2027 Rivian R2 Initial Drive Evaluation: A Multifunctional Automobile for a Varied Array of Drivers

The 2027 Rivian R2 marks the startup’s venture into a segment dubbed a “blood bath” by another brand’s CEO on The Drivecast a fortnight ago: the compact crossover SUV arena. Starting at $46,485 and peaking at $59,485, featuring over 300 miles of range and an array of desired technology, the R2 sets its sights on models from the Tesla Model Y to the Toyota RAV4.

It takes a lot to leave me speechless—just ask anyone on the team or my spouse. I was amazed after a day spent with the R2. Rivian has managed to achieve an incredible balance of on-road performance and off-road capability within a premium-looking and feeling package—all offered at a competitive price.

Fundamentals 

The Rivian R2 is the successor to the larger R1S. This two-row crossover SUV is more affordable, simpler in some aspects, and (paradoxically) more advanced in others. It also presents Rivian with a chance to delve into the core of the market. In America, the compact crossover SUV represents the most sought-after vehicle type and size, with the Toyota RAV4, Tesla Model Y, and others dominating sales figures. The R2’s length of 185.9 inches makes it just right for the majority of buyers.

At a glance, the R2 might be mistaken for the larger R1S. This is intentional. They share a clear lineage. Rivian’s distinct front and rear lighting is present, though more polished, with vertically oriented headlights that are smaller and shorter. The front fenders showcase Rivian-branded turn signal indicators instead of being integrated into the side mirrors, and there’s no trim around the door glass or roof, creating a seamless, more aerodynamic, and cost-effective design. The glass on the rear doors does not include a fixed panel because the doors are shorter. The charge port is located on the driver’s side rear fender, similar to a Tesla (not a coincidence), instead of being positioned at the front driver-side bumper corner like on the R1S. This reduces the likelihood of damage while also facilitating easier charging at a Tesla Supercharger using its standard NACS port. The rear window of the hatch opens into the tailgate like in a Toyota 4Runner—an outstanding feature. Additionally, the rear wiper is concealed within the tailgate, a first in the industry. These alterations, although minor, are distinct and significant. It embodies Rivian’s identity but remains more compact while still preserving tight overhangs and an SUV-like appearance that avoids any jelly bean resemblance.

Interior modifications occurred from R1S to R2, largely informed by feedback from existing owners. The dashboard remains straightforward, featuring a 12.0-inch digital gauge cluster complemented by a 15.6-inch touchscreen that consolidates most controls. There are two stalks brimming with buttons and knobs for functions ranging from windshield wipers to the (physical) headlight controls, gear selector, and even speed control for adaptive cruise control and Universal Hands Free driver-assist functionality. The steering wheel now includes Halo Wheels, which rotate on an axis, allowing for side-to-side movement, pushing or pulling to manage everything from audio volume and shifting drive modes to altering climate control temperature and fan speed. It seems likely that additional features and controls will be integrated in the future, but as is, it’s an impressive suite of controls from the steering wheel. However, a few aspects are still lacking: actual door handles (the electronic pushbuttons from the R1S remain), much to the disappointment of Editor-In-Chief Kyle Cheromcha, manual air vent controls (still on the touchscreen), and no grab handles on the headliner for those “oh crap” moments.

The dashboard is wrapped in soft-touch materials, with most variants sporting wood trim. The entry-level models will feature cloth trim, which does not feel or appear inferior. Rivian relocated the front speakers to the car’s center, freeing up space in the door panels for large water bottle storage, responding to R1S customer suggestions. Moreover, the R2 includes two glove boxes, a feature absent in the R1S. The wireless charging pad can accommodate two phones and is MagSafe-compatible, functioning as intended during my testing.

The rear seats can be folded in a 40/20/40 configuration, which is uncommon in this class. This feature allows for folding down the rear seat back in segments for various situations and balancing cargo needs. The cargo space includes underfloor storage with enough room for a space-saver spare (available as an extra option), but it won’t accommodate a full-size spare.

