2022 Rivian R1T Electric Pickup Truck Wows Us as It Lives Up to the Hype
We finally got to drive this powerful new truck, and it proved to be ultra-quick, ultra-capable, and brimming with innovative features
By Mike Monticello
The Rivian R1T is the most cutting-edge pickup truck the industry has seen in a very long time, with a shockingly wide repertory of capabilities. The 835-horsepower all-electric pickup can accelerate with the ferociousness of a supercar, claw its way up and over boulders with the tenacity of a Jeep Wrangler, carve through corners better than many SUVs, and tow a trailer of up to 11,000 pounds.
And unlike many pickups, there’s a feeling of quality luxury throughout the well-made cabin. And we love the attention to detail, including the metal accents on the doors and seats, and the natural, untreated feel of the wood trim.
A new from-the-ground-up, potentially segment-changing vehicle like the R1T would be noteworthy from any automaker. But that this is startup-EV automaker Rivian’s first-ever production vehicle, and that it’s this well sorted, right out of the gate, is worthy of a standing ovation.
What’s more, this isn’t just a new truck: It’s a new truck with dozens of clever features—such as the ingenious gear tunnel and the power-sliding tonneau cover, just for starters—that other automakers are bound to copy. Yet it appears, after our admittedly very short time with three versions of the R1T at our track that the automaker let us drive for a day, that it has come together in a convincing and cohesive package.
As Jake Fisher, CR’s senior director of auto testing succinctly put it, “If Tesla tried to build a Honda Ridgeline, this is what it would be.”
Not that it’s all wine, roses, and eco-friendly interior materials. Rivian took a page from EV-rival Tesla’s controls-layout playbook, requiring nearly every interior function has to go through the oversized center-dash infotainment screen. In fact, at this point we’d say that this screen-over-reliance is the truck’s biggest fault.
Still, we can’t wait until the R1T that we’ve long had on order arrives at our test track, because driving the Rivian for just one day was nowhere near enough time to explore it fully.
If you’re a Consumer Reports member, the details of our initial expert assessment of the 2022 Rivian R1T is available to you below. Once our model arrives at our track, we’ll log 2,000 initial break-in miles, then send the electric pickup through more than 50 tests at the CR Auto Test Center, including those that evaluate acceleration, braking, handling, car-seat fit, and controls. CR members will get access to the full road-test results as soon as they’re available.
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We had three trucks on hand from Rivian. Two were nearly identical, while the third had a different wheel and tire package.
What we rented: 2022 Rivian R1T Adventure Package
Powertrain: 835-hp, quad electric motors; 1-speed direct-drive; all-wheel drive
MSRP: $73,000
Total options: $20,900
Options: Quad-Motor AWD, $6,000; large battery pack, $6,000; 20-inch all-terrain tires w/dark wheels, $3,500; Red Canyon paint, $2,500; reinforced underbody shield, $2,000; full-sized spare tire, $900.
Destination fee: $1,500
Total cost: $95,400, minus the $7,500 federal EV tax credit
What we rented: 2022 Rivian R1T Adventure Package
Powertrain: 835-hp, quad electric motors; 1-speed direct-drive; all-wheel drive
MSRP: $73,000
Total options: $21,150
Options: Quad-Motor AWD, $6,000; large battery pack, $6,000; 22-inch all-season tires w/bright wheels, $2,500; Forest Edge interior, $2,000; reinforced underbody shield, $2,000; Forest Green paint, $1,750; full-sized spare tire, $900.
Destination fee: $1,500
Total cost: $95,650, minus the $7,500 federal EV tax credit
CR's Take
The R1T’s specifications sheet is impressive. The initial trucks being built are packed with 835 horsepower from four electric motors (giving it all-wheel drive), adaptive dampers that can instantly switch the ride from smooth and comfortable to stiff and sporty, and an air suspension system that allows the ground clearance to rise from 7.9 inches to just over 15 inches, depending on the size of the wheel-and-tire combo. Lengthwise, the four-door crew cab R1T slots neatly in between the midsized Ford Ranger and the full-sized F-150, and it has a 4-foot, 6-inch composite bed.
Specs are one thing, but the proof, quite literally, is in the driving. And in short, the R1Ts we drove for a day around our 327-acre Auto Test Center and on local roads in rural central Connecticut proved extraordinary, not just in terms of performance capabilities both on and off the road (and yes, we took an R1T up our vaunted CR Rock Hill), but also when it comes to interior fit and finish and the numerous storage solutions.
