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Croatian electric hyper-vehicle manufacturer Rimac unveiled his vehicle at the Geneva Motor Show in March, but the coronavirus pandemic had other plans.
While the Swiss government imposed a ban on meetings of more than 1,000 Americans just days before the demonstration opened, the marks that added the finishing touches to their stands faced a problematic decision. They can also simply reveal their cars, as Koenigsegg did from the empty Palexpo exhibition park, or they can also close and move home.
Rimac, like all the others, chose the latter. Like other large ones, Rimac learned that the generous release of a more than $2 million hypervehicle would feel toned in the context of a foreign pandemic and a maximum recession probably.
But now, four months later, the company’s apple is about to reveal its moment, a car, recently known as Concept Two, stylized as C_Two.
I recently spoke with Adriano Mudri, Director of Design at Rimac Automobili, about the difficult conditions of designing an all-electric hypervehlyme and its differences with the creation of a vehicle powered by an internal combustion engine (ICE).
“Compared to ICE, there’s a big difference in proportions,” Mudri says. “Our cabin is located one more load in the middle of the vehicle and is never bigger than a friend driven by a large engine block behind the seats. Our energy activity allows it, as it is perfectly distributed in the front and rear.
Rimac’s approach with the C_Two (and that of the related Battista by Automobili Pininfarina), is how the battery isn’t flat in the floor, as with almost all other electric cars. Instead, the T-shaped battery pack runs along the center, where the transmission tunnel of an ICE car would be, then extends widthways behind the cabin, where you’d normally find an engine.
You may think this design compromises the car’s center of gravity, but Mudri says it only increases by more than a millimeter, which is gently charged to minimize the position of the roof and therefore the roof line allows for battery placement.
Mudri explained the concept of Rimac behind the same old battery form: “If you put the battery on the ground, at the end it suggests that you will be sitting consistently since the seat can be constant in the maximum logic of the battery … But since it’s meant to be a two-seater sports car, we don’t prefer to be fooled by a row of seats for a moment. We were looking for as many friends to make the lot as dense as possible and presented an exclusive design for as many friends as possible. for a self-consisting car, not just a skateboard shape in which you should place anything you prefer.
Admitting the shape and location of Rimac’s battery makes the vehicle design a more complicated charge, mudri says: “The ultimate basic shape would have been to make [the battery] deflate. Electric vehicle with Hyconsistent with Autoreason consistent with Shapeance. As soon as the vehicle exceeds 1 meter 20, it cannot be as compact as something like a Mazda Miata [MX-5]. We did it to be in the Hyconsistent segment with vehicle ».
Mass production of an electric vehicle with the Rimac’s T-shaped battery and The Pininfarina Batista would be “much more difficult,” and any larger brand might have difficulty overcoming it. The limited edition of 150 C_Two games makes production viable and successful; the latter is the natural best friend through a seven-figure price.
With new hypermega force cars and mega-coins appearing in one and every month, Rimac has delved into Croatia’s cultural culture, an exclusive design for its exclusive best friend to shape a lopass identity. What they discovered was, in Napoleonic times, a tie, worn through Croatian infantrymen who had become accustomed to dressing up in acircular scarves their necks with an exclusive knot. And so, the two-line look of Rimac’s cars is reminiscent of that tie knot.
“We are looking to be more confidable [than the frame trend of other Croatian brands and sports teams],” Mudri says. “And it gives more intensity to the story.”
Moving in the perspective of the Rimac C_Two, and it’s a 2-half story. Mudri explains: “We have divided the interior into two zones. Maximum logical deception is just for the pleasure of driving and experience.”
This includes a virtual tool currently inside the wheel, a scatter of physical buttons on the guide wheel and a constant of giant rotating buttons, of which Rimac – and Mudri – are proud.
In fact, with the proliferation of heartless touchscreens in all-priced car dashforums, those of the luxury market position struggle to make their formula feel premium. Look at Bentley with his James Bond-flavored swivel board.
Graphics are also replaced and responses increase, but a tracking screen is up to a tracking screen. Rimac uses those rotary buttons to provide anything new and especially friendly, anything tactile that not only feels suitable for a $2 million car, but can also be undeniable to search while driving, a powerful friend at h8 speed.
To this end, Mudri explains: “We were looking to make this virtual vehicle as analogy and palpable as possible, with controls in sight … If you put everything on the touch screen, it just loses its soul. We look to enhance nature and present a rich interaction with the controls you have in the vehicle ».
Below the knobs are the car’s secondary controls for the windows, infotainment, suspension setup, and screens for viewing driving statistics like range and efficiency. It’s a smart layout and one that goes some way to separate Rimac from the me-too touchscreen brigade.
It may seem that an ultra-rare electric hypervehicle wants to focus so much attention on the internal controls to stand out. But the market position for these vehicles is growing, with Pininfarina Batista and Lotus Evija Automobili suggesting veteran Rimac.
With Geneva now as a remote memory, we don’t have much time to master exactly what Rimac has in store for C_Two, and, of course, what’s really called.
I’m a season-and-generation journalist who has written for Wired UK and the BBC, and a great-known hobvia for everything on four wheels.