2022 Rivian R1S First Test: Another Showstopper
Pros
- 908 lb-ft of torque
- Unique styling
- 316 miles of electric range
Cons
- Tight third row
- Stiff ride on all-terrain tires
- Expensive
Driving loads of new and flashy cars around Los Angeles, we're used to curious people stopping us to ask questions. From testing supercars to SUVs, we're lucky to do what we do for a living, and we love talking to folks about the latest trends in the automotive industry. But nothing tops our experience with the 2022 Rivian R1S electric SUV; every time we parked it, strangers approached immediately to ask us questions about one of the hottest vehicles on the market.
Indeed, with its charming styling, room for seven passengers, and impressive technology, the 2022 Rivian R1S gets a lot of love, even in L.A., where you often see some of the world's rarest and most expensive vehicles. We were amused to see people's reactions when we talked to them about its range or power numbers.
Same But Different
Although the Rivian R1S SUV and R1T pickup truck share the same chassis and four-motor setup, there are significant differences, with length being the biggest one. The R1S' wheelbase is 14.8 inches shorter, and its overall length measures 200.8 inches—16.3 inches shorter than the truck. Those who park their R1S in a garage will note the difference, and those who go off-roading will also see better breakover and departure angles thanks to the shorter wheelbase and rear overhang.
Inside
Just like in the R1T, the 2022 Rivian R1S' interior is elegant, futuristic, and cool. The minimalistic approach provides a vibe that blends premium materials with lots of technology to make a great impression on anyone who rides in it. From the open-pore wood that combines ambient lighting elements to the minimalist switch gear, the cabin feels like it's next generation. Many cues appear taken from Tesla—there's no push-start button and no buttons to adjust the side-view mirrors or telescoping wheel, and the shifter is a stalk on the steering column. But unlike a Tesla Model 3 or Model Y, a second screen in front of the driver acts like a digital instrument cluster to display vital information.
Although the R1T offers more storage options than the R1S electric SUV, the amount of storage in the R1S remains impressive. We do miss the R1T's gear tunnel, but the R1S has a deep hidden compartment beneath the cargo floor that can store a carry-on bag. Plus, the frunk is just as expansive as in the R1T, and it has a drain plug so you can use it for tailgating (or should we say frontgating?). There are also drawers under the front seats to keep some documents handy, should you have the need to do so.
Second-row space is more than decent, with plenty of real estate for adults in terms of legroom and headroom. People sitting back there will enjoy heated seats and USB-C ports rightly placed on the seats in front of them, making it easy for them to charge and use their devices at the same time.
However, accessing the third row is a little tight for adults. The space between the C-pillar and the second row is narrow. Once you make it back there, second-row passengers need to move their seats up a few inches for third-row riders to have enough legroom. Because the third row is so low to the floor, most peoples' knees will be at a higher position than their hip point, which is uncomfortable for long trips.
Although the 2022 Rivian R1S' interior space isn't spectacular, it's also not bad. At 6 feet tall, you wouldn't want to spend much time in the third row, but you would likely be OK with short trips in the city. We're sure most R1S owners will keep the third row folded so they can enjoy more cargo space. Second-row seats can be folded from the cargo area with an electric release, but the third row must be folded manually, which is a bit odd—especially for an SUV that costs more than $95,000. Fold the second and third rows, and you'll get a flat floor with ample room for your gear or for Home Depot trips.
Like with most electric cars today, the R1S' center screen serves as the command center. Besides displaying the nav system and controlling the A/C, heated and ventilated seats, and other basic functions, the screen allows drivers to switch between driving modes, raise or lower the electric SUV's air suspension, and turn on Pet Comfort mode (and, eventually, Camp Mode). Pet Comfort mode keeps the air conditioning on inside the cabin and displays a message on the screen telling outsiders the pets are in good condition.
The Drive
Few SUVs in the world can do what the 2022 Rivian R1S does. With its quad-motor setup, which delivers 835 hp and 908 lb-ft of torque combined, the R1S is one of the quickest SUVs MotorTrend has ever tested. Yes, you read those numbers right; no production Lamborghini, for example, makes this kind of power. A seven-passenger SUV producing this kind of punch is otherworldly.
During our instrumented testing, the R1S with all-season tires accelerated to 60 mph in 3.1 seconds and completed the quarter mile in 11.6 seconds at 111.2 mph. Opting for the all-terrain tires holds you back by just 0.1 second on the way to 60 mph and only 0.2 second in the quarter mile.
These numbers are even more impressive when you look at the Rivian's heft. Because of its 135-kWh battery pack, the R1S weighs more than 3.5 tons, and you definitely feel it on the road. Its low center of gravity and nimble steering, however, reduce the perception you're driving a lumbering behemoth.
