If I’ve had a good time and it makes it to the London show without a kerbed wheel, then, that will be the test.
Certainly the driving environment is promising, even in left-hand drive. There are physical controls on the steering wheel, a row of buttons on the centre console and three protruding knobs with two rotary dials on each of them, primarily for adjusting drive options.
This is as it should be, with only lesser-used functions popped on the touchscreen. “They aren’t hidden somewhere in some menu on some screen,” says Renić. “You want to change the mode, it’s there. It’s like two clicks and you’re in Sport mode and you’re in a different car.”
The dihedral doors swing reasonably generously and the sills are low. So too is the driving environment, but visibility is pretty good, so it isn’t intimidating. “That’s one of the things we wanted to nail on,” says Renić. “Regardless of the drive mode, you can drive the car, and it’s never going to feel intimidating, unless you properly press the ‘gas’ pedal.” (I intend to do this too, to a point.)
The Nevera is low for a reason. “The battery [all 120kWh of it] is H-shaped, so that means you have battery in front of your feet, in the central tunnel and in the firewall [behind you],” Renić tells me. “It’s one of the things we decided very early on. If we put the batteries just in the floor of the car, it will be too high and it won’t look like a hypercar any more, so we decided to have this H-shaped battery pack.”