What truly impresses is the abundance of space inside, particularly for passengers, alongside the well-designed storage areas. Every R2 features a vast panoramic glass roof that significantly affects headroom, and while it is tinted, it does not possess electrochromatic properties, nor is there a sunshade. Tall individuals will find no issues, and there’s ample space in all directions for all four primary seats. Notably, the rear seats provided generous leg and foot space despite my 5-foot-10 frame sitting behind a 6-foot-1 driver with lengthy legs. The rear sitting position surpasses that of the R1S, primarily due to platform optimization, with a longer seat bottom and 3.8 inches more legroom than the larger R2’s counterpart.

Driving Experience

Initially, every R2 will be the Performance trim, powered by a dual-motor setup featuring Rivian’s Maximus motors at each axle, offering 656 horsepower and 609 lb-ft of torque to all four wheels. This dual-motor system is supported by an 88.0-kWh lithium-ion battery pack with a 400-volt electrical architecture. Rivian claims this results in a 0-60 mph time of 3.6 seconds.

A less potent Premium model will debut later this year, producing 450 hp and 537 lb-ft of torque, utilizing the same battery pack. The 0-60 mph acceleration will take an additional second with this model. Next year, the Standard Long Range model will arrive with the same battery pack but a singular rear motor rated at 350 hp and 355 lb-ft of torque, achieving a 5.9-second 0-60 mph time. This will be followed by the base Standard model, launching next summer with an unspecified battery size but achieving a 0-60 mph time of 5.9 seconds, courtesy of the same single rear motor from the Standard Long Range model.

On the road, the R2 felt instantly familiar, resembling a scaled-down R1S. The hood’s design and tall glass provided a similar viewpoint from the cabin. While in All-Purpose driving mode with full stability control activated, I pressed the throttle at a roundabout. The front end propelled me forward and to the right while the rear swung out, initiating a controlled slide. The body movements mirrored that of the R1S, but the smaller R2 features a quieter suspension.

Upon entering the highway, I accelerated to around 65 mph and then floored it. While not as rapid as the Lucid Air Sapphire, this EV maintains its momentum as speed increases.

After decelerating to normal speeds, I pulled the gear selector stalk towards me twice and activated Rivian’s Universal Hands-Free driver-assist system. During the (brief) highway stretch, it operated impeccably, keeping the R2 centered in the lane, without any erratic movements, instilling trust in the system. Automatic lane-change feature wasn’t available in our early-build R2 software, but it will be introduced shortly after launch.

On the winding mountain roads leading to Park City, I double-tapped the touchscreen—once to access the drivetrain page and once to switch drive modes (which I could have achieved via the Halo wheels if I had been more aware) enabling Sport mode. The 16:1 steering ratio and the squircle-esque steering wheel facilitate proper nine-and-three hand positioning without discomfort. In the right mode, the R2 showed potential rally-car characteristics, effortlessly maneuvering through tight corners while the MacPherson-strut front suspension and multi-link rear end worked to keep the Pirelli all-season tires glued to the pavement.

The R2’s weight of 4,998 pounds is well-masked, but during cornering, the weight transfer happens roughly a second later than anticipated with those semi-adaptive dampers. Once recognized, this can easily be planned for and factored in. The ride remains controlled and comfortable, firmer than the larger R1S, but still not overly soft.

Utilizing one-pedal driving, about 90% of braking is regenerative, except when the battery is cold or overly charged. However, when the brake pedal is applied, it reverts to a mechanical system. Despite being an electromechanical-hydraulic setup like the Corvette Z06 and the Alfa Romeo Giulia, the tuning is commendable. The pedal travel is neither excessively long nor soft, unlike in the R1S. The brakes provide a natural, progressive feel, in line with expectations.

The steering resistance is not overly heavy, precise, and never left me questioning the input feedback. Those preferring heavier steering may find it lacking, but the lighter steering in the Porsche Macan Electric is enjoyable both on backroads and racetracks.

Off-Road Capabilities

For off-roading, the R2 features All-Terrain mode, along with Rally and Soft Sand settings. Although I didn’t get a chance to try the latter, I toggled into Rally mode to evaluate its handling on gravel fire roads.

During off-road testing, the R2 experienced tire slip on only one tire: the front driver’s side. The accelerator’s mapping, one-pedal driving with regeneration, and steering control faded into the background, without a moment’s thought dedicated to them.