On city streets, the 2022 Rivian R1S is quiet and composed, delivering power to pass just about anyone who's around you. It doesn't hesitate to merge onto the freeway, either, and you feel your back pressed against the seat when doing so. Bumps and ruts are absorbed nicely thanks in part to Rivian's cross-linked suspension. And depending on the drive mode you select, you can have different experiences behind the wheel. Conserve disconnects the rear motors to save power. All Purpose is the normal mode, with all four motors working together. Sport is the most fun of all, naturally. It's worth noting we spent most of our time driving the Rivian R1S with all-terrain tires, and we felt a stiffer ride and heard a bit more noise in the cabin—things to consider if you're interested in this option.
Yeah, But How Safe Is It?
Unfortunately, neither IIHS or NHTSA has crash-tested the Rivian R1S or the R1T, but both are equipped with a long list of active safety features. With Rivian Driver+, the R1S bundles adaptive cruise control, lane keep assist, and highway assist to hold the SUV centered in its lane while keeping a good distance to the car in front. Two taps on the shifter stalk activate the entire suite, and it will alert you if the road becomes unclear or if the systems can't handle the situation.
Every R1S is equipped with cameras, radars, and other sensors, and all of them work together in pursuit of a safe experience.
Should I Buy the Rivian R1S?
The 2022 Rivian R1S is an impressive electric SUV with lots of technology, storage options, and power. It's also one of the most fun SUVs we've driven—something you don't often hear about a seven-passenger giant.
All of this is great, but pricing will certainly keep a lot of people away from the R1S. Our two test vehicles were priced at $96,000 and $98,750, and as much as we liked its attributes, we wondered aloud whether that's too much for an electric seven-passenger SUV. Prices recently suffered a steep hike, and we wouldn't be surprised if Rivian increases the R1S' sticker yet again. But if you can afford it and you're looking for a family SUV while thinking of switching to electric power, the 2022 Rivian R1S checks all the boxes.
Looks good! More details?2022 Rivian R1S Launch Edition (A/S tire, A/T tire) Specifications BASE PRICE $91,500 PRICE AS TESTED $96,000, $98,750 VEHICLE LAYOUT 2 x Front- and 2 x rear-motor, AWD, 7-pass, 4-door SUV MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 415 hp (front), 420 hp (rear), 835 hp (comb) TORQUE (SAE NET) 413 lb-ft (front), 495 lb-ft (rear), 908 lb-ft (comb) TRANSMISSIONS 1-speed automatic CURB WEIGHT (F/R DIST) 7,068 lb (48/52%), 7,091 lb (48/52%) WHEELBASE 121.1 in LENGTH x WIDTH x HEIGHT 200.8 x 79.3 x 71.5 - 77.3 in 0-60 MPH 3.1, 3.2 sec QUARTER MILE 11.6 sec @ 111.2 mph, 11.8 sec @ 111.6 mph BRAKING, 60-0 MPH 121, 131 ft LATERAL ACCELERATION 0.82, 0.78 g (avg) MT FIGURE EIGHT 26.1 sec @ 0.71 g (avg), 26.4 sec @ 0.69 g (avg) EPA CITY/HWY/COMB FUEL ECON 73/65/69 mpg-e EPA RANGE, COMB 316 miles ON SALE Now Show AllYou may also like
ford bronco Full OverviewOnce upon a time there was something called the Ford Bronco. People loved the off-roader, and to this day, they recount memories of adventuring in the family Bronco. The 2021 Ford Bronco has brought the nameplate back to the fore, but the original Bronco hit the scene in 1966 and galloped speedily until its ultimate demise in 1996. Unfortunately, after 30 years and various generational changes, the Ford Bronco was no more. Gone but not forgotten-especially that first-generation 1966-77 iteration—it's still sought after by restorers, off-road racers, and classic iron aficionados. It was one of Ford's most iconic nameplates.Fast-forward to 2021. Twenty-five years after Ford kicked its popular SUV out of its stalls, the forlorn Bronco returned. While many 2021 Ford Bronco owners still await their vehicle's arrival, we've had the chance to get behind the wheel of a few. Most recently we tested a two-door 2021 Ford Bronco Black Diamond powered by the 2.3-liter EcoBoost I-4 and backed by the seven-speed manual transmission. The exterior may look black from certain angles, but it's actually Antimatter Blue Metallic, a color Ford will not offer for model year 2022.Black Diamond vs. BadlandsBut wait, haven't we tested this two-door, 275-hp, 315-lb-ft 2.3-liter turbo four-cylinder, manual-transmission 2021 Ford Bronco before? Yes, but that was the more-outfitted Badlands trim with different suspension goodies. For what it's worth, we also tested a four-door Bronco Outer Banks.How did the 2021 Ford Bronco Black Diamond stack up against the Bronco Badlands? After putting both on the scale, a weight discrepancy arose in the former's favor: the Bronco Black Diamond registered 4,491 pounds, the Badlands 4,732 pounds. 