Daniel Golson/Jalopnik

I will get straight to it: The 2027 Rivian R2 stands out as truly excellent. It performs at a high level in multiple ways. This outcome aligns with expectations given how Rivian crafted its initial vehicles, the larger R1T pickup and R1S SUV. Those models rank among the best engineered options available today across various categories, and they continue to improve. Still, success with the R2 was not assured from the start.

Crafting a smaller and more affordable vehicle at the same quality level proves tougher, particularly when aiming for broader sales and wider buyer interest. The compact crossover area remains highly contested, both among electric models and SUVs in general. Rivian appears to have succeeded here. The R2 drives superbly on pavement and trails alike, shows the same careful engineering and styling as the bigger models, and targets pricing and space right where buyers want it. The Rivian R2 may surpass initial hopes, as it did for me despite already high expectations.

Full disclosure: Rivian arranged my travel to Salt Lake City, covered a night at the Waldorf and provided several meals for the R2 drive. Numerous Mormon missionaries shared my return flight, which may explain why I have felt unwell at home since.

It matches the Performance label

Daniel Golson/Jalopnik

The R2 examples available for testing are dual-motor Performance versions with 656 horsepower and 609 pound-feet of torque. This output sits just 9 hp below an R1S Dual Performance model, though torque is 220 lb-ft lower, and the 3.6-second 0-to-60-mph sprint trails the larger vehicle by two-tenths of a second. It feels swift during use, especially in Sport mode, yet differs from the R1 character. Rivian traded some initial acceleration for stronger mid-range pull, which shines when accelerating out of turns or on highways. The vehicle stays composed without sudden reactions, allowing smooth control.

A new front motor on the R2 disconnects automatically for efficiency, unlike the rear motor setup on R1 models, and the switch happens smoothly and quickly. Sport mode keeps the front motor engaged, increasing motor noise noticeably, though no artificial sound enhancement occurs. Torque splits vary constantly between axles, starting at 40:60 front to rear but often favoring the rear more, with front allocation rarely exceeding 60 percent. Rivian maintains strong regenerative braking calibration, and the R2 strongest setting enables genuine one-pedal driving that feels natural in town or on winding roads.

Daniel Golson/Jalopnik

No air suspension appears here unlike the R1, yet it is not needed. The Performance semi-active system offers three adaptive damper modes; the softest stays stable in curves while the firmest avoids harshness. Body roll stays minimal, and weight shifts plus direction changes are handled capably. Ride comfort holds steady across settings, sometimes surpassing the R1S occasional firmness. The tested R2 Performance rides on 21-inch wheels with Rivian-specific Pirelli Scorpion MS tires in 255/55 size that remain quiet on highways and supply ample grip for energetic driving. Such driving will likely appeal.

The R2 steering system comes from another supplier with a revised calibration that feels sharper and offers added feedback. Much of the nimble feel stems from lower mass: Rivian has not released exact curb weight, but the R2 sits roughly 2,000 pounds below an R1S, around 4,600 pounds total, and seems even lighter. In Sport mode on tight twisty roads near Mill Canyon Peak, the R2 proves enjoyable at speed, resembling a large hot hatch more than a compact SUV. Adding to the appeal is confirmation that a tri-motor R2X rally version arrives soon.

Adequate technical details

Daniel Golson/Jalopnik

Battery and efficiency represent areas where the R2 does not lead. Though pricier and more luxury-oriented, the main rivals include the new BMW iX3, Mercedes-Benz GLC EV and Volvo EX60. These use 800-volt systems while the R2 stays at 400 volts, and the Europeans offer over 300 kW charging plus ranges above 400 miles where the R2 trails.

