Rivian Reveals Pricing And Trim Details For Its R2 Suv
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Between the antics particular to a certain car company and the industrial chaos that was set off by COVID (then compounded by the invasion of Ukraine) it’s easy to have become cynical about things timelines. And yet, when Rivian showed off a midsize electric vehicle in 2024 and said it would go on sale during the first half of 2026, it meant it: deliveries of the first R2 SUVs will begin this spring.
As a new automaker Rivian often does things its own way, but with the R2 launch it’s ing industry practice and starting with the more superlative version first. That’s the R2 Performance, which starts at $57,990 with the launch package (but not including a $1,495 delivery charge). You get quite a lot of electric SUV for that, however: up to 330 miles (531 km) from a single charge of the 87.9 kWh battery pack, with 656 hp (489 kW) and 609 lb-ft (825 Nm) from the dual motor powertrain. Fast charging takes 29 minutes from 10-80 percent.
The Performance features semi-active suspension, a rear window that drops into the tailgate, an interior with birch accents, heating for the front and rear seats with ventilation for the former as well, a nine-speaker sound system, matrix LED headlights, and some other neat touches the flashlight that lives in the side of the door, similar to the way some cars hide an umbrella there.
The R2 is 185.9 inches (4,722 mm) long, 78.1 inches (1,905 mm) wide, and 66.9 inches (1,699 mm) tall, with a 115.6-inch (2,936 mm) wheelbase.
Rivian
The R2 is 185.9 inches (4,722 mm) long, 78.1 inches (1,905 mm) wide, and 66.9 inches (1,699 mm) tall, with a 115.6-inch (2,936 mm) wheelbase. Rivian
The R2 has 9.6 inches (244 mm) of ground clearance, but you’ll want AWD if you want the all-terrain mode.
Rivian
The R2 has 9.6 inches (244 mm) of ground clearance, but you’ll want AWD if you want the all-terrain mode. Rivian
Rivian has a new HMI—these scroll dials in the wheel are called “Halo wheels.”
Rivian
Rivian has a new HMI—these scroll dials in the wheel are called “Halo wheels.” Rivian
The R2 has 9.6 inches (244 mm) of ground clearance, but you’ll want AWD if you want the all-terrain mode. Rivian
Rivian has a new HMI—these scroll dials in the wheel are called “Halo wheels.” Rivian
Performance and Premium R2s get this two-tone interior.
Rivian
The in-door flashlight storage is cool.
Rivian
The NACS charge port is at the rear of the car, so using legacy Tesla chargers shouldn’t be an issue.
Rivian
You can add Autonomy+ (the automaker’s partially automated driver assist), the tow package (4,400 lbs/1,995 kg), and some other colors as optional extras to the Performance trim; they’re silver by default. The launch package includes a lifetime subscription to Autonomy+ as well as the tow package, plus another optional body color.
In late 2026 the R2 Premium goes on sale at $53,990. This has the same 330-mile range and the same 87.9 kWh battery pack, but generates only 450 hp (355 kW) and 537 lb-ft (728 Nm) from its dual-motor powertrain. The R2 Premium does without the semi-active suspension, arrives on 20-inch instead of 21-inch wheels, and features fewer drive modes, doing without rally, soft sand, and launch modes, but otherwise s its specs with the faster, more expensive R2 Performance.
Single motor in 2027
The single-motor R2s arrive next year, with the $48,490 R2 Standard that uses the same 87.9 kWh battery pack as the AWD R2s. Without a motor for the front axle, the RWD R2 goes a little further: 345 miles (555 km) on a single charge. The motor sends 350 hp ( kW) and 355 lb-ft to the rear axle. Standard R2s come with an all-black interior, and only heat the front seats. The sound system has five speakers instead of nine, there’s no all-terrain drive mode, it rides on 19-inch wheels, and the glass in the rear window doesn’t drop down, so you’ll want a roof rack for your surfboard.
The R2 Standard gets a black interior.
Rivian
The R2 Standard gets a black interior. Rivian
There’s 28.7 cubic feet (812 L) of cargo volume with the rear seats in use or 79.4 cubic feet (2,248 L) with the rear seats flat.
Rivian
There’s 28.7 cubic feet (812 L) of cargo volume with the rear seats in use or 79.4 cubic feet (2,248 L) with the rear seats flat. Rivian
The R2 Standard gets a black interior. Rivian
There’s 28.7 cubic feet (812 L) of cargo volume with the rear seats in use or 79.4 cubic feet (2,248 L) with the rear seats flat. Rivian
There’s a frunk.
Rivian
There’s a frunk. Rivian
Rivian does not offer Apple CarPlay or Android Auto. Will people care they do with GM cars, or will they let it slide they do with Tesla?
Rivian
Rivian does not offer Apple CarPlay or Android Auto. Will people care they do with GM cars, or will they let it slide they do with Tesla? Rivian
There’s a frunk. Rivian
Rivian does not offer Apple CarPlay or Android Auto. Will people care they do with GM cars, or will they let it slide they do with Tesla? Rivian
In late 2027, an R2 Standard with a smaller battery enabling around 265 miles (426 km) goes on sale for $45,000. For now, we don’t know much about that one other than its price.
The R2 SUV is an attractive thing, sharing a lot of its looks with the larger three-row R1S, both inside and out. And a rather clever one, too; Volkswagen Group invested $5 billion in Rivian specifically to gain access to its software-defined vehicle technology and expertise.
An AI assistant will come to Rivian’s in-house infotainment system in a future update, an assistant that runs locally via the magic of edge computing. (OK, it actually said “R2 is outfitted with 200 sparse TOPS of edge AI compute dedicated to the in-cabin experience,” but I really don’t how compute is becoming a noun.) That processing power will also enable Rivian’s Autonomy+. And since this is now Rivian’s fourth product, we can be confident in its ability to deliver the regularly praised cadence of software updates.
Jonathan M. Gitlin Automotive Editor
Jonathan is the Automotive Editor at Ars Technica. He has a BSc and PhD in Pharmacology. In 2014 he decided to indulge his lifelong passion for the car by leaving the National Human Genome Research Institute and launching Ars Technica’s automotive coverage. He lives in Washington, DC.
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Arstechnica.com