Enhanced Performance, Comfort, and Vitality in the 2025 Rivian R1T and R1S models

• Rivian has redesigned the batteries, motors, and body composition of its R1T and R1S vehicles

• This year marks the debut of LFP batteries in the R1 series

• The overhaul might align the R1 line closer with Rivian’s upcoming R2 range

Rivian, based in Seattle, has revealed the reimagined R1 lineup, taking the adventure-oriented brand to new heights with improved efficiency and luxury.

Amidst the iconic silhouette of the Space Needle, I embarked on a journey with various models from this refreshed collection—enough to witness the undeniable strides Rivian has taken in elevating their performance. Concurrently, Rivian is trying to strike a balance between the desires of R1 owners, luxury EV enthusiasts, and the necessities for its survival as a proud American automaker.

Initially, the Rivian R1S electric SUV and R1T electric pickup may appear similar to their predecessors in terms of exterior design and cabin layout. However, almost all internal components and technological aspects have been revamped for the better. Even the underlying body frame has been refined for simpler assembly and reduced weight.

During a comprehensive session with the Rivian experts in Seattle, Green Car Reports delved into how Rivian meticulously addressed almost all the requests from early adopters and introduced several innovative features to attract new buyers.

The 2025 Rivian R1T and R1S: Enhanced with 2, 3, or 4 motors

In their updated versions, the 2025 R1S and R1T will be available with Standard, Large, and Max battery configurations, featuring Dual-Motor, Tri-Motor, and Quad-Motor setups.

Last summer witnessed the launch of Dual-Motor models with new motors developed by Rivian, also deployed in the EDV. The R1 lineup now bids farewell to the previous Quad-Motor layout by integrating two sizes of dual-motor modules equipped with Rivian’s own oil-cooled motors.

These motors are intended for mass production and could potentially support the compact R2 series. Despite their varied setups, they share common winding and magnet properties, with inverter technology developed in-house and shared between the front and rear systems. Rivian advocates a strategy that prioritizes front motors for efficiency while the rear units focus on performance and offer the flexibility to disconnect.

Rivian highlights that the new Tri-Motor models surpass the previous Quad-Motor editions in terms of acceleration. The Quad-Motor setups incorporate two dual-motor modules, with smaller front motors, collectively generating 1,025 hp and 1,198 lb-ft torque in launch mode, enabling 0-60 mph acceleration in less than 2.5 seconds. Tri-Motor variants produce 850 hp and 1,103 lb-ft torque from a similar dual-rear-motor system with a single front motor, achieving a 0-60 mph time of 2.9 seconds. Dual-Motor models are divided into standard and performance versions, with the former delivering 533 hp and 610 lb-ft (4.5 seconds) and the latter offering 665 hp and 829 lb-ft (3.4 seconds).

Externally, these models bear subtle differences. Quad-Motor models feature brake calipers in a fresh Laguna Blue hue, with a discreet “QUAD” emblem on the rear badge, while Tri-Motor variants sport yellow calipers and a yellow badge strip at the rear.

The Tri- and Quad-Motor configurations are structured to augment the rear motors’ power delivery, featuring an 11.7:1 reduction ratio at the rear compared to 9.1:1 at the front. During my experience with launch control in a Quad-Motor model on a dragstrip, these vehicles exhibited exceptional acceleration and sustained high power levels up to higher speeds compared to their predecessors.

Rivian employs a complex torque distribution algorithm that varies depending on the drive mode. In 3-motor models, dual-motor units are located at the rear, while in 4-motor models, they are found both at the front and rear, operating independently to turn their respective wheels. For Dual-Motor and Tri-Motor models at the front, a single motor package works in conjunction with a differential and brake-torque application. Regardless of the configuration, the R1 family can disengage the motors to the front or rear axle as required for traction or efficiency. During light acceleration and most cruising conditions, the R1 predominantly directs power to the front wheels but can send more power to the rear motors when increased acceleration is needed.

The peak tow ratings for the R1T and R1S remain at 11,000 and 7,700 pounds, respectively.

LFP Standard Pack Adopted by R1S and R1T, Featuring Lighter Large and Max Options

Rivian has revamped its battery pack design to achieve weight savings, improve manufacturability, and reduce costs while preserving the architecture that centers around a flat cooling plate nestled between two layers of cells in the Large and Max Packs. The Standard Pack offers 92.5 kWh of usable capacity, the Large Pack provides 109.4 kWh, and the Max Packs maintain a consistent 141.5 kWh.

While the capacities for the Standard and Large packs are lower than those of the 2024 models, Rivian emphasizes that efficiencies have led to starting ranges at 258 EPA miles. Even the Standard Pack variations are anticipated to offer a range of 270 miles, similar to the 106-kWh Standard Pack for Gen 1, underscoring the significant efficiency advances. While final range ratings are pending, Rivian aims for up to 420 miles of EPA range with the Dual-Motor R1T and Max Pack, and up to 410 miles with the Dual-Motor R1S and Max Pack. Rivian asserts that the second-generation R1T will be the most fuel-efficient truck available, a claim that will be validated through real-world usage.

The lineup now features new 22-inch wheels, as opposed to the previous 21-inch options, enhancing aerodynamics with a coefficient of drag as low as 0.297 to optimize range.

The introduction of the heat pump marks a significant milestone. This innovation, now integrated into the entire R1 lineup, enhances real-world range by an average of up to 10 miles and even more in specific scenarios. It enables Rivian to eliminate the conventional resistive heater in favor of a heating element that warms the coolant as needed, while retaining heat within the system.

Moreover, Rivian indicates that, collectively, these efficiency and manufacturability enhancements have resulted in a 15% reduction in the carbon footprint of the R1.

Large Pack and Max Pack variants continue to utilize 2170-format cylindrical cells with NCA (nickel cobalt aluminum) chemistry. The energy density has been improved by approximately 6%. The introduction of long-awaited LFP cells involves large-format pouch cells that are packaged to match the height of the two layers of cylindrical cells, featuring a distinct internal cooling approach. Although Rivian has not disclosed the supplier, company officials mentioned to Green Car Reports that these LFP cells are only marginally less energy dense than the NCA cells.

The new battery-pack architecture by Rivian, an advancement over the previous design, trims weight and complexity. The battery case, cast through high-pressure die-casting for enhanced precision, alone saves 55 pounds, contributing to a total mass reduction of 154 pounds for the entire battery pack assembly, which includes a unified unit housing the battery management system.

Absence of 800V Technology Leads to Limited Charging Enhancements

However, the Gen 2 model doesn’t entirely meet the expectations that Rivian had hinted at in the past. The absence of 800V technology implies a lack of significant boosts in charging capabilities.

approaching. There has been no transition to 800-volt, as recommended by CEO RJ Scaringe years ago for these models during their initial significant update. Rivian has suggested that the R1 series is equipped for bidirectional charging, although details on the implementation timeline remain undisclosed.

Consequently, the charging experience remains largely unaltered. Rivian has prolonged the plateau of the charge curve and made it more even, however, the peak charging capacity for the Large and Max battery packs stays at 220 kw, while the Standard Pack, featuring LFP cells, will top out at 200 kw. A fast charge from 10% to 80% will take between 30-41 minutes, depending on the battery, and the series can gain about 140 miles of range in approximately 20 minutes. Level 2 charging continues to be capped at a maximum of 48 amps (11.5 kw), which does not guarantee a full charge overnight for a Max Pack.

Furthermore, substantial efforts have been made to modernize and simplify the R1’s electrical framework, addressing concerns related to “vampire drain,” while enhancing efficiency and streamlining the supply chain. The system has been completely overhauled—with a more straightforward layout featuring 7 ECUs as opposed to the previous 17, and eliminating 1.6 miles of wiring from the vehicle. Additionally, a mini DC-DC converter has been introduced to help maintain the 12-volt battery at a near-constant charge level and power lower-energy accessories like infotainment and lights.

Outdoor enthusiasts rely on returning to the same charge level, and Rivian now claims leading industry range-loss figures—without Gear Guard, as Gear Guard utilizes cameras and processing units.

R1 lighting synchronizes with your needs

Rivian has not altered the vehicle design or its distinctive lightning emblem. On the contrary, it has enhanced this emblem to be more unique—with cutting-edge headlamps embedded with adaptive-beam technology that Rivian will activate later this year. Initially, the lighting will debut with adaptive cornering capabilities, with adaptive high beam currently in its final certification phase and anticipated to be activated through a future software update.

Apart from the new headlamps, the lightbar along the front end now serves a functional purpose. It contains 10 individual segments of RGB lighting capable of displaying virtually any color, and one of its primary applications is to show the state of charge quickly in percentage. With the headlamps and the new RGB light bar, there is substantial potential for hidden surprises according to the executive.

Rivian’s head of design, Jeff Hammoud, elaborated that these modifications add “considerably more depth” to the overall lighting setup. “It remains distinctly Rivian, we are fond of the look,” Hammoud stated. “It’s challenging to create something that is simple, easy to explain, and iconic, and we are pleased with it and do not intend to deviate from it.”