The R2 range remains solid overall. Dual-motor versions reach an EPA-estimated 330 miles based on wheels and tires, topping the Tesla Model Y, Hyundai Ioniq 5 and Cadillac Optiq. The coming rear-wheel-drive Standard Long Range model with the same 87.9-kWh pack achieves 345 miles. Rivian has not detailed peak fast-charging speed, likely because it is not standout, though the company notes a 10-to-80 percent charge in 29 minutes, similar to a Toyota bZ. A NACS port sits on the driver side rear quarter for Tesla Supercharger access, and the R2 adds bidirectional charging up to 11 kW, a first for the brand.

Daniel Golson/Jalopnik

Highway range may not match some rivals, yet the Autonomy+ driver assistance suite performs well and eases long drives. Hardware with 11 cameras and five radars comes standard, with Launch Package vehicles including lifetime use while others pay a $49.99 monthly fee or $2,500 one-time cost. Beyond standard adaptive cruise, blind-spot monitoring, lane departure warning and lane keep assist, Autonomy+ includes Rivian Level 2 hands-free driving on 3.5 million miles of roads in the U.S. and Canada.

Activation requires a simple shifter pull on the freeway, and the system operates smoothly. It centers well in lanes and avoids frequent alerts even during brief glances aside. While it does not initiate lane changes alone, signaling triggers automatic shifts. Rivian develops a Level 2 point-to-point hands-free feature possible with current hardware, planned for later this year via over-the-air update.

A charming design

Daniel Golson/Jalopnik

Readers likely know the R2 exterior already, yet extended viewing and spec review improve its appeal and highlight differences from the R1S. Shared family traits exist, but the R2 includes unique touches that enhance its look. Notable elements include the sharp line running from the pill-shaped headlights into the U-shaped hood valley, the protruding three-dimensional surrounds on the shorter lights, and turn signals integrated into front wheel arch trim. The clamshell hood features shutlines that match a body-side crease, while short overhangs, inset bumpers and pronounced shoulders create a strong stance.

Daniel Golson/Jalopnik

One drawback involves paint availability: the striking Borealis purple arrives only next year, and darker Forest Green follows later this year. Catalina Cove blue works nicely, and Launch Green is offered, but remaining colors stay conservative. Wheel designs also lack excitement. Rivian could at least provide one rally-inspired option.

Performance and Premium trims include a rare feature likely to drive many sales: powered rear drop glass. Similar to a Toyota 4Runner, the rear window lowers into the tailgate for longer cargo or fresh air with a dog. A button near the rearview mirror drops just the rear glass, another lowers all five windows, and an exterior touch button in the rear surround works too.

Rivian excels at cabin design

Daniel Golson/Jalopnik

The interior echoes the R1 yet incorporates small refinements from owner input and R1 production experience. Added storage requests led Rivian to relocate door speakers to the center console, boosting sound and freeing door pockets for large bottles. Two gloveboxes appear, one standard and one under the center screen, while the armrest offers solid space plus two slide-out cupholders. An open area ahead of the console holds bags.

Despite smaller overall size versus the R1S, space remains ample, especially in back. Rear legroom and headroom both measure 40.4 inches, exceeding R1S figures, with a low flat floor keeping knees comfortable. Front seats support well for a 5-foot-9 driver, and the upright SUV position avoids feeling overly high. Forward visibility is strong, with hood design clarifying corner and wheel placement without excess height or length. Side windows are generous too.

Daniel Golson/Jalopnik

Cargo space with rear seats up totals 28.7 cubic feet, 2.5 more than an Ioniq 5, and folding the 40/20/40 rear seats expands it to 79.4 cubic feet, 21 more than the Hyundai. Underfloor storage fits a carry-on suitcase, and the frunk holds 5.2 cubic feet for a carry-on plus backpack or several grocery bags. The hood opens via power, closes manually and latches automatically.

Beyond visual similarity to the R1, the R2 cabin matches its build quality and materials, justifying the Performance price. Rivian Adventex bio-based leather alternative feels premium with genuine stitching throughout. Most touch surfaces include padding, including door grab handles. Birch wood trim spans the dashboard, and quality textile covers door panels and seatbacks. The off-white Ocean Coast color option arrives later this year.