The R2 has a ground clearance of 9.6 inches, which is tough to beat among competitors, but it forgoes the metal skid plates found in the off-road package for the larger R1S. Hardened composite panels cover the underside of the R2 and are reportedly sufficient for its intended capabilities. Vehicle Dynamics Director Werner Naegeli asserted that the reinforced panels can withstand impacts, and I noted I made contact once without him flinching.

The R2 is notably simpler and arguably less proficient off-road than the R1S, lacking air suspension, a hydraulic roll control system, and compromises on ground clearance due to the absence of the former. The straightforward suspension and 20-inch BFGoodrich Trail Terrain tires effectively handled rough terrain and absorbed bumps without excessive movement. My driving companion, who had hip surgery three weeks prior, didn’t voice any complaints (he typically does). While we had one wheel lifted while maneuvering over rocks and down steep slopes, the R2 remained composed. It appears to be a step above and more capable than a Subaru Wilderness model, easily exceeding what most consumers will require when choosing this vehicle.

Range and Charging Abilities

The R2 Performance is expected to offer a range of up to 330 miles. This is also applicable to the more affordable Premium model arriving later this year. The upcoming Standard RWD Long Range and Standard RWD models will provide ranges of 345 and 275 miles, respectively.

During my brief evaluation, I experienced an average of 4.54 mi/kWh over 15 minutes and 2.27 mi/kWh after a drive through the highway followed by winding roads. If real-world efficiency strikes a balance within this range, the estimated ratings should hold true. The R2 reportedly can fast-charge from 10% to 80% in just 29 minutes with a peak charging rate of 230 kW.

Features, Options, and Competitors

Base R2s are priced at $46,485, including a $1,495 destination fee. They will be furnished with heated front and rear seats, synthetic leather, LED headlights, power-operated front seats, a five-speaker audio system with 525 watts and two subwoofers, in addition to a comprehensive array of active safety features comprising 11 cameras and five radar units. Let’s not overlook the forthcoming Pet Cam functionality, which does precisely what it implies. The high-end Performance Models being delivered to customers today are priced at $59,485 and come with enhancements such as a nine-speaker audio system with 975 watts, heated and ventilated front seats, heated rear seats, semi-active dampers, front tow hooks, the drop-down rear window, and dynamic Matrix beam adaptive LED headlights.

The pricing, features, range, and overall offering of the R2, not to mention its extensive capabilities, distinguish it from competitors. It is less expensive than the Volvo EX60, BMW iX3, Mercedes-Benz GLC Class Electric, and Porsche Macan Electric, yet pricier than the Ford Mustang Mach-E, Hyundai Ioniq 5, Kia EV6, and Tesla Model Y, with the exception of the new stripped-down base model. For context, Tesla sold over 357,000 Model Ys in the U.S. in 2025, while Toyota sold nearly 480,000 RAV4s. The average transaction price of a vehicle for sale in the U.S. today is just under $50,000. It is difficult to envisage a scenario where I would recommend opting for a fully-equipped Chevrolet Equinox EV just below $55,000 over a Rivian R2.

The Conclusion

In 2022, I tested an early-production Rivian R1T Quad alongside a colleague, an engineer, and a representative. After scrutinizing every detail, pushing its limits on-road and off in both dry and wet conditions, I squinted at the spokesperson and asked, “So this is the first vehicle you’ve all built?” “Yes,” they replied. I then turned to my colleague and declared, “Everyone should be concerned if this is their inaugural offering.” Fast forward to today, and my words resonate true. Other automakers have significantly underestimated Rivian.

Rivian’s intentions are clear, and at first glance, it seems they might succeed. It is well-positioned to capture a considerable market segment. This vehicle could serve a large portion of the public due to its compelling driving dynamics, design, advanced technology, long driving range, and competitive pricing.

If the Tesla Model Y currently stands as the best-selling EV in America (by a significant margin), it’s time for Elon Musk, or at the very least Tesla’s board, to feel apprehensive. One doesn’t need to drive a jelly bean to enjoy one of the finest EVs, nor does one need to spend a fortune to do so.

Rivian granted The Drive travel accommodations and access to the vehicle for the purpose of preparing this review.

2027 Rivian R2 Specifications