Moreover, the R1 family’s glass roof has been revamped, offering adjustable tinting and a multi-color interior lighting system.

Rivian’s interface has been further streamlined for ease of navigation, and in renovating its visual representations within the interface, Rivian collaborated with Epic Games and its Unreal Engine. Despite its eye-catching visuals, it remains one of the simplest interfaces available—especially for checking all vehicle systems seamlessly.

In addition to the UI itself, noteworthy details include the new button-triggered electronic door releases (providing a touch of luxury as the manual release remains available) and revisited interior upholstery and surfaces, introducing a plaid-quilted pattern for seats and mats.

Revitalized Rivian R1 driving dynamics: Enhanced luxury

Internally, the R1 series now exudes more luxury than before, focusing not only on features but also on the ride and handling experience.

In this context, once the Gen 2 is in motion—even within urban environments—it’s the primary aspect that draws immediate attention. Rivian has effectively eliminated the rigid, occasionally noisy ride of these models by implementing a smoother tuning across the lineup, without compromising handling and potentially improving it under challenging conditions.

To achieve this, they have heightened the front spring rate and loweredthe posterior spring rate, then implemented a fresh damper tune and new bushings. All editions still operate on air reservoirs, but the reconfiguration is aimed at optimizing performance with the rear-heavy weight and power distribution of these vehicles. 

All the suspension enhancements culminate with the added Rally and Drift modes exclusive to Tri-Motor versions. During a challenging off-road track designed to test the dynamics of the R1S, I noticed a significant disparity between the two modes—which primarily stems from the distinct behavior fine-tuned into the hydraulic roll control. 

Taking the R1T for a spin on a rugged off-road trail showcased its prowess in wheel articulation and overall trail capability. The maximum ground clearance measures 14.6 inches for the R1T and 14.7 inches for the R1S. At the lowest point, the light bar on our R1T was brushing against the water. The R1 trucks have the capability to ford approximately 43 inches of water, so even amidst the heavy rain and deep water crossings, we weren’t anywhere near that limit. 

Rivian R1 notable features: Enhanced Connectivity for Visual and Auditory Experiences

Rivian has also completely overhauled its sensing and driving assistance system. Within the Rivian Autonomy Platform, 11 cameras, five radar modules, and sophisticated AI algorithms collaborate to deliver a 350-degree field of view with eight times the camera resolution of the previous systems, offering greatly improved visibility in adverse weather conditions and difficult lighting scenarios. The standard configurations of this system will include blind-spot monitoring and driver assistance combining active lane control and adaptive cruise control, while an enhanced version of the system will initially introduce a driver-controlled lane change feature and, in the future, a more advanced iteration of the system that is yet to be elaborated upon. 

Rivian is also introducing a new high-end audio system featuring Dolby Atmos, launching with Apple Music integration and Spatial Audio. Rivian Connect+, priced at $14.99 per month, will grant access to Apple Music, along with wifi hotspot capabilities and more. Moreover, any app that supports Google Cast can now stream video content (and audio) entertainment on the display—undoubtedly beneficial during pit stops for charging. However, it’s important to note that Apple CarPlay (or Android Auto) is not supported to fully integrate your smartphone experience within the vehicle. 

Vehicle owners can utilize Apple Wallet on their iPhone or Apple Watch, or on certain Google Pixel devices, to unlock their Rivian or share keys with family or friends—or provide temporary access equivalent to a day pass for their vehicle. 

The rollout of the second-generation R1 lineup kicks off this Friday, June 7, with the 2025 Rivian R1T priced from $71,700 (including $1,800 destination fees) and the 2025 Rivian R1S starting at $77,700. The lineup currently peaks with the Tri-Motor Max Pack versions, commanding $101,700 for the R1T and $107,700 for the R1S. The pricing for the Quad-Motor Max Pack models has not been revealed yet and will be announced later. Rivian is offering them in Adventure and Ascend trims, with specific feature differentiations to be detailed soon. The Dual-Motor and Performance Dual-Motor variants are exclusively available in Adventure trim, while the Tri-Motor and Quad-Motor models are exclusively offered in Ascend trim. 

Meanwhile, the final stages of development are ongoing for Rivian’s R2 lineup—a crucial development for the company’s sustenance. The R2 is expected to share certain motor systems with the R1, but will significantly push the boundaries toward achieving mass-market affordability, profitability, and ensuring the company’s long-term viability. Judging from what has been presented here and the potential it holds for the R1 lineup, there is ample optimism that the company can and will deliver on these promises. 

Rivian graciously provided accommodations in Seattle and wholesome meals to support this review.