Rivian R2 2026: Details, Price, Availability

The Premium model follows in late 2026 at $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. Still two-motor AWD. Then the Standard Long Range model arrived in early 2027 at $48,490 with one rear wheel drive, 350 hp, and zero-to-60 in 5.9 seconds. Rivian estimates up to 345 miles on a single charge, making it the longest range on the list, but it’s only 15 miles.

The most basic model that has an attractive price of $ 45,000 ($ 10,000 less than the base Volvo EX40, is $5,000 less than Tesla Model Y Premium AWD) is coming last, in late 2027, with a range of around 275 miles. All four trims have a North American Charging Standard (NACS) connector capable of connecting to Tesla’s Supercharger network and a 10-to-80 percent charge time of 29 minutes.

But here’s the problem: The early R2s won’t be as good technically as the models coming six months later. Why? Rivian’s new, advanced RAP1 processor, a 5-nanometer device offering 1,600 TOPS (trillion operations per second) that enables Gen 3 autonomy, will not ship on R2 models until the end of 2026. EVs will also not have lidar at first. So this means early R2 adopters 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 should go live later this year — but you may want to wait a few months for the Level 3 Gen 3s to pack “the most powerful combination of sensors and computing for North American consumer vehicles,” according to Rivian’s. senior vice president of electronics? I know what I would do. I also know what Rivian wants you to do: Ignore this annoying fact and just pay what’s needed, please. Those sales targets are not hitting themselves.

More than Big Brother

Gen 3 hardware delays aside, Rivian has sprinkled more than a little magic dust on its R2. The Performance model greatly complements the R1S base in terms of power and color, despite the much lower price. Yes, the R1S has more space (three rows), and its air suspension can be raised to about 15 inches of clearance, as well as the EV level on the slopes (the R2’s 9.6 inches are standard), but in almost every other area, the R2 makes a tough argument for the R1S to answer.

For a few days outside of Salt Lake City, Utah, I joined the media (Rivian paid WIRED’s travel expenses) and put the R2 to the test on highways, mountain roads, and long distances.

The good news is that much of what made the R1 such a hit with critics has been retained, modified, or modified here on the R2. The exterior design, for example, immediately reflects its big brother but discreetly not the reduced form of the EV. The group has managed to reduce the size of 185.9 inches while keeping the most important parameters, so that you get a five-seat SUV that is well-known for Rivian but in no way feels less or difficult compared to seven seats.