The Czinger 21C VMax: A Hypercar Built with 3D-Printed Precision and the Spirit of the Apocalypse
The era of mass-produced automotive benchmarks is over. Welcome to the age of the bespoke, the additive, and the outrageously engineered. If you’re looking for the ultimate expression of what hypercars can be when built by engineers who truly think different, you’re looking at the Czinger 21C VMax.
For years, the automotive world has buzzed with rumors about a Southern California startup that dared to challenge the very definition of a hypercar. Now, the Czinger 21C VMax is here, and after spending three days driving it on a winding road rally through the vineyards of Central California, I can tell you this: it is not a car; it is an experience. And it is arguably the most technically ambitious, visually stunning, and profoundly weird vehicle ever conceived.
Factory Fresh: A Glimpse into the Future of Manufacturing
My journey began at Divergent Technologies, the parent company of Czinger. I had to present my U.S. passport to enter the facility, a detail that perfectly encapsulates how different this company is. Divergent isn’t just building cars; it’s pioneering a new way to build anything using artificial intelligence, generative design, and massive additive manufacturing printers. This isn’t the Ferrari-style artisan engineering we’re used to. This is high-tech industrial alchemy.
The parent company supplies parts to the U.S. Department of Defense, which explains the security. I had the chance to tour the facility with CEO and founder Lukas Czinger, and what I saw was nothing short of mind-blowing. Inside one of the massive 3D printers, lasers zapped powdered aluminum into automotive components that looked less like car parts and more like alien skeletal structures. The precision and scale of the operation were awe-inspiring.
Lukas explained that Divergent reaches what they call the “Pareto optimal” stage of design—the point where any slight change in mass (up or down) becomes a net negative for performance. Imagine designing a suspension arm; engineers specify the mounting points and the forces it must withstand. Instead of creating a solid piece of metal, the software generates thousands of intricate, lattice-like shapes that achieve the required strength with minimal weight. It’s like evolution on fast-forward.
Beyond the DOD, nine major automotive OEMs use Divergent’s technology to produce everything from suspension components to chassis elements. While only Aston Martin (DBR22 Roadster), Bugatti (Tourbillon), and McLaren (W1) publicly admit to using it, the design of the control arms on the Ferrari F80 sure look like suspects. This 3D-printing revolution isn’t just a futuristic concept; it’s happening now, and it’s powering some of the world’s most exclusive vehicles.
Under the Carbon Fiber: A Hybrid Hypercar with a Difference
Czinger builds two versions of the 21C. The high-downforce, track-focused 21C (named after the 21st century) and the wingless, long-tailed VMax. The VMax, in particular, has been reimagined as a hypercar designed for the long haul—and it’s that car I was invited to drive on the inaugural Velocity Tour: a 500-mile road rally through California’s wine country.
The name “VMax” speaks for itself: it’s a car built for speed, but the 21C is no ordinary hypercar. The VMax version features a distinctive long tail and no rear wing, which makes it appear sleeker and more refined, perfect for long distances. The cabin feels less like a car and more like a cockpit. Czinger describes it as being in a fighter jet, and they’re not kidding. Imagine having glass less than a foot from either side of your head, offering a panoramic view of the world rushing by.
Getting in and out is a spectacle in itself. You have to sit with your legs facing out on the massive sill, pull your knees up toward your chest, and carefully pivot your body into the tight carbon-fiber seat. Once inside, you pull your head down and slide it under the roof. It’s the exact opposite of a plush leather armchair.
One reason the sills are so wide is to accommodate the battery packs. The 21C VMax is a hybrid hypercar, and each sill contains 2.2 kWh of battery power, totaling 4.4 kWh. It’s not a plug-in hybrid; the car is kept charged by a motor powered by the mid-mounted V-8 engine. This setup allows the car to operate in all-electric mode at low speeds, which is crucial for navigating urban environments and gas stations.
