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rivian r1s Full OverviewPros908 lb-ft of torqueUnique styling316 miles of electric range ConsTight third rowStiff ride on all-terrain tiresExpensiveDriving 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 DifferentAlthough 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.InsideJust 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 DriveFew 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 All

ProsNear limitless gripQuicker-than-you-can-think responsesBiblical brakes ConsConfusing drive modesNo performance auto-shifting modeNeeds a bigger shift lightIt's not often a car comes along where the only thing you can find to complain about are the names, functions, and number of drive modes, but here we are. The 2021 Lamborghini Huracán STO is so insanely good to drive, we're left with the nittiest nits to pick."You look at the STO and its wings 'n' things," deputy editor Alex Stoklosa said, "then consider that it's shoving a V-10's worth of power to only the rear wheels, and you assume it'll be hairier than a barbershop floor. Not at all. There is so much grip front and rear, and the chassis is so balanced, that it drives nothing like it looks. There is no evil here. Sure, the Lambo hustles in ways most cars don't or can't, but it simply has no vices while furiously raging."You could call it a complaint for lack of others, but the amount of time some judges felt they needed to fully understand the car's limits was a bit longer than usual, simply because the limits are so high you need a telescope to see them. Once you truly understand what it's capable of, though, you never want to stop driving it. On the street, on the track, it doesn't matter.Credit the brilliant blending of adaptive magnetorheological shock absorbers, rear steering, racing brakes, and Bridgestone Potenza Race tires for the STO's direct connection to your brain's pleasure center. The front end changes direction quicker than you can think it while the rear stays behind you no matter the speed unless you very deliberately kick it out. When you do, the car breaks away beautifully, allowing you to ride that slip into the perfect amount of rotation.Mostly, though, it just goes. The damn near race-spec V-10 delivers a perfect progressive powerband that never wallops the rear tires with more torque than they can handle (which is, admittedly, a lot), so you can stand on the throttle leaving every corner, and the STO will grab and go. Get to the next turn, and the brakes require only gentle but deliberate pressure to stop the car like you just grabbed the No. 3 wire on an aircraft carrier's deck.Not just a one-lap pony, the Huracán STO will do it over and over, every corner, every lap, all day long. It's so rewarding and fulfilling to drive, you never want to stop. You can't automatically say these things about every mid-engine supercar with 600-plus hp.About those nits. Some judges found the drive modes confusing, assuming the STO mode would be the most aggressive since it shares the car's name. ("STO" stands for Super Trofeo Omologato, meaning this is the road version of the Huracán Super Trofeo track-only race car.) But STO is actually the "around town" mode, and many felt it was way too docile. Corsa is the mode you want to be in, but keep in mind it's the full race mode with manual-only shifting and reduced stability control. Several judges found themselves wishing for an intermediate mode with lighter steering than Corsa and far more aggressive automatic shifting. But alas, the only other mode is Pioggia, the wet weather mode.Since we're whining, an actual shift light instead of the graphics in the digital instrument cluster would be nice. The engine just revs forever, right until it suddenly doesn't, so you need the upshift indication in Corsa.But again, all you really need to know about how ridiculously awesome this car is to drive is that we can't find anything better to complain about. The Huracán STO is an apex predator at its apex, fully bestowing the thrill of the hunt to anyone who slips behind the wheel.2021 Lamborghini Huracán STO Specifications Base Price/As tested $333,633/$442,033 Power (SAE net) 630 hp @ 8,000 rpm Torque (SAE net) 417 lb-ft @ 6,500 rpm Accel, 0-60 mph 2.8 sec Quarter-mile 10.7 sec @ 132.3 mph Braking, 60-0 mph 95 ft Lateral Acceleration 1.16 g (avg) MT Figure Eight 22.3 sec @ 0.99 g (avg) EPA City/Hwy/Comb 13/18/15 mpg Vehicle Layout Mid-engine, RWD, 2-pass, 2-door coupe Engine, Transmission 5.2L port- and direct-injected DOHC 40-valve 90-degree V-10, 7-speed twin-clutch auto Curb Weight (F/R DIST) 3,390 lb (42/58%) Wheelbase 103.1 in Length x Width x Height 179.0 x 76.6 x 48.0 in On Sale Now Show All