day road rally, the focus wasn’t just on raw performance—though that was certainly a major draw—but rather on exploring the everyday reality of this radical design: a center-steer, tandem two-seater.
While the track performance of the Czinger 21C has garnered significant attention, including a record-shattering California Gold Rush covering five major tracks in just five days, we wanted to understand how this alien-tech machine integrates into the real world. Could a seven-figure, 1,250-horsepower hypercar navigate the scenic, often unforgiving roads of Central and Northern California’s wine country and still feel like a functional, usable machine? The answer, as we discovered, was far more complex and intriguing than we could have imagined.
Factory Fresh: A Tour of the Future
Our journey began at the heart of the operation, the headquarters of Divergent Technologies, the parent company behind Czinger. Stepping through the doors felt less like entering a typical automotive factory and more like crossing the threshold into a sci-fi movie. The requirement for a U.S. passport was the first indication that this wasn’t business as usual. Divergent Technologies supplies advanced manufacturing solutions to the U.S. Department of Defense, and as such, stringent security protocols were in place.
Lukas Czinger, the young CEO of both companies, guided us through a facility that felt light-years ahead of its time. The centerpiece of the operation was one of their massive 3D printers, a breathtaking spectacle of additive manufacturing. Lasers fused powdered aluminum into incredibly lightweight and strong automotive components that resembled intricate bird bones. It was a visceral reminder of how 3D printing technology is revolutionizing the way we design and build everything from aerospace parts to supercars.
Lukas explained that Divergent’s technology has reached what he calls the “Pareto optimal” — the point where any further optimization results in a net negative. For instance, when designing a component like a remote reservoir for a suspension damper, the software iterates through hundreds of thousands of designs to find the optimal balance of strength, weight, and space constraints. It’s a process that mimics natural selection but on an accelerated timeline. In addition to supplying the DOD, nine major automotive OEMs utilize Divergent’s 3D printing and AI-driven design capabilities. While Aston Martin (DBR22 Roadster), Bugatti (Tourbillon), and McLaren (W1) publicly acknowledge their partnership, the control arms on the Ferrari F80 show a striking resemblance to Divergent’s innovations, fueling speculation in the industry.
Under the Carbon Fiber
Czinger produces two distinct versions of the 21C, both sharing the same underlying architecture but catering to different driving experiences. The Czinger 21C itself is the high-downforce, track-focused variant, named for the 21st century. The other version, the one we had the privilege of driving on the Velocity Tour, is the 21C VMax. The VMax sheds the aggressive rear wing of the standard model and features a longer, more aerodynamic tail, making it better suited for road driving while retaining hypercar performance capabilities. Interestingly, the “21C” branding appears nowhere on the car itself; the “VMax” designation signifies its focus on top speed and road use.
The inaugural Velocity Tour was a 500-mile road rally through the picturesque wine country of Central and Northern California. Piloting the silver VMax felt much more like operating a fighter jet than driving a traditional car. The cabin is remarkably snug, with glass surrounding you on all sides, offering unparalleled visibility—a feature that Czinger touts as being akin to being in a jet fighter. While I haven’t had the pleasure of flying an Extra 330LT stunt plane, the resemblance to a cockpit is undeniable.
The reason the sills are so large is functional: they house the batteries for the hybrid hypercar’s electric powertrain. Each sill contains 2.2 kWh of battery power, for a total of 4.4 kWh. This isn’t a plug-in hybrid; a Czinger-designed V-8 engine keeps the pack charged while delivering up to 500 horsepower to the front axle via dual electric motors, one for each wheel. The mid-mounted V-8 engine itself is a marvel of engineering, a 2.9-liter twin-turbo unit that produces 750 horsepower on California’s premium 91 octane fuel. For enthusiasts seeking maximum performance, the car can run on 100-octane race fuel, boosting horsepower to 850. Czinger also plans to introduce an ethanol variant that will produce even more power, although specific figures have yet to be released. We anticipate a roughly 10 percent increase in output with ethanol fuel.
The gasoline engine sends power to the rear wheels through an Xtrac seven-speed automated single-clutch transmission. This gearbox is reminiscent of the one used in the Pagani Utopia, but Czinger takes it to the next level by not only 3D-printing the transmission casing but also integrating small 48-volt electric motors to execute shifts more quickly at low speeds. This innovation effectively eliminates the characteristic “drunken lurch” or surge that plagues other automated single-clutch gearboxes at low speeds. The twin-barrel actuators proved their worth during the rally, making low-speed maneuvers in parking lots and gas stations feel remarkably smooth and almost normal.
Track Time
One of the most memorable parts of the experience was having a professional driver (Evan Jacobs) accompany me for the first day. As is customary with high-end hypercars like those from Bugatti and Pagani, Czinger wanted to ensure the safety of their $2.5 million machine and the driver. Thankfully, after that initial day, Jacobs assured the Czinger team that I was a competent driver, and I was permitted to drive solo for the remainder of the rally.
We made a stop at Laguna Seca for some parade laps, but as is often the case, non-Czinger employees are restricted from driving the VMax on the racetrack, even at the sedate pace of the rally participants. However, even as a passenger in the bizarre rear seat, the experience was unforgettable. The visibility through the side glass was incredible, giving the impression of riding in a stunt plane. This was particularly evident when Jacobs and I managed to convince the Skip Barber Racing School staff to allow him to take the VMax for a couple of “6/10ths” hot laps.
The most exhilarating ride-along I have ever experienced was in an Aston Martin Valkyrie LMH race car, during which I could feel the blood pooling in my extremities under the intense braking G-forces. The Czinger VMax has now claimed the second spot on that list, and remember, Jacobs was not pushing the car to its absolute limit. Even at less than full throttle and without the massive rear wing, it was easy to understand how the standard Czinger 21C managed to achieve the California Gold Rush. This epic feat involved setting five production car track records at five different major tracks—Thunder Hill, Sonoma Raceway, Laguna Seca, Willow Springs, and the Thermal Club—in just five days, driving between each circuit along the way.
Later, Czinger returned to Laguna Seca to not only beat their own record but to reclaim the throne from a track-special Koenigsegg Jesko Sadair’s Spear. The lap time achieved was a staggering 1 minute, 22.30 seconds, a performance that surpasses the fastest MotoAmerica Superbike lap ever recorded at Laguna, which stood at 1:22.56. This achievement further solidifies the Czinger 21C’s position as one of the most capable track machines in the world.
Czinger claims a curb weight of approximately 3,600 pounds, which is remarkably light for a 1,250-horsepower hybrid vehicle. For comparison, the Ferrari SF90 Stradale Assetto Fiorano—the highest-performance version of a three-motor twin-turbo V-8 PHEV that produces less power (986 hp)—weighs 3,839 pounds. The new Lamborghini Temerario, another three-motor twin-turbo V-8 with a lower power output, tips the scales at a hefty 4,185 pounds.
It’s important to note that the SF90 and Temerario are the two quickest 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 proves accurate, the unorthodox California startup has managed to outperform two Italian automotive legends right out of the gate. This is a remarkable feat on its own, but even more impressive considering that while Southern California is known for many things, there isn’t a deep well of supercar manufacturing expertise to draw from. In essence, Los Angeles is hardly the spiritual home of the supercar industry, making Czinger’s achievements even
