Driver

Tech Talk with Oliver Eriksson: Underneath the skin of RX2e

Thursday 6th of May 2021

The forthcoming FIA World Rallycross Championship campaign will herald the introduction of an all-new class in the shape of the FIA RX2e Championship – the first-ever FIA electric rallycross championship. As the single-make series’ official test-driver and ambassador, nobody has a better understanding than Oliver Eriksson of just what makes this state-of-the-art car tick.

 

FIA RX2e was launched last summer, and is a joint project between Spanish electro-mobility specialist QEV Technologies and Swedish rallycross powerhouse Olsbergs MSE. The series is set to electrify the international rallycross scene in 2021 – ahead of the World Championship’s switch to electric propulsion next year – and drivers have been unanimous in their praise for the potent four wheel-drive car during pre-season testing.

 

 

 

 

Incorporating two independent powertrains alongside a 30kWh battery – with the motors generating 250kW (335bhp) of power and up to 510Nm torque – feedback has consistently focussed on its instant torque and power delivery, lightning-quick acceleration, excellent balance and stability and cutting-edge on-board technology.

 

The majority of the development testing has been conducted by Eriksson – an accomplished rallycross competitor who was a back-to-back title-winner in FIA RX2e’s combustion-engined predecessor RX2, has made two appearances in World RX and was the highest-scorer in the truncated 2020 Euro RX campaign. Now, the 22-year-old Swede has offered his insights into the cutting-edge features underpinning the new all-electric car’s impressive performance.

 

“First of all, we only have two pedals – no clutch – which is pretty uncommon for a race car,” Eriksson explains. “There is only one gear, so no shifter – we just have the handbrake. I prefer it to be close to the steering wheel, so I can quickly adapt the rotations of the car.

 

“You can adjust everything from torque bias to engine braking bias and the engine braking map via the driver control panel, while the ‘regen’ regenerates power back to the battery, which creates a lot of engine braking. As a driver, you can completely choose how you want that to work; I prefer to use a lot of it, because it helps me to brake into the corners.

 

“The battery is very central in the car because we wanted to optimise weight distribution, and the whole EV motor system is quite compact. The electric motor and the transmission are situated low to the ground and are also very central, and when you put all of that together, it generates a lot of power...”

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