The 2022 Rimac Nevera is clearly not a sterile, soulless EV, despite what we may have been expecting. As we slid in, the temperature control system's subtle rumbling gave a plausible sense of an engine in idle.
Was this done on purpose? Although confusing, it seemed to work for us. There was no need for the artificial space-commander theme music you hear in a Porsche Taycan or a BMW i4 as we started moving because the whining of the four motors and their accompanying reduction gears gave off the feeling that the thing was alive. The Rimac's one-piece carbon-fiber chassis connected us to the vehicle like no other EV has thanks to the motor noises coming from all four corners.
The Nevera uses a quad-motor propulsion system with one carbon-sleeved permanent-magnet AC synchronous motor and direct-drive transmission for each wheel to generate an almost absurd 1813 horsepower. (That number is a bit lower than the peak power we've previously published because engineers present at the drive event confirmed that the battery's maximum output is 1877 hp, but the maximum that can reach the motors is only 1813 hp.) While each front motor is capable of producing 295 horsepower and 207 pound-feet of torque, the two rear drive units are capable of producing a whopping 644 horsepower and 664 lb-ft of torque each, resulting in a naturally rear-biased total output for the vehicle. According to reports, the Nevera can accelerate from 0 to 60 mph in 1.85 seconds and complete a quarter-mile in 8.6 seconds. Although those figures were obtained on a prepared drag strip, we don't believe they deviate significantly from what we would measure in the future. Additionally, Rimac asserts a top speed of 258 mph.
With the help of the five drive modes, the actual output can be customized. In range mode, the front motor's full torque is utilized while the rear motor's maximum torque is constrained to 30%. From the perspective of the pavement, that amounts to a split that is almost 50/50 due to the drastically differing torque outputs available at each end. Although the arithmetic says that this mode is substantially front biased, in reality we hardly ever saw the rear power meter light up when we were cruising in Range. And because of the EPA methodology's parsimonious 205-mile range estimate, the Nevera needs all the range assistance it can get.
Front and rear output are capped in Cruise and Sport modes at 70% of their respective maximums. Steering assist and the damping profile of the electronically adjustable dampers provided by KW are what differentiate these two modes. Track mode increases each of those characteristics even more, but more crucially, it releases the brakes so that the motors at each end can operate at their full rated capacity. Then there is Drift mode, which disables the front motors while enabling the driver to fully illuminate the back lights.
The advanced torque vectoring that this quad-motor powertrain has enabled is something that Rimac is rightly very proud of, but in the Cruise and Sport modes, where its ability to read the road and make quick decisions about available grip seemed less developed than our own eyes and local knowledge, we found it wanting. Naturally, caution and a conservative attitude are appreciated given the devastating potential of the 1800+ horsepower available. However, it didn't take much to for the system to object when attempts were made to apply the brakes in corner-exit scenarios that a Hyundai Veloster N would have happily accepted.
Thankfully, there are two more customisable options in addition to the five preset ones listed above. We would utilize these to change the Cruise and Sport settings so that torque vectoring and traction control were permissive like they are in Track mode. But honestly, it would be good if the car weren't nearly so frugal, especially in Sport mode.
On the other hand, the chassis is extraordinary. The front and rear control-arm suspensions bolt directly to its extremely stiff carbon-fiber frame. The front and rear crash structures, which support the bodywork, are the only extras. The enormous 117.0-kWh T-shaped battery pack, a fully stressed chassis member that runs between and behind the seats and seatbacks with additional wings of cells spreading out beneath each occupant's feet but not under their seats, provides additional chassis strength. Because there are no cells under the seat, the seating position may be low, which enables a supercar roofline.
The chassis tuners on the Nevera could have produced a harsh, track-focused vehicle with that level of platform stiffness. The chassis tuning is instead made to be passable on bad roads because this car is meant to be driven on normal roads by regular mortals (albeit incredibly wealthy ones). This mentality is also evident in the tires, which are Michelin Pilot Sport 4S rubber in sizes 275/35ZR-20 up front and 315/35ZR-20 down back. A practical factor is probably also at play here, as a car that weighs 5100 pounds needs tires that contain a little bit more air volume than, say, a set of rubber-band 22s, especially when you take into account the aero downforce at the extremely high speeds it is capable of.
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