With its expanded lineup of battery packs and motors, and its well-tuned steering and suspension, the R1S picks up two points for acceleration, one for ride and handling, and one for off-road/towing ability, for a 9 in performance.
All models come with at least two motors, but Rivian has expanded the lineup from last year’s sole model, the Quad-Motor R1S.
How fast is the Rivian R1S?
This year, the Quad-Motor R1S comes with the 135-kwh Large Pack battery, which can reach up to 321 miles on a full charge by Rivian estimates. Those four motors combine to spit out 835 hp and 908 lb-ft of torque, and can knock off 0-60 mph runs in the three-second range. This version gets a full set of drive modes as well: All-Purpose, Snow, All-Terrain, Rally, Drift, Rock Crawl and Conserve. Top speed gets capped at 110 mph.
Dual-Motor models can be equipped with the standard 105-kwh battery pack, and are rated at 260 miles of range. That’s good for 533 hp and a 0-60 mph time of 4.5 seconds. This model offers the first three drive modes, and can be upgraded to the Large Pack or the 149-kwh Max Pack.
The Performance Dual-Motor R1S adds Sport and Soft Sand modes, and drops 0-60 mph time to 3.5 seconds, as fitted with the Large Pack and its 352-mile range. With the available Max Pack, this model tops out at 400 miles on a charge.
All versions scorch pavement by even conventional SUV standards, while Quad-Motors approach and even eclipse SUVs from Mercedes’ AMG and BMW’s M. Copious torque means a two- or three-vehicle pass is just a nudge of the accelerator away. The R1S’s motors induce more noise than other EVs we’ve driven, but it’s not objectionable.
Regenerative braking starts in Standard mode, which applies more than 0.2 g of braking when off-throttle. High mode lifts that to more than 0.3 g, and both can bring the R1S to a complete stop. Friction brakes back up the substantial regen.
Rivian R1S ride and handling
The R1S adopts a double wishbone front suspension and air springs with a multi-link independent rear, as well as a hydraulic roll-mitigation system to reduce body lean in corners. It also has a maximum of nine drive modes, which work with the suspension to increase ground clearance from the usual 11.5 inches to a maximum of 14.9 inches for off-roading and a low of 9.5 inches, which helps with handling and aerodynamic efficiency.
The R1S rides smoothly, even with the available 22-inch wheels. However, it has a relatively short wheelbase—it’s a foot shorter than the R1T in that respect—so it isn’t always as composed as its pickup-truck kin. That’s the reverse of the usual order of things. Here the R1S has more side to side motion and a somewhat more unsettled ride, which can be filtered off by setting the SUV into Sport mode. The stiffer settings and lower ride height iron out imperfections better in it.
R1S off-road capability
Of all those driving modes, five enable the R1S to cruise more effectively on rocks, sand, snow, gravel, and mud. With its increased ride height and the available All-Terrain package, not to mention an on-board air compressor, the R1S can be configured for moderate to challenging off-road driving without third-party accessories. It can clear high obstacles without the worry of damaging a differential or other gas-powered bits, and its immediate torque can be dialed to finely tuned amounts in Rock Crawl mode, for example, for very precise power delivery. Regenerative braking acts as a crawl mode in a low driving ratio in a gas-powered SUV.
On top of that the R1S has a 29.6-degree breakover angle, and 35.6-degree and 34.3-degree approach and departure angles. That puts it in the range with the best of the Jeep and Range Rover SUVs, and it can ford through more than three feet of water. Tow ratings top 7,700 pounds, but battery-powered vehicles experience dramatic range reduction when strapped to heavy loads. Your mileage will vary.
