The Rimac C_Two remains on course and in development, despite posing a few challenges to electric automakers Rimac Automobili.
Mate Rimac, the owner of the Croatian company, spoke to Road & Track about the issues surrounding the car's launch and revealed that there are 200 engineers working round the clock to get the electric hypercar ready for production.
Among the problems faced is the weight factor, with the car's weight still above the set target. The company is now looking to replace 222 million chassis inserts with 3D-printed titanium parts that will force costs up by a further $34,000 and they only have two to three months to get it sorted as crash testing is set to begin at the end of that timeline.
The Rimac C_Two is based on the company's exclusive carbon-fiber monocoque chassis, the first of its kind to boast an integrated battery pack. While the battery cells are structured elements, the chassis is a single carbon piece.
The likes of the Porsche 918 and the Bugatti Chiron also use carbon tubs, but with front and rear subframes. Rimac's monocoque has the suspension fixed to the full carbon fiber part that stretches between the rear and front crash structures. According to the company's owner, the Formula 1 people working on it claim to have never seen anything like this before.
Rimac also admitted that his company was faced with the prospect of cutting development costs for the C_Two by 50 percent. Automobili Pininfarina, though, swooped in with a $91 million payment for the C-Two's platform and powertrain for their upcoming Battista supercar. The former states that their electric powertrain, which can deliver almost 2,000 horsepower, can mimic any car's handling power, something which will make it so that both cars will be different enough.
The C-Two, expected to cost $2.1 million per unit, will roll out in 2020 and only 150 of them will be made available.
The car's electric powertrain sees four electric motors come together to produce 1,888 horsepower and 1696 pound-feet of torque, with a 120kWH taking on the power burden.