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We noted the Bronco was quite playful with the traction and stability control systems turned off, and we were shocked at the ease of heel-toe downshifting the SUV. The Badlands recorded a 29.6-second lap, 0.8 second slower than the Black Diamond.As expected, there was some nose dive and body roll when it came to hard braking and cornering. We likened the dive under hard braking to the Indiana Jones ride at Disneyland, a comparison that evoked a chuckle every time we experienced the phenomenon.On the RoadThe Ford Bronco Black Diamond we tested tracked nicely on the highway, wandering less than a Jeep Wrangler thanks to its independent front suspension rather than a live axle setup. Some off-road vehicles are really a handful to keep in one lane on the highway—a real white-knuckle experience—but that wasn't the case with the Bronco. Wind noise was our biggest complaint, as it was loud enough that we could barely hear the person riding in the passenger seat.The 2021 Ford Bronco Black Diamond doesn't come with the upgraded suspension of some other Broncos or modded off-roaders, so it wasn't able to soak up heavier hits on the road. Rather, we bounced and jolted our way through rough patches. We slowed down for dips and respected it for what it was: an entry-level true 4x4 off-roader that'll get the basic job done while being a perfectly capable on-road transporter. Those who want more may need to wait for the Bronco Raptor, which also isn't a trophy truck.We had the rare treat of driving the Bronco Black Diamond in some significant SoCal rain, and it was fun. We slipped the transfer case into 4-Auto and selected Slippery mode just to ensure we didn't get sideways on freeway entrances. Traction was ample, and although we didn't need to, we liked knowing we could have forded a couple feet of water should the need arise.As for the stick shift, the clutch was user-friendly and easily mastered by any seasoned manual driver within about four stoplights. It's technically a seven-speed, but one of those gears is a 6.588:1 crawler gear. The manual option, however, isn't compatible with some Bronco tech options such as trail control, trail turn assist, and trail one-pedal drive. Those features require the 10-speed automatic. The manual versus an automatic debate for off-roading is something we won't tackle in this piece, and besides, both sides are 100 percent sure they are correct.What Makes the Bronco Black Diamond Cool?There are half a dozen Ford Bronco trims, and the specifics of each can be mind-boggling. Ford describes our Black Diamond tester as "next-level outdoor adventure," and it falls third from the bottom of the lineup after the base and Big Bend models. For being relatively low on the pecking order, it had a rad feature palette for less than $40,000. However, opting for the 2.7-liter turbo V-6 EcoBoost engine ($1,895), 10-speed automatic ($1,595), and the four-door ($2,345) quickly elevates the price.Solid DetailsFirst, check out those wheels. Those are 17-inch glossy black steelies, and they're standard on the 2021 Ford Bronco Black Diamond. Sure, the base Bronco—which may have already disappeared—has 16-inch silver steelies, but the black is oh-so-spot-on. The Black Diamond also offers an optional aluminum wheel for people who aren't down with the steelies. The tires, 265/70R-17 General Grabber A/TX's, aren't too shabby for a modest trim. Many would consider Grabbers an upgrade.Next, the interior. The Ford Bronco Black Diamond barely misses the cut for the larger 12.0-inch screen, but we can live with the 8.0-incher. But our attention was drawn to the interior material, a Dark Space Gray with Black Onyx marine-grade vinyl paired with rubberized flooring—complete with drain plugs that make the whole interior less vulnerable to water. The vinyl felt super soft, plush, and inviting, not at all like the plasticky vinyl you may be thinking of. It looked classy, too.Finally, a few random traits distinguish the Bronco Black Diamond: It is the lowest trim to have seven G.O.A.T. (Goes Over Any Type of Terrain) modes, it comes with standard rock rails and underbody protection, and it features the heavy-duty powder-coated modular steel front bumper and powder-coated steel rear bumper. You'll also appreciate auxiliary switches in the overhead console.Two-Door Family LifeFull disclaimer: We sold our four-door Jeep Wrangler upon news of kiddo number two. Our first born has still not forgiven us for selling "her" Jeep; we stand firm that its replacement, a Ford Raptor, is a roomier fit for family life.Hence, we found no surprises when squeezing a family of four into the two-door 2021 Ford Bronco tester. It was tight, and the car seat process was cumbersome (but it always is). But it worked, despite our larger Chicco car seats filled by