The Rivian R1T and R1S you see above might look pretty much the same as before, but don’t be fooled. Say hello to the “second generation” of Rivian’s electric truck and SUV, a mid-cycle update on the styling front but a comprehensive overhaul of pretty much everything under the skin. After driving the whole “Gen 2” lineup on the roads around Seattle, off-road at DirtFish rally school, and on the drag strip at Pacific Raceways, it’s clear Rivian’s designers and engineers were focused on making the R1 better to drive and nicer to live with on both macro and micro levels.
Updates include more powerful motors, new battery packs, updated safety systems, vastly simplified and more powerful electrical and computer systems, new suspension setups, fancier interiors, redesigned infotainment and even drag strip–ready performance tires. It’s a lot — Rivian says more than 600 components have been changed, and the manufacturing process has been vastly streamlined, too. To learn about all of the new bits, from specs and technical updates to new features and styling tweaks, you can read my full deep dive here. If you want to hear about just how damn fun the Gen 2 R1T and R1S are to drive, keep reading this review.
Full disclosure: Rivian flew me to Seattle to drive the updated R1T and R1S on the lovely roads around the city, off-road at Dirtfish rally school and on the drag strip at Pacific Raceways. I got to speak with engineers and designers at Rivian’s showroom, was fed nicely and put up in a cool hotel in a cool college neighborhood. Rivian gave me a blanket that my cats will love.
All of my on-road driving is in R1S SUVs with the Dual-Motor Performance powertrain and the Large battery pack, which means 665 horsepower and 823 pound-feet of torque, a 0-to-60 time of 3.4 seconds and a max range of 330 miles. It’s more than quick enough for zipping around the city or passing semis on the freeway, and going for the Performance version adds a Sport mode that the base Dual-Motor doesn’t get. Supplanting the discontinued 21s, the range leader is now the 22-inch wheel option, which wears newly developed Pirelli all-season tires that Rivian says also provide more grip than before. You can spec a new 22-inch wheel design with awesome aero disc covers that I think are a must-have.
The biggest update in terms of dynamics is the overhauled suspension setup that aims to fix the outgoing R1S’s choppy ride. Its air suspension has new springs with different spring rates, new dampers and a hydraulic anti-roll system, and depending on spec, you now get three suspension stiffness settings instead of two. The new R1S is more composed and comfortable over rough surfaces and things like expansion joints and manhole covers, and body roll is kept more in check. In the softest setting, it can be a bit too bouncy and floaty, especially for passengers in the third row, but the stiffest setting provides a nicely firm ride without being too punishing and the middle setting is just right for daily driving.
Tweaks to the aerodynamics, drive units and sound deadening have made the cabin a lot quieter, most noticeably in reduced wind noise around the A-pillars and mirrors at highway speeds. The new R1 models have an overhauled suite of driver-assist sensors, with a vastly more powerful computer, 11 super high-def cameras and five radar sensors that can see further and better than before in more challenging situations. The cameras have eight times more megapixels than the crappy old units, which is especially helpful for the blind-spot displays that pop up in the gauge cluster. Rivian’s Highway Assist system acts more natural, responds better to traffic around us and doesn’t require me to take back control as much as it used to, but it does tend to wander around a bit in the lane — though that could be chalked up to Seattle’s twisty highways and messy lane markings.
Some of my favorite updates are to the infotainment system, which is more powerful than before and has totally new graphics inspired by cel-shaded animation. What look like 2D illustrations are actually real-time 3D models powered by Epic Games’ Unreal Engine, with seamless animations when switching between drive modes. The system also has a new font, redesigned menus and useful information pages, and I think it all looks fantastic. Rivian reduced the number of ECUs from 17 to seven and took out 1.6 miles of wiring, reducing complexity while increasing computing power and making the trucks a lot easier to service.
Once we reach DirtFish rally school there are three activities for us to tackle, the first of which is an off-road course with sections for rock crawling and muddy water fording. I first go through the course in a Dual-Motor R1T with the Standard battery, which is now a new lithium-ion phosphate unit offering 270 miles of range and greater efficiency, and the base wheel setup consisting of 20-inch wheels with 33-inch Goodyear Wrangler all-season tires. The course is a cinch; even without the fancier off-road drive modes of the higher-end versions the R1T’s capabilities are so far beyond what most people will encounter on a trail, and it’s both easy and enjoyable to wheel. Rivian’s linear one-pedal regenerative braking takes a lot of the stress out of off-roading, there’s a ton of wheel articulation and the motors always provide the ideal amount of torque and grip to each wheel. I go for a second loop in an R1S wearing the optional 34-inch Pirelli Scorpion all-terrains, which do seem to make the truck slightly more sure-footed on some of the trickier sections.
Next up is a W-shaped dirt track where we’re encouraged to hoon around a Tri-Motor R1S and experience the Rally and Drift modes. The Tri-Motor configuration is a new setup for the Gen 2 models, with one motor at the front axle and a large dual-motor housing at the rear. It puts out 850 hp and 1,103 lb-ft, an increase of 15 hp and 195 lb-ft over the old Quad-Motor models, and the Tri-Motor comes standard with the Max battery pack that provides up to 420 miles of range in the R1T or 410 miles in the R1S. (The Max pack is also standard on the new Quad-Motor now; previously the Quad-Motor only got the Large pack.) Rivian says the Tri-Motor will hit 60 mph in 2.9 seconds, and it offers quicker acceleration when at speed, too.
I start off in Rally mode, which is meant for, well, fast rally-style driving. In this mode, the stability control defaults to a “reduced” setting that allows me to have a lot of fun while still being totally safe and controllable. Small slides are easy to initiate and hold, with a fairly high ceiling before the stability kicks in, and I love being able to feel the rear-axle torque vectoring working as I power out of corners. Switching into Drift mode defaults the stability control to off, though you can put it back into the reduced setting if you want. Drift mode provides more rear torque bias than in Rally mode, allowing for greater slip angle and longer, lairier slides. Though I don’t have the stability control safety net to catch me, it’s way more fun than it ever is scary or stressful, and chaining drifts together through the corners feels effortless.
Finally, I hop in the passenger seat of a Tri-Motor R1S with Max Koff, Director of New Technologies, at the wheel for a high-speed rally course. As he drifts the R1S around tight corners one-handed he tells me how the Gen 2 models are easier to keep on the limit than before, allowing for more playful handling and even greater speeds. It’s frankly absurd how fast the R1S is able to go, and it really feels like a rally car, not a tall SUV. Just one ridealong wasn’t enough, so at the very end of the day when the course is at its muddiest and slipperiest I jump back in the R1S with Max, but this time I sit in the SUV’s third row. While probably not enjoyable for those taller than my 5-foot-9 self or anyone who gets even a little motion sick, I think sitting in the way back is even more fun. There’s nothing like being in the third row as you slide through a muddy hairpin at high speed, and I spend the entire ride laughing my ass off.
The following day we drive out to Pacific Raceways to do Launch mode runs in the updated Quad-Motor R1T and R1S, which now use Rivian’s in-house motors to produce 1,025 hp and 1,198 lb-ft, making them easily the most powerful truck and SUV on the market. Opting for the new Ultra High-Performance tire package adds staggered-width 22-inch wheels wearing Rivian-specific Michelin Pilot Sport S5 tires sized 275/50 up front and 305/45 at the rear, and thusly equipped Rivian says the R1T can hit 60 mph in less than 2.5 seconds and sprint through the quarter-mile in 10.5 seconds. To experience that for ourselves, Rivian has taken over Pacific Raceways’ NHRA drag strip, with the track’s employees prepping it the same way they would for any other type of performance car. In one lane is a black R1S, in the other a blue R1T; both have the Michelins equipped, and Rivian’s engineers have them wrapped in tire warmers between stints.
I’m the first one out on the strip, hopping into the R1T. Using the Launch mode is not only easy but charming. When in Sport mode a checkered flag button appears next to the other chassis controls; press it and a vertical swipe appears that’s similar in style to how you unlock an iPhone, only you’re swiping up on Rivian’s Gear Guard cartoon sasquatch mascot, who leaps into the air. The gauge cluster then goes black, displaying three circles — one for the brake, one for the accelerator and one for the steering wheel. Put your left foot on the brake, your right foot on the accelerator and keep the wheel straight and green rings surround each circle, then turning completely green when the car is ready to launch.
I let off the brake and the R1T spins its tires, rear end shimmying a bit as it finds grip and then rockets ahead. The acceleration is definitely more violent than the old Quad-Motor truck, but it’s still composed and easy to keep in a straight line. On the gauge cluster my 0-to-60 time pops up: 2.89 seconds. The screen also shows the max speed I reached before letting off (80 mph) and the peak G-force (1.12 g), as well as the distance I covered. It’ll also display your 0-to-100 time and quarter-mile time, if you reach those milestones.
On the next round I get in the R1S, which Rivian says is slightly slower to accelerate and harder to launch — blame the R1T’s longer wheelbase and more ideal weight distribution for its better performance. It hops a bit more on launch and has a more pronounced squat, and this time my reaction time isn’t as good, so I hit 60 mph in 3.21 seconds. Still, that’s quick as hell for a big, heavy SUV, and it’s giggle-inducing.
After we all get to do a 0-to-60 run in both vehicles, we break for lunch while the tires get warmed again and the track gets prepped for our quarter-mile runs. Rivian’s PR asks if we’d like to do them head-to-head style, and obviously, we all say yes. I’m determined to beat my earlier time, so I get back into the superior R1T. The speed with which we lift our left foot off the brake is a big factor in achieving the best possible launch, so I try to move my foot as quickly as I can.
This time my launch feels perfect, the warmed-up tires finding grip without drama. The acceleration hits even more intensely, giving me a bit of tunnel vision as the truck rockets past 60, and it continues to pull hard past 100 mph as I approach the end of the strip. Extremely annoyingly I lift a smidge too soon at the finish line, covering only 0.24 mile before letting off, so the truck’s display doesn’t give me my quarter-mile time. But I reached 60 mph in 2.79 seconds and 100 mph in a scant 6.19 seconds, hitting a top speed of 129 mph and 1.18 peak G-force. Not bad at all, but not the best — the quickest 0-to-60 time of the event was achieved by Luke Lynch, Rivian’s Director of Vehicle Dynamics, who clocked a blistering 2.43 seconds at 1.23 g.
There’s a lot more to like than just the improved performance. New headlights have adaptive matrix high beams and a redesigned charge indicator, and customers can now spec dark exterior trim. Tri- and Quad-Motor models have a much more premium interior with Mondrian-esque stitching and plaid floor mats, and there’s a new slate blue color scheme to go along with the new Storm Blue exterior paint color. An electrochromic roof is now optional, there’s configurable ambient lighting, and an improved Premium Audio system has Dolby Atmos capability. A heat pump improves thermal performance, and charging times are slightly better.
The Gen 2 versions of the R1T and R1S are available to order now, with deliveries of Dual-Motor trucks already starting this week (the Tri-Motor will follow this summer with the Quad-Motor coming closer to the end of the year). Including $1,800 for destination, the Dual-Motor R1T with the Standard pack costs $71,700, the same as before, while the same-configuration R1S is $1,000 more. The Tri-Motor is a bit more expensive than the old Dual-Motor Performance with the Max pack, starting at $101,700 for the R1T and $107,700 for the R1S, which seems like the best value out of the bunch so far. Rivian has yet to announce pricing for the Quad-Motor; expect it to carry a price tag of at least $120,000.
Are a lot of Rivian owners going to take their trucks to the drag strip? Probably not. They’re definitely more likely to hoon around in the dirt or snow, but most owners still won’t get close to the R1’s limits or capabilities whether they be on a road or off of one. But it’s the promise of that performance being present that makes the Rivians so appealing, the fact that you can take it to the drag strip or to a rally course if you want, knowing you’ll have a blast on the journey and at the destination. Rivian’s comprehensive updates for 2025 have made the R1T and R1S an even easier sell to all sorts of customers. Whether you’re looking at the total base model or a fully loaded Quad-Motor, it’s hard for me to think of a new vehicle that’s more worth the money than the Gen 2 Rivian R1 lineup.
