In this instance, it was equipped with standard Michelin Pilot Sport 4S tyres and had never previously seen a ‘prepped’ drag racing surface. Rimac test and development driver Miroslav Zrnčević, said: ‘This was our first test on a VHT surface, so we did not know what to expect. At first we were hitting less than expected ¼ mile times than we did on a normal, non-prepped surface in Europe.’
Peak power is rated at a cool 1887bhp and torque at 1741lb ft, generated from four individual ‘Permanent Magnet’ motors in modules that sit on each axle. The two axles are driven from individual single-speed transmissions, but power is still fully variable left-to-right. The motors draw power from a 120kWh lithium-ion battery pack that sits in a T-shaped module between and behind the two seats. Range is predicted to be around the 340-mile mark, and no indication of weight has been revealed.
Like most EVs, braking is dealt with by two systems, with Rimac’s 300kW regeneration capability being the most powerful of any production EV, backed up by a 390mm set of carbon-ceramics discs and six-piston calipers from Brembo. The braking system is entirely by-wire, with a feedback motor built into the hardware designed to merge brake feel from the two systems into one linear response.
While the exterior design does look similar to that of the concept, Rimac has completed a large amount of aero refinement to clean up the shape, while also improving downforce values that are augmented by its active aerodynamic components. These include a moveable grille insert, flaps under the splitter and in the rear diffuser, plus a moveable rear wing. All these operate independently depending on the selected driver mode.
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