Rivian has officially launched the R2, a small, affordable two-row electric SUV. Despite the low price point, the company doesn’t seem to have given up on the new car. Instead, most of the savings seem to have been achieved through more efficient engineering.
Examples of that efficiency can be seen in things like car cables, which have reduced almost two kilometers of cable compared to the R1. Many car systems and chipsets are integrated and compact.
This means the R2 is priced between $44,990 and $57,990. It makes it one of the most affordable electric SUVs on the market. Granted, the sub-$45,000 version doesn’t launch until 2027, but even at the top end, Rivian can’t seem to match the efforts from the likes of BMW and Lucid.
So it looks good on paper. But what is the Rivian R2 like in real life? I recently went out to Utah and experienced the car in person. Here’s what I took away from my time with the Rivian R2.
R2 looks amazing
If you haven’t spent the last few weeks in the cave, you’ve probably noticed the controversy surrounding the Ferrari Luce. Much of that criticism centered on the Luce’s looks, and that look is what happens when you chase aerodynamics above all else.
Aerodynamic performance is very important for an EV. Increase performance while expanding range. But Rivian seems happy to sacrifice a few kilometers if it means the R2 is more pleasing to the eye. This is the right decision, since the seven or so miles the car could get is probably not worth making it look like a mid-range trainer.
Instead, the R2 looks like a classic two-row SUV. It’s boxy and commanding. In short, it looks good. It looks like something you’d enjoy seeing behind your wheel. And it still gets a range of 345 miles on other instruments though.
How does the Rivian R2 drive?
Rivian has completely redesigned the chassis, batteries, and motors in the R2, so you’re looking at a light and efficient car. With the top-level “performance” trim, you’re looking at a Dual-motor AWD system that puts out 656 horsepower and can get the car from 0-60 in just 3.6 seconds. Is it the fastest electric SUV ever made? No. Will you really notice? I don’t see.
During the road test portion of the first drive event, I took the Rivian on some mountain roads. The kind of roads where a mistake will see you put your car on the edge of said mountains, then fall hundreds of meters into the valleys below. So obviously, I wouldn’t push things too much.
I would say that the Rivian felt comfortable at about the speed you would recommend on that type of road. It was also easy enough to push the car over 100 mph on one of the straight sections.
In addition to straightforward performance, ride comfort was also solid. Body roll appears to be minimal, even in most of the curve sections of the route. Regenerative braking and acceleration are both very difficult. Combine these two with spirited driving, and car sickness is a possibility, especially on the aforementioned mountain roads.
Off-road performance is also notable for the Rivian R2
With its all-electric drivetrain, lack of a locking differential, and significant weight, it’s easy to label the R2 as an off-roader. But whether you’re climbing a mountain trail or dodging muddy ruts, the car is surprisingly useful.
During the ride, I was able to get the R2 on parts of the trail that I didn’t think it could. It wasn’t all plain sailing. The open dif meant there were a few times I had to back off and rethink my line. But despite the extra effort, R2 still got there in the end.
Another off-road concern is the battery pack, which seems more than capable of handling the occasional knock. Years of off-road experience have developed a sense of avoiding prominent rocks in me, but it’s refreshing to know I can drive over one without worrying about smashing the sump or differential. 9.6 inches of ground clearance, coupled with approach and departure angles of 25° and 26° respectively, also means that marking rocks or bumps in the terrain is not a problem most of the time.
The interior still feels luxurious
When a manufacturer is looking to cut costs, the interior is often the first thing to suffer. The spec sheets are usually the ones that do the talking, and you can’t really sum up the feel of a seat cover or the quality of a dashboard like a simple illustration.
However, in the R2, Rivian has maintained the quality of its interior. Okay, so the seats are made of “pleather.” But it’s this high-quality faux leather that the company includes on the R1S and R1T. So it’s not a cost-cutting exercise.
There’s a lack of cheap-feeling plastic inside overall. You still get a lot of wood, you still get amazing texture, and I couldn’t see any piano black – which puts it ahead of the six-figure supercars I’ve driven.
The seats are still very adjustable too; Leg room is good, general comfort is impressive with things like available ventilated seats. Overall, Rivian has done a solid job inside the R2. Let’s hope that carries over to the entry-level model set to launch in 2027.
The infotainment system is basic in a good way
Infotainment is an area where many manufacturers are trying to stand out these days. Many opt for dash-height displays, creative HUDs, or other gimmicks designed to take infotainment to the next level. The Rivian has a driver display and a wide central touchscreen. This is not a bad thing. Both screens are well integrated with the interior and are fully functional. The 9-speaker, 2 midwoofer premium audio package also sounds decent enough.
That being said, Rivian’s quality of life and ADAS features appear to be a work in progress. There are promises of a Level 2 self-driving system to compete with Tesla, as well as Level 3 and eventually Level 4 systems. But none of these exist yet. Rivian’s current system works on most roads, but I’d put it behind both Tesla’s FSD and GM’s Super Cruise when it comes to overall performance.
Rivian will also rely heavily on AI going forward. Although the company doesn’t seem to rely on “software as a service” like some of its competitors. You will still be able to purchase self-driving packages as things stand.
Redesigned controls can be hit or miss
Perhaps the most striking feature on the Rivian R2, beyond its small scale, is the “Haptic Halo Wheels” that control everything from the vehicle’s tuning to the car’s infotainment system. There are two things to be aware of when it comes to “Halo Wheels.” The first is the learning curve you will experience when using them.
It is very difficult to choose what you want in the beginning. And, apart from teaching, there are a lot of tasks and gestures that will take time to work. I would estimate that it would take the average R2 owner a few weeks to get hold of the new wheels.
Then, when you have them, the question is, do you like the new system or not? I doubt there is any middle ground, and people will love or hate the controls on the R2. What I will say is that Rivian did a solid job with the wheels themselves. They are made of mechanical steel and are very pleasant to interact with.
In my opinion, it adds more to the car than a bunch of cheap plastic buttons. It really retains that quality feel, as does the overall interior, without the heavy price cuts.
Should you buy the Rivian R2?
The Rivian R2 is available to order now. But should you really buy it? The electric SUV enters the world’s most competitive car segment. Every company seems to want a piece of the $50,000 mid-size SUV pie, with a platform and price point marked as the sweet spot when it comes to American consumer demand.
The BMW iX3 initially looked like it would come in clean, offering impressive value for its price. Then Lucid came along, announced Cosmos, and gave the Germans a real opponent to worry about.
Rivian now looks to have dwarfed both of these companies, while retaining much of the quality that established it as the most desirable, trendy, luxury brand of the last decade. The mid-range, mid-market battle hasn’t really begun yet, but it’s going to take a lot to knock the Rivian R2 off its perch based on what I’ve seen.