preschool/early elementary children. But it wasn't necessarily pleasant. Getting out of the Bronco after securing the seats took some ninja skills, as does hoisting children into those seats and tightening their belts. The driver and passenger seats were perpetually in the way.As for luggage? Pack light. With just a backpack per person, your cargo room disappears quickly. The kids were afforded a nice view, as they were seated relatively high; merely an arm's length away, they might as well have been driving. The smaller child was confused as to why he had no door, despite our assurance there was none and that it was OK."Bronco" may be much easier for toddlers to say than "Wrangler," but the truth is, both SUVs—and even the larger four-door versions—are marginal tools when it comes to family life.All the FeelsDriving the 2021 Ford Bronco Black Diamond felt fun, sporty, and adventurous, almost nostalgic but modern. It felt youthful, vibrant, and it has an impact across a wide swath of the population: A mom during school drop-off noticed it. We couldn't quite tell how Jeep Wrangler drivers or old-school Bronco purists perceived us, but we imagined the best. Competition raises the bar, and the Wrangler needs a strong rival. And we all needed the Bronco's return, even if just for the grins.Looks good! More details?SPECIFICATIONS 2021 Ford Bronco 2-Door Black Diamond (Advanced) BASE PRICE $38,340 PRICE AS TESTED $38,935 VEHICLE LAYOUT Front-engine, AWD, 4-pass, 2-door SUV ENGINE 2.3L Turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 275 hp @ 5,700 rpm TORQUE (SAE NET) 315 lb-ft @ 3,400 rpm TRANSMISSION 6-speed manual CURB WEIGHT (F/R DIST) 4,491 lb (55/45%) WHEELBASE 100.4 in LENGTH x WIDTH x HEIGHT 173.7 x 75.9 x 72.9 in 0-60 MPH 7.9 sec QUARTER MILE 15.8 sec @ 85.8 mph BRAKING, 60-0 MPH 135 ft LATERAL ACCELERATION 0.71 g (avg) MT FIGURE EIGHT 28.8 sec @ 0.57 g (avg) EPA CITY/HWY/COMB FUEL ECON 17/19/18 mpg ON SALE Now Show All
WHAT IT IS: A three-row all-electric SUV from Hyundai previewed by the Seven concept.WHY IT MATTERS: The Hyundai Ioniq 7 will be the third vehicle in the expanding Ioniq family of electric vehicles. Following the footsteps of the acclaimed Ioniq 5 subcompact crossover and the soon-to-arrive Ioniq 6 sedan, the 7 will borrow the 5's pixelated taillights and daytime running lights. When the 7 concept made its debut at the 2021 Los Angeles Auto Show, Hyundai Motor America CEO José Muñoz promised the production model will hew closely to the show car. "You'll be amazed," he added. Although the Seven concept has a loungelike interior and coach doors, the version that goes on sale will have a normal interior with a steering wheel. We expect its cabin to borrow some of the Ioniq 5's details.PLATFORM AND POWERTRAIN: The Ioniq 7 will be based on Hyundai's Electric-Global Modular Platform (E-GMP), which can accommodate multiple sizes with different battery systems. This is the same architecture used in the Ioniq 5, the Kia EV6, and Genesis GV60, all of which are much smaller. Similarly, the Hyundai Ioniq 7 will share much with the Kia EV9 and Genesis GV90. The Kia is slated to go into production soon and could be here next year, while the Genesis GV90 will most likely arrive in 2024. The Ioniq 6 sedan will also share its platform with these SUVs. Like its smaller sibling, we expect the 7 to have a range north of 300 miles while being able to charge from 10 to 80 percent in about 20 minutes with a 350-kW charger.ESTIMATED PRICE: $50,000EXPECTED ON-SALE DATE: Q1 2024
Everyone by now is familiar with the Radwood formula: Gather a bunch of 1980s and 1990s cars in one place, invite enthusiastic nostalgists who pine for those cars to a location local to them, and encourage attendees to dress in period-inspired outfits. Rinse, repeat. Our latest visit to a Radwood show, at Laguna Seca raceway in California, provided a welcome respite from the Monterey Car Weekend usual. You know, exotics, supercars, and eye-wateringly expensive classics mingling among the idle rich.That's great eye candy for sure, but all the revving V-12s and flashy new metal can be a little exhausting. If ever you could be reminded in real time, over and over again, that you're relatively poor, Monterey Car Week doles out such lessons incessantly. So Radwood and its motley collection of fellow car enthusiasts' more attainable rides—though there are some near-priceless vehicles that qualify for entrance—offer up a dose of pleasant reality. These cars are excellent, obscure, or survivors (sometimes all three), all representative of the '90s and '80s.We walked the show this year, which was hosted by Hagerty in the paddock of Laguna Seca, and snapped photos of some of the highlights for those of you who couldn't make it out to NorCal for the event.
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