Although the Rivian has many unique features, the company has oddly mimicked Tesla when it comes to the infotainment system and controls, including a lack of traditional, easy-to-use physical controls for the side mirrors, steering-wheel adjustment, and dashboard air vents. Even the double-tapping of the gear selector lever on the right side of the steering wheel to engage the active driving assistance system—which is the combination of lane centering assistance (LCA) and adaptive cruise control (ACC)—is an obvious Tesla knockoff. It’s truly a sad state of affairs that we breathed a collective sigh of relief that the R1T at least has a traditional stalk on the steering wheel for the turn signals and windshield wipers, but such is the auto industry’s utter eschewing of physical controls that we never know which straightforward button or knob a carmaker is going to take away next.
Also, as impressive as we found the Rivian R1T, the reality is that it’s an all-new vehicle from a brand-new automaker, and there’s a likelihood there could be some early production teething problems. So as much as you might wish to be the first one on your block to park an R1T in your driveway, the prudent buyer should probably wait a year or more to make sure all the bugs get worked out. If you haven’t ordered a truck yet, you don’t have the option of taking delivery of one tomorrow, anyway. Rivian says it already has over 90,000 orders between the R1T pickup and the similar R1S SUV that it needs to fulfill, including for our test program.
The Rivian's upscale interior has a premium look and feel that distinguishes it from many other EVs.
Photo: John Powers/Consumer Reports
What We Like So Far
The powertrain: What’s not to like about a luxury pickup truck that can instantly pin you back into your seat when you floor the throttle pedal, as it transfers 835 horsepower to all four wheels at once? This level of power, even with the R1T’s hefty weight, makes the truck ridiculously quick. Yet it’s easy to drive the Rivian in a normal way, too, as the power comes in a smooth, linear fashion. Plus, if you don’t want the temptation of all that speed, switching the R1T to its Conserve mode cuts the power in half, routing the power to the front wheels only. Even in that mode, if you plant your right foot, the speed is still pretty invigorating; that’s how much extra grunt this truck has to spare.
The initial R1Ts with the quad electric motors have an EPA-estimated driving range of 314 miles from a 135-kWh battery. Other versions will be coming later, including one with over 400 miles of range, according to Rivian.
Capable handling: Viewpoints on the R1T’s handling depended a bit on whether testers were driving the truck fitted with 22-inch all-season tires or the ones with the more off-road-worthy 20-inch all-terrain tires. Not surprisingly, the all-season-tire-equipped truck gave a more positive, grippy feel through turns, while the thicker tread blocks on the all-terrain tires gave a sense of some tire flex. Regardless of the tires, the R1T turns into corners with an eagerness that’s atypical of a pickup truck, and that’s when the suspension is set to its normal mode. Switching the adaptive suspension to the sportier mode results in a nearly complete lack of body roll, albeit at the cost of a stiff, unforgiving ride quality. While the steering is reasonably responsive, we didn’t care for its artificial feel.
Mostly comfortable ride: We found the ride to be steady and composed, with a good ability to absorb most bumps. Impact harshness did punch through on larger sharp-edged potholes, but overall the ride seemed smoother and more absorbent than most pickups, especially considering the large wheels on each of the three Rivians we drove. The sportier suspension setting, especially when the ride height is lowered, is too stiff and bouncy for most daily driving.
Off-road ability: In off-road mode and with its ride height raised, the Rivian climbed our Rock Hill with flying colors. Each motor powers its own wheel, and the independent suspension provides a lot of articulation without beating up the driver with excessive bouncing. Other than some momentary wheelspin when traversing a few of the rocks, the truck didn’t put a foot wrong. The accelerator pedal becomes less sensitive when the off-road mode is engaged, which makes it easier to climb slowly over big rocks because you’re less prone to give accidental throttle inputs as you get jostled around in the cabin. The quietness with which the R1T EV scaled the boulders is just a bonus.
Fit and finish: We were impressed with the truck’s premium materials and attention to detail, inside and out. There’s a feeling of quality luxury, yet it’s not ostentatious about it. The cabin has lots of metal accents on the doors and seats, and the wood trim has a very natural, untreated feel. There are plenty of padded surfaces throughout the interior, and we really like the micro-suede material that covers the headliner and windshield pillars.
Supportive front seats: In our short time with the Rivian, our drivers found the front seat comfortable and supportive, with a wide shape that’s likely to suit many body types. We were happy to see four-way lumbar adjustment, a welcomed feature on longer trips, something we will of course test out once we get a truck of our own.
Lots of ingenious storage: A unique feature is the large gear tunnel that runs across the width of the truck just behind the cab. It’s wide enough to hold a couple of carry-on suitcases, and cleverly, the gear tunnel is not only accessible via two side doors (both of which double as chairs or steps for accessing the roof when they’re opened), but also from a pass-through in the middle of the rear seat. As with some other EVs, the R1T has a front trunk, or “frunk.” Unlike most EVs, the R1T’s frunk is quite large, capable of swallowing some reasonably large items, including a bag of golf clubs. The Rivian forgoes a glove box, though both front seats have a small storage cubby that neatly flips out of the lower front portion. We also like the flexible lower door pockets.
Power tonneau cover: Another unique Rivian feature is the R1T’s power tonneau cover for the bed. With the press of a button on top of the bed rail, the cover retracts back toward the cab, disappearing from view as if by magic. Seriously, it’s really cool.
Innovative features: There’s a rechargeable flashlight in the driver’s door (that uses the same battery as in the large pack that powers the truck); a rechargeable, removable Bluetooth speaker; an air pump in the bed, with a hose that can reach all four tires to air them up; and a gear-lock cable in the bed that works with the central locking system.
Level 2 and DC fast-charging: The Rivian has an 11-kW onboard charger that allows home charging on a 48-amp circuit, which means owners will be able to charge the R1T’s large battery on the quicker side of things, among EVs. And when you’re using DC fast-charging, such as on a long trip, the Rivian has a maximum acceptance rate of 195 kW, which is competitive.
The hatch to the Rivian's clever storage section can serve as a seat, say for changing shoes, and a step for reaching the roof.
Photo: John Powers/Consumer Reports
What We Don't Like
The controls: The R1T’s interior controls mirror Tesla’s overall approach. The oversized central touch-screen infotainment system dominates the cabin, and it handles almost all of the interior functions, including the climate system. Like Tesla, the driver has to go through the touch screen to activate the unlabeled steering-wheel buttons and thumbwheels to make steering wheel and side mirror adjustments, and the only way to change the direction of the air vents is to also go through the screen rather than just physically moving the vents in your preferred direction.
The rear seat’s wrong-way flip action: Like most pickup trucks, the R1T’s rear seat has storage pockets underneath. But unlike most pickups, where the bottom cushion can be flipped up and back (staying in place) to gain extra space in the cab when there aren’t any occupants, the R1T’s bottom cushion flips forward and doesn’t stay in that position, which makes it less useful.
What We'll Keep Our Eyes On
Loud EV motors: The R1Ts we drove exhibited a significant amount of electric-motor whine, much more so than most EVs we’ve driven. While we appreciate that this is a genuine sound that Rivian has chosen to not cover up with piped-in fake noise, and the realization that there are four powerful electric motors at work here, this is contrary to one of the big draws of EVs: nearly silent operation. Note that the units we drove aren’t destined for customers; we’ll see if the excessive EV noises show up in the production version we end up buying.
Can it do truck stuff? Rivian says the R1T is capable of towing up to 11,000 pounds, which sounds impressive. But long-distance towing won’t be the R1T’s thing, as Rivian admits that towing a reasonably heavy trailer will diminish the truck’s driving range by about 40 percent. Not to mention the logistics of trying to maneuver your Rivian, with trailer in tow, into a public charging station on a trip . . .
Rear-seat comfort: The R1T’s road presence makes it seem larger than it actually is, and we were expecting the rear seat to be a bit more spacious. It’s not cramped, but the space is more midsized than full-sized. Headroom in particular will be tight for taller adults, thanks in part to the raised, stadiumlike seat height. And toe space underneath the front seats is a bit squished if you stretch your legs out. On the bright side, leg support is quite good and the rear seats are heated. Despite being a crew cab, access to the rear seat is also tight. The rear doors, which open nearly 90 degrees, are very narrow partly because the space is shared with the gear tunnel.
Spare tire location: The R1T’s full-sized spare tire is in a storage compartment under the floor inside the bed instead of underneath the bed like in most pickup trucks. It appears that accessing and lifting the large tire out, if you get a flat, will be quite tough, especially without a swing-away tailgate like the Ridgeline.
Rivian service: Much like Tesla, Rivian doesn’t have a traditional large network of dealerships and service centers throughout the country. For instance, the closest service center to CR’s Auto Test Center in Connecticut is 125 miles away in Brooklyn, N.Y. Instead of bringing your vehicle in for service yourself, Rivian says it will have Mobile Service vehicles that will come to you when service is needed. If your vehicle needs more comprehensive work, Rivian says it will pick up your vehicle from your house and take it to a service center for you.
Buttons and actuators: The Rivian is packed full of electronic buttons and actuators to control many of its features. While acknowledging the convenience they provide, we think it will take time just to learn and remember where all the buttons are. For example, there’s a button hidden under the front bumper to open the electrically operated frunk. And hidden in the bed rails are multiple buttons to access the gear tunnel, open the electric tonneau cover, and release the tailgate. Even the charge port is hidden behind an electronic door operated by a subtle button near the wheel. The reliability and long-term functionality of all these features is also a big question mark.
The Rivian R1T has clean lines throughout.
Photo: John Powers/Consumer Reports
Active Safety and Driver Assistance
The Rivian R1T comes standard with forward collision warning, automatic emergency braking with pedestrian detection, blind spot warning, rear cross traffic warning, lane departure warning, lane centering assistance, lane keeping assistance, and adaptive cruise control.
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