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The Rivian R2 has the potential to become an even bigger thing for the company than everyone expected.

It goes without saying that the midsize electric SUV will target a much larger demographic than the existing high-end R1S and R1T, but it looks like the growth potential of the R2 will be even more significant.

That’s because Rivian is reportedly developing additional variants of the R2 that it hasn’t disclosed previously. While Rivian recently began volume production of the R2 at its Illinois plant, CEO RJ Scaringe told Reuters the new Georgia plant is being built to support multiple versions of the R2 platform, allowing flexibility as the EV maker ramps up production.

Rivian R2 Pickup and R2X Performance Model Not Ruled Out

While Scaringe did not get into details, he did suggest R2 versions may include pickup or performance models. “There are other variants of R2, which we haven’t shown,” Scaringe said in an interview with the news agency when asked about a pickup variant of the R2. “What we’re building in Georgia allows for different variations,” he added.

Rivian previously said the R2 midsize platform would also underpin a smaller R3 crossover and the R3X performance variant further down the line, but it looks like an R2X performance model is also in the cards. “So clearly there could be an R2X,” Scaringe said. “There’s going to be combