Rivian's R1T truck and R1S SUV are both impressive machines, incredibly capable on-road and off. But they are also large and, with a minimum starting price of $76,990 for the R1S, expensive. Finally, the electric-vehicle (EV) company's entry point is becoming a little more attainable. Meet the all-new 2027 Rivian R2, an SUV that is not only smaller and more affordable than the R1S, but also better in almost every way.
Photo: Tim Stevens
The R2 is available only as a two-row, five-passenger crossover SUV. The base trim level is the 350-horsepower, single-motor rear-wheel-drive Standard, with either 275 or 345 miles of range. Next up is the 450-hp dual-motor Premium, followed by the top-shelf 656-hp Performance. Both top models feature dual-motor all-wheel drive and 330 miles of range from an 87.9-kilowatt-hour (kWh) usable battery pack.
Base prices, including destination, range from $46,485 for the Standard to $59,485 for the Performance with the Launch package. However, the base Standard won't be available until sometime in 2027, so early buyers will have to choose the Performance.
For this 2027 R2 review, Rivian provided a test vehicle equipped with Performance trim and the following options:
The test vehicle’s manufacturer suggested retail price (MSRP) was $61,485, including the $1,495 destination charge to ship the SUV from the Normal, Illinois, assembly plant to a local dealership. The price does not reflect any current rebates, incentives, or price adjustments since Rivian manufactured the test vehicle.
Photo: Tim Stevens
Rather than trying something new from a visual design standpoint for the R2, Rivian decided to keep everything familiar. That is most evident in the distinctive vertical oval headlights that carry over from the R1 series. They give the R2 a look unlike any other model on the market, but at a casual glance, there is little to distinguish the R2 from the earlier R1S.
Look closer, though, and you will see how much more refined the R2 looks, with a clean design that has at least as much character as the R1S, but in a smaller, simpler package. It is perhaps most striking at the rear, where the cutout above the glass on the hatch creates a subtle, aerodynamics-boosting wing.
Regardless of which angle you look at it, the 2027 R2 is a good looking SUV. It is also easier to get into and enjoy than what came before. Where the R1S is a bit of a climb, the R2 sits at a more natural height, making entry into the comfortable front seats easy. It is even easier to get into the second row. While the R1S has a low roof opening that requires taller occupants to slouch beneath, the R2 requires no such contortions.
There is plenty of room in either row, and I surprised myself by being far more comfortable in the R2's second row than in the larger R1S. I had no shortage of legroom back there, even with the driver's seat ahead of me set where I would want it. The glass ceiling in the Performance trim I drove also provided generous headroom.
Front seats are even more spacious, and while they do not offer much lateral support, they are plush and ideally suited for long miles. The ventilation and heating make them even more welcoming, though during my time behind the wheel, I found the ventilation noise annoying enough to make me disinclined to use that feature.
Materials throughout are good, with a real wood inlay on the dashboard and quality plastics. The R2 may be substantially more affordable than the R1S, but you would never know it from the inside.
Photo: Tim Stevens
The R2 relies on an updated version of the software interface used in its R1 series of vehicles. The changes are subtle, but I found many key features, such as vehicle settings and door locks, easier to access on the touchscreen. It is a 15.6-inch widescreen display that serves as the SUV's primary interface. That is paired with an 11.5-inch gauge cluster behind the steering wheel.
The system includes:
Sadly, neither Android Auto nor Apple CarPlay smartphone mirroring is available, wired or wireless. While the vehicle's list of integrated media partners is extensive, it is still nowhere near as extensive as those available through smartphone projection, so owners will likely end up streaming via Bluetooth. That is awkward at best.
Sound plays through a standard seven-speaker system or, on the higher trims, a 13-speaker Dolby Atmos-compatible premium sound system. I experienced only the latter, and it was extremely good. However, it is worth noting that, for now at least, you need to be subscribed to Apple Music to get full access to that Atmos surround experience.
The software is easy and intuitive, but for now, the R2 has no voice control. That is a curious omission for a vehicle going on sale in 2026, though it is at least temporary. Rivian promises the SUV will feature a full, AI-backed voice assistant that will launch within months. For now, you are stuck using the on-screen keyboard to enter any destination.
The touchscreen is the primary interface for the R2's software, but the company did include a few oversized knobs on the steering wheel to provide some tactile feedback. Called Haptic Halos, they are essentially oversized mouse wheels with integrated variable resistance and haptic feedback. However, those knobs do not let you control everything, and they do not make up for the sad lack of a physical volume knob, but they are certainly much more satisfying to use than the touchscreen.
Photo: Tim Stevens
The R2 does away with start buttons or the like. Instead, all I had to do was sit down, buckle up, and pull the drive selector stalk on the right side of the steering wheel downward. The R2 pulled away smoothly and, despite the 656 hp in the Performance version I drove, was easy to drive in traffic without lurching forward.
On the flip side, the strong regenerative braking and one-pedal driving meant I rarely needed to use the brakes as I made my way out of Park City, Utah.
On the highway, the R2 had plenty of power to accelerate, even at higher speeds, where many EVs start to feel tame. It was also quiet at speed, something you might not expect given its boxy silhouette.
In the mountains, the R2 proved to be a remarkably fun ride. There, I was better able to sample that power and see how the SUV puts it down. The Performance model delivers its power immediately, with instant throttle response that makes EVs so much more entertaining than their combustion-powered counterparts.
There is no fancy torque vectoring here, unlike the four-motor 1,025-hp R1S Quad, but the R2 still turns into corners nicely and powers out of them with complete control.
The suspension also delivered excellent ride quality. That proved true on both on-road and off-road portions of the drive. I had the opportunity to spend about an hour running the R2 through a series of moderate trails, ranging from gravel and dirt to rocks and even some water crossings.
The R2 handled it all without issue. It climbed steep, loose sections without losing traction. On the way back down, the Rivian's strong regenerative braking let me focus only on steering while the SUV managed its own speed.
Regenerative braking also helps maximize range. In my testing, though, I came up well short of the R2 Performance's 330-mile EPA rating. I recorded an efficiency of 3.01 miles per kilowatt-hour. Given the 87.9 kWh usable battery pack, that equates to 265 miles on a charge. But given the mountainous terrain I was summiting during my evaluation, drivers on less adventurous trips should be able to do better.
Photo: Tim Stevens
The 2027 Rivian R2 comes with a comprehensive set of safety features as standard on every SUV. However, some of the most advanced features, called Autonomy+, will require an upcharge. Standard features include:
The Autonomy+ tier enables Rivian's Universal Hands-Free (UHF), which enables hands-off driving on the highway and on many secondary roads. This feature also includes automated lane changes. These features are included with the Launch package, but other buyers will either need to pay $49.99 monthly or a one-time $2,500 fee.
The hands-free portion of the system worked well, keeping the SUV centered even in narrow lanes and on sections with poor paint. The adaptive cruise control likewise worked flawlessly. However, I could not get the automated lane change function to work in the vehicle I drove.
As of the time of writing, the R2 has not been tested by either the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS).
According to the JD Power 2026 Initial Quality Study (IQS), the Cadillac XT5 ranks highest in the Midsize Premium SUV segment, with the Lexus RX and Lexus TX ranked second and third, respectively.
According to the JD Power 2025 Automotive Performance, Execution and Layout (APEAL) Study, the Lincoln Nautilus ranks highest in the Midsize Premium SUV segment, with the Land Rover Defender and Land Rover Range Rover Velar ranked second and third, respectively.
According to the JD Power 2026 Electric Vehicle Ownership (EVX) Study, the Tesla Model 3 ranks highest in the Premium Battery Electric Vehicles segment, with the Tesla Model Y and BMW i4 ranked second and third, respectively.
Other 2027 R2 competitors include the Acura MDX, Infiniti QX60, and Lexus GX.
Rivian's R2 not only expands the company's model portfolio and lowers the price of entry, but it also significantly raises the bar. This does not feel like a budget-minded SUV; instead, it feels like an optimized, streamlined product that will fit right into the homes and lives of many buyers. It is a great EV and a great SUV.
Tim Stevens is a veteran automotive and technology journalist with nearly 30 years of experience covering a wide range of topics, from smartphones to supercars. In addition to jdpower.com, his expert perspectives have appeared in numerous national and international outlets, including print, online, and broadcast television.
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