Czinger 21C VMax: The Future of Performance or Just Insane?
For years, the automotive world has buzzed about Czinger, a California startup that’s redefining what a hypercar can be. We’ve been waiting for a chance to get behind the wheel, and when the opportunity arose for a three-day road rally in the 21C VMax, we jumped at it. While the track capabilities of this 1,250-horsepower, 3D-printed machine are certainly impressive, we were more interested in what it feels like when pushed to the limit on real-world roads.
Factory Fresh: Touring a Different Kind of Car Company
To experience the Czinger 21C VMax, we had to visit its home at Divergent Technologies in Southern California. This is where the magic happens—where artificial intelligence and 3D printing combine to create hyper-lightweight, incredibly strong mechanical components.
Entering the facility felt less like a factory tour and more like stepping into a sci-fi movie. Divergent Technologies supplies parts to the Department of Defense, so security is tight, and we needed identification. Once inside, the CEO, Lukas Czinger, gave us a tour that blew our minds. Peering into one of the massive 3D printers was like seeing the future in real-time. Lasers fused aluminum powder into parts that looked like something out of a biological textbook—organic yet incredibly intricate.
Lukas explained that Divergent’s technology reaches “Pareto optimality”—the point where any weight change, up or down, has a negative effect. For example, designing a suspension damper mount isn’t just about strength; it’s about creating the lightest possible shape that can handle the extreme forces. It’s evolution accelerated. Beyond the DOD, nine automotive OEMs use Divergent’s 3D printing expertise. While Aston Martin, Bugatti, and McLaren are public about it, we suspect the Ferrari F80 has similar DNA in its suspension.
Under the Carbon Fiber: A Hybrid Powerhouse
Czinger builds two versions of the 21C: the track-focused 21C and the wingless, long-tailed VMax. For this inaugural Velocity Tour, we were behind the wheel of a silver VMax, embarking on a 500-mile rally through Northern California’s wine country.
The cabin feels more like a cockpit than a greenhouse. Czinger claims it’s like being in a fighter jet, and after experiencing it, we understand why. Glass surrounds you, offering incredible visibility, but getting in and out is a performance piece in itself. You sit with your legs facing out on the massive sill, pull your knees up, and pivot your butt as you tuck your feet into the footwell, all while ducking under the roof.
One reason for those big sills? They’re packed with batteries. The 21C VMax is a hybrid hypercar, with 2.2 kWh of battery power in each sill (4.4 kWh total). This isn’t a plug-in; a motor powered by the mid-mounted V-8 keeps the batteries topped off. These batteries can deliver a staggering 500 horsepower to the front axle, each wheel having its own motor. The heart of the beast is a Czinger-designed 2.9-liter twin-turbo V-8, producing 750 hp on California’s 91-octane premium. Add 100-octane race fuel, and that jumps to 850 hp. Czinger is also exploring ethanol fuel, which they say will unlock even more power—we predict a 10 percent bump.
Power is sent to the rear wheels via an Xtrac single-clutch automated sequential gearbox. This is similar to the Xtrac unit in the Pagani Utopia, but Czinger takes it further. They 3D-print the transmission case and use small 48-volt electric motors to execute shifts at lower speeds. This eliminates the “drunken” surging you feel in other automated single-clutch gearboxes. At low speeds, the twin-barrel actuators work perfectly. Pulling into gas stations, restaurants, and hotel parking lots felt almost normal—a remarkable feat for a hypercar with this much power.
Track Time: The View From Behind
For the first day, we had a professional driver, Evan Jacobs, in the rear seat to ensure we didn’t bend the $2.5 million machine. However, Jacobs later assured the Czinger team that he was unnecessary, and we were allowed to drive solo for the rest of the rally. We stopped by Laguna Seca for some parade laps, but non-Czinger employees aren’t allowed to drive the VMax on track, even at the limited pace of the rally.
Even if you can’t drive, you should always take the ride, and we squeezed into that bizarre rear seat. If you have big calves or feet, the back seat isn’t comfortable. Our XXL calves were practically wedged between the carbon-fiber tub and seat, and our feet didn’t fit well. However, the visibility through the side glass is incredible. It truly feels like a stunt plane, offering a novel perspective on a track experience we’ve had many times before.
The most impressive hot lap we’ve ever experienced was in the Aston Martin Valkyrie LMH race car, where we felt the blood pool in our extremities under braking. The Czinger VMax now holds the second spot—and remember, Jacobs wasn’t even going full throttle. Even without the massive rear wing, it’s easy to understand how the 21C achieved the “California Gold Rush.” They set five production car track records in five days: Thunder Hill, Sonoma Raceway, Laguna Seca, Willow Springs, and the Thermal Club, driving from each track to the next.
Later, Czinger returned to Laguna Seca to beat its own record, reclaiming the title from a track-special Koenigsegg Jesko Sadair’s Spear. That lap time, a ridiculous 1:22.30, is faster than the fastest MotoAmerica Superbike lap ever recorded at Laguna.
Czinger claims a vehicle weight of approximately 3,600 pounds, which is light for a 1,250-hp hybrid hypercar. For comparison, the Ferrari SF90 Stradale Assetto Fiorano—the highest-performance version of a three-motor, twin-turbo V-8 PHEV with 986 hp—weighs 3,839 pounds. The new Lamborghini Temerario, another three-motor, twin-turbo V-8 with less power, pushes past the two-ton mark at 4,185 pounds.
Now’s a good time to mention that the SF90 and Temerario are the quickest gas-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 unconventional California startup has beaten two Italian legends at their own game. It’s remarkable, especially considering that Southern California isn’t exactly Modena when it comes to supercar manufacturing expertise.
On the Road: A Different Kind of Thrill
The chosen route for the rally consisted mostly of real back roads—tight, winding, and rough. This isn’t the type of asphalt that hypercar dream trips are made of. Plus, we were often following the pack, navigating to lunch and coffee stops, and keeping up with the camera car. At the time, we were a bit disappointed, but in retrospect, we gained insight into what most owners will experience living with a Czinger.
To our surprise, the VMax felt mostly like any other hyper-exotic. Take everything out of your pockets—the seats are tight. Drink your water before you get in—there are no cupholders. Brace yourself for attention—everyone will be looking, following, waving, and revving. Regardless, the Czinger rides much better than we expected. The team deserves applause for not making it overly stiff. Even the air conditioning works well.
If we have one complaint about the everyday driving aspect of the VMax, it’s the noise. We’re not talking about the unique V-8 engine note; we’re referring to the complete lack of sound deadening. It’s great for a track car like the other 21C version but an annoying oversight on a road car. It becomes especially apparent after hours in the car. Yes, weight is the enemy of performance, but how much does sound-deadening foam weigh? Twenty pounds? Twenty-five? Google AI suggests between 10 and 50 pounds. Why not just add 10 pounds? It would improve the overall experience.
Get to the Good Part: Pushing the Limits
We finally hit some proper California canyon roads and got to unleash the Czinger 21C VMax. As quickly as our right foot moved past the throttle pedal’s kickdown point, it was already jumping onto the brake pedal. We’ve driven EVs with this much power, but there’s just so much more weight. We’ve driven the Ferrari F80, which makes about the same power but with less electric help and more gas engine. The Czinger is just a different accelerative species.
This is the first time we’ve ever typed this in our career: This car might be too much for public roads. We hate even typing that, but every time we got on the throttle, the braking zone appeared. It’s like warp drive, like the car is bending the road rather than rolling over it. Yes, we hate admitting it