The car is powered by a Czinger-designed 2.9-liter twin-turbo V-8 that produces 750 horsepower on standard 91-octane California gasoline. If you opt for 100-octane race fuel, the power increases to 850 hp. Czinger has also engineered the engine to run on ethanol, which produces even more power, although those specific figures are still under wraps. But the real genius of the VMax lies in its transmission.
The gas engine sends its power to the rear wheels via an Xtrac single-clutch automated semi-sequential gearbox. This transmission is similar to the one Pagani uses in the Utopia, but Czinger has gone a step further. They not only 3D-print the gearbox housing but also use small 48-volt electric motors to execute shifts at lower speeds. This eliminates the jerky, hesitant feel that plagues most automated single-clutch transmissions, making the car surprisingly smooth when maneuvering in parking lots or pulling up to a restaurant. It’s a technical triumph that makes the VMax feel more refined than its outrageous appearance suggests.
Track Time: Racing Against the Limits of Physics
While the 21C VMax is designed for road use, the brand is no stranger to the track. In a feat that redefined automotive benchmarks, a regular production Czinger 21C set five production car track records across five different legendary tracks in California—Thunder Hill, Sonoma Raceway, Laguna Seca, Willow Springs, and The Thermal Club—all in the span of five days.
The team also managed to reclaim the title at Laguna Seca from the Koenigsegg Jesko Sadair, setting a ridiculous lap time of 1 minute, 22.30 seconds. This is faster than the fastest MotoAmerica Superbike lap ever recorded there. The 21C isn’t just fast; it’s a complete package capable of not only incredible acceleration but also record-breaking cornering speeds.
At the Velocity Tour, we stopped by Laguna Seca for some parade laps. However, non-Czinger employees aren’t allowed to drive the VMax on the track, even at the controlled pace we were limited to. I was invited to ride along with professional driver Evan Jacobs in the rear seat, which has been a common practice for high-end hypercars like Bugatti and Pagani.
The rear seat is not for everyone. I have large calves, and they were wedged between the carbon-fiber tub and the seat, making the experience uncomfortable. But the visibility through the side glass was incredible. Again, it reminded me of a stunt plane, and it offered a uniquely novel way to experience a track—something I’ve done more than a thousand times in various cars.
Jacobs and I convinced the Skip Barber Racing School staff to let him take the VMax for a couple of “6/10ths” hot laps. The most impressive hot lap I’ve ever experienced was in the Aston Martin Valkyrie LMH race car, where I could feel the blood draining from my extremities under heavy braking. The Czinger VMax now holds the second spot on that list, and remember, Jacobs wasn’t pushing the car to its absolute limit. Even without the big rear wing of the track-focused 21C, it’s easy to understand how this car is capable of breaking records.
Czinger claims the vehicle weighs around 3,600 pounds, which is impressive for a 1,250-hp hybrid. For context, the Ferrari SF90 Stradale Asseto Fiorano—the most powerful version of a three-motor twin-turbo V-8 PHEV that makes 986 hp—weighs 3,839 pounds. The new Lamborghini Temerario is another three-motor twin-turbo V-8 that weighs a staggering 4,185 pounds. The SF90 and Temerario are among the fastest gasoline-powered cars we’ve ever tested, and to have Czinger beat them with a car that’s lighter and more powerful is remarkable. This is especially true considering that Southern California isn’t exactly a traditional supercar manufacturing hub like Modena.
On the Road: Driving with the Future
The route chosen for the rally was mostly composed of true back roads—tight, winding, and less-than-perfectly maintained asphalt. It wasn’t exactly the manicured, smooth pavement that hypercar dream trips are made of. Plus, there was a lot of following the pack, navigating to stops, and driving alongside the camera car. While I was a bit disappointed at the time, I’ve since realized this is exactly what most owners will experience while living with a Czinger.
To my surprise, the VMax was mostly like any other hyper-exotic. I was constantly reminded to empty my pockets because the seats are tight, and drink my water before getting in
