In-wheel motors have never been successful in normal road-going cars, for a few reasons. You're going to see lots of scepticism in this discussion as a result.4. A shipment of two in-wheel motors, inverters, and "powerbrain" arrived yesterday shortly from Elaphe Propulsion, still awaiting customs to clear it.
The mass of the wheel and everything that moves with it during suspension travel - called "unsprung weight" - is important to suspension performance and resulting ride and handling. Just putting the mass of the car's motor(s) and distributing it to two or all four of the wheels is a problem for suspension performance.
Without reduction gearing between the motor and the wheels, the motor needs to be very large to produce enough torque to the wheels, making the unsprung mass problem worse. An in-wheel motor with reduction gearing adds substantial weight and complexity. Whether it is a large motor without gearing, or a smaller motor with gearing, this is a problem.
People promoting in-wheel motors often point to the benefit of not needing a jointed axle shaft from inboard-mounted drivetrain to the wheels, but an in-wheel motor requires the power cables go to the wheels, flexing with every suspension movement (and turn, if on a steered axle). In addition, a motor of significant power density (like every production EV motor) also needs liquid coolant hoses.
I assume that the proposed motors are the Elaphe M700. They weigh 23 kg each (including the hub), and require liquid cooling. They also have bearings from a Smart, and apparently the brake from a Smart which is appears to be a drum; this seems unlikely to have sufficient capacity for a DeLorean.