The Premium model follows in late 2026 for $53,990. Same 87.9-kilo-watt-hour battery, same 330-mile range, but with 450 hp, 537 pound-feet of torque, and a 4.6-second zero-to-60 time. Dual motor AWD. Then the Standard Long Range model drops in early 2027 at $48,490 with a single rear-wheel drive, 350 hp, and zero-to-60 in 5.9 seconds. The Rivian estimates up to 345 miles on a single charge, making it the furthest on the list, but only by 15 miles.
That all-important Standard model with an attractive price of $45,000 ($10,000 less than the base Volvo EX40, and $5,000 less than the Tesla Model Y Premium AWD) is finally arriving, in late 2027, with a range of about 275 miles. All four crossovers have a native North American Charging Standard (NACS) connector with access to Tesla’s Supercharger network and a 10 to 80 percent charge time of 29 minutes.
But here’s the problem: The first R2s won’t be as good technically as the models that arrive six months later. Why? Rivian’s new processor, the flagship RAP1, a custom 5-nanometer chip that delivers 1,600 TOPS (billion operations per second) that powers its upcoming Gen 3 flagship, won’t ship with R2 models until late 2026. EVs also won’t have a hood initially. So this means that early R2 receivers get Gen 2 hardware, not Gen 3. L2+ autonomy, not L3.
Now, Rivian is at pains to emphasize here that the Gen 2 Performance R2 will be able to drive straight later this year—but would you want that or rather wait a few months for the Level 3 Gen 3s to pack “the most powerful combination of sensors and inference compute in a consumer vehicle in North America,” according to Rivian’s senior vice president of electronics? I know what I will do. I also know what Rivian wants you to do: Ignore this troubling fact and just hand over the much-needed cash. Those sales goals won’t hit them.
You’re Better Than Big Brother
Gen 3 hardware delays aside, Rivian has sprinkled more magic dust over its R2. The Performance version actually beats the base R1S in power and range, despite that much lower price. Yes, the R1S has more space (three rows), and its air suspension can raise it almost 15 inches, and the EV level in the recline (the R2’s 9.6 inches is unchanged), but in almost every other area, the R2 makes a strong argument for the R1S to answer.
A few days outside of Salt Lake City, Utah, I joined the brand’s media drive (Rivian paid WIRED’s travel expenses) and tested the R2 on highways, mountain roads, and some off-road terrain.
The good news is that much of what made the R1 so popular with critics has been retained, improved, or changed here in the R2. The exterior design, for example, is immediately reminiscent of its big brother but smartly it’s not just a slimmed-down version of that EV. The team managed to reduce the size to 185.9 inches while maintaining the essential dimensions, so you get a five-seat SUV that is undoubtedly Rivian but doesn’t feel at all small or cramped compared to seven seats.