Rivian R2 Tested: The Results Are Surprising

The Rivian R2 could become one of the most important vehicles the young American electric automaker has introduced. It takes much of the personality and adventurous character associated with the larger R1S and packages it into a smaller, more approachable electric sport utility vehicle. After extensive testing covering range, acceleration, braking, handling, comfort, technology, interior space, and everyday usability, the R2 shows plenty of promise, although there are a few areas where Rivian still has room for improvement.

At launch, the R2 tested here comes with a heavily equipped launch package. With Glacier White paint and large twenty one inch wheels, the vehicle costs just over sixty thousand dollars including destination charges. That puts it directly into a competitive part of the electric vehicle market where buyers have increasingly strong alternatives.

Range is naturally one of the biggest questions surrounding any new electric vehicle. This version of the R2 carries an Environmental Protection Agency estimated driving range of three hundred thirty miles. The vehicle itself indicated approximately three hundred thirty four miles when testing began with a full battery. However, during a real world driving test combining city streets and highways at an average speed of around forty miles per hour, the R2 traveled three hundred five miles before reaching the end of its available charge.

That result is roughly ten percent below the official estimate. Around three hundred miles remains a useful amount of real world range, but the result becomes more noticeable when the R2 is compared with efficient competitors such as the Tesla Model Y. The Rivian uses a large eighty eight kilowatt hour battery pack, yet the Model Y can travel farther while using a smaller battery.

Weight is another factor. The R2 tipped the scales at just under five thousand pounds. That makes it roughly five hundred pounds heavier than comparable versions of the Model Y. Despite carrying considerable mass, the Rivian demonstrated strong braking performance. From sixty miles per hour, it stopped in one hundred twenty four feet, and repeated braking runs remained remarkably consistent.

The chassis also showed that Rivian has worked hard to make the R2 feel predictable. On a two hundred foot dry skidpad, it generated zero point eighty four G of lateral grip. There is noticeable body movement when pushed hard, but the vehicle remains manageable. With stability control disabled, drivers can even encourage some rotation by carefully applying power, giving the R2 more personality than its upright proportions might suggest.

Acceleration is where the R2 becomes particularly interesting. Its dual electric motors produce more than six hundred fifty horsepower and over six hundred pound feet of torque. Launch control is easy to activate, and once the R2 starts accelerating, its performance quickly becomes obvious.

Testing produced a best zero to sixty miles per hour time of three point seven seconds. That is only zero point one second slower than Rivian’s estimate and also approximately zero point one second behind the tested Tesla Model Y Performance. Considering the R2 has a substantial horsepower advantage, its extra weight likely plays a role in preventing it from beating the Tesla from a standing start.

Where the Rivian separates itself is at higher speeds. Instead of delivering a huge initial hit and then gradually losing urgency, the R2 continues pulling strongly after reaching highway speeds. It carries its acceleration particularly well beyond sixty five or seventy miles per hour and crossed the quarter mile at nearly seven miles per hour faster than the Tesla in the comparison. Its top speed is approximately one hundred thirty miles per hour.

The R2 also introduces a different driving character compared with the larger Rivian R1S. While the R1S uses architecture influenced by truck design, the R2 rides on a unibody platform that behaves more like a conventional modern crossover. That difference is immediately noticeable during acceleration, braking, and cornering.

The R2 feels more planted and controlled than the larger R1S. Rivian has also adjusted the torque distribution to send slightly more power toward the rear. The result is a subtle rear wheel drive character. There is still some understeer when entering a corner aggressively, but applying power at the right moment can help rotate the vehicle.

Steering is relatively light. It may not communicate quite as directly as the steering in the Tesla Model Y, but the R2 remains enjoyable and predictable. More importantly, it does not feel like a large electric vehicle that simply happens to be fast. There is genuine effort behind the way the chassis responds.

Semi adaptive dampers provide firm, normal, and soft settings. The differences between these modes are relatively subtle, but overall ride quality is impressive. Even with the large twenty one inch wheels, the R2 handles potholes and larger road imperfections surprisingly well. Smaller imperfections can create some movement inside the cabin, particularly on rough highways, but the ride never becomes excessively uncomfortable.

Noise isolation is less impressive by electric vehicle standards. Wind and tire noise are more noticeable than they are inside a Tesla Model Y, although the R2 remains relatively quiet compared with many traditional sport utility vehicles.

Drivers can select high, standard, or low regenerative braking. In the strongest setting, lifting off the accelerator can smoothly bring the R2 all the way to a stop. Regeneration is controlled through the accelerator pedal, while pressing the brake pedal engages the physical brakes. The transition feels natural, and the vehicle remains impressively stable when slowing down despite its substantial weight.

Rivian’s hands free driving assistance is another important feature. Unlike some systems that require specifically mapped highways, Rivian’s system can operate when it detects suitable lane markings. It handles lane centering and following distance effectively. Rivian is also developing a more advanced point to point driving system that is expected to work in a manner similar to Tesla’s supervised automated driving technology, although the driver will still need to remain attentive.

Visually, the R2 clearly belongs to the Rivian family. The familiar oval headlight treatment remains, while small details around the body give the vehicle more personality. Rivian lettering and carefully shaped exterior trim help the R2 feel more premium than a basic compact electric crossover.

Its proportions are very different from the Tesla Model Y even though the vehicles occupy a similar overall size category. The R2 has a long, relatively flat hood, large wheels pushed toward the corners, and an upright body. Those proportions also help create useful interior space.

The charging port is positioned toward the rear of the driver’s side and uses the North American Charging Standard connector. This placement is especially convenient when using compatible Tesla Supercharger locations because drivers can back into charging spaces naturally without awkward positioning.

One particularly clever exterior detail is hidden inside the driver’s door. Rivian integrates a removable one thousand lumen flashlight, a small feature that fits perfectly with the company’s outdoor and adventure focused identity.

Inside, the R2 continues Rivian’s clean design philosophy while introducing new controls. Multifunction steering wheel controllers, called halos by Rivian, can rotate, move inward and outward, and respond to horizontal inputs. They can control several functions displayed through the driver’s instrument screen.

The concept is clever, although there is a learning curve. Some inputs can feel complicated, and horizontal commands do not always register perfectly. Still, having direct access to climate and adaptive cruise functions without constantly reaching toward the central display is useful.

Unlike Tesla, Rivian retains a dedicated digital instrument cluster in addition to the central touchscreen. The interface is responsive, graphics are crisp, and Rivian’s navigation system makes finding compatible charging locations relatively straightforward.

There are limitations. Climate vent direction is controlled electronically through the touchscreen rather than through traditional manually adjustable vents. The R2 also does not currently offer Android Auto or Apple CarPlay, meaning owners will rely heavily on Rivian’s own software ecosystem.

The surround view camera deserves praise for its clear, high resolution imagery, and Rivian also integrates a dashboard camera that can record important events while driving.

Materials inside the cabin help the R2 maintain an upscale atmosphere despite its lower position in Rivian’s lineup. Real wood, cloth surfaces, and high quality synthetic leather create a comfortable environment. Some harder plastics are present, but they are generally positioned away from the areas occupants touch frequently.

Storage may be one of the R2’s strongest qualities. There are two glove compartments, folding cup holders, a lower storage bin, an open area suitable for a bag, a center console, multiple Universal Serial Bus Type C connections, and clever front door pockets that open outward slightly to make retrieving items easier.

Rear passenger space is also generous. A passenger measuring approximately five feet eleven inches can sit comfortably with plenty of headroom and legroom, while even someone around six feet four inches can fit without difficulty. Rear passengers receive heated outboard seats, air vents, and charging connections.

A large glass roof gives the cabin an airy feeling while doing an impressive job of reducing heat entering the vehicle. The rear glass can also lower independently, providing quick access to the cargo compartment without opening the entire liftgate.

Cargo capacity is another major advantage. There are nearly thirty cubic feet of room behind the rear seats. Folding them increases capacity to nearly eighty cubic feet. When the front trunk and underfloor storage are included, total available storage rises to just over ninety cubic feet.

One inconvenience is that the forty twenty forty split folding rear seats cannot be lowered directly from the cargo area. Drivers need to move around to the passenger compartment because there are no rear mounted levers or electric switches.

Perhaps the most interesting part of the R2 story is that this expensive, powerful version is only the beginning. A less powerful Premium version is expected to start around fifty five thousand dollars, potentially making it the better balance for many buyers who do not require extreme acceleration.

Then there is the R2 Standard expected in two thousand twenty seven. A single motor version is planned with a starting price around forty five thousand dollars. If Rivian can preserve the interior quality, practicality, design, and overall character of the more expensive model at that price, the Standard could become the most significant member of the R2 family.

The early R2 demonstrates why there is so much attention surrounding Rivian’s smaller electric sport utility vehicle. It is quick, spacious, practical, comfortable, distinctive, and surprisingly entertaining to drive. Its real world range fell short of expectations, its cabin could be quieter, and some of the controls require adjustment, but the overall package feels thoughtfully engineered.

More importantly, the R2 does not simply feel like a smaller and cheaper R1S. It has its own character and potentially a much broader audience. Once the lower priced versions arrive, particularly the approximately forty five thousand dollar R2 Standard, Rivian may have the vehicle capable of bringing the brand to significantly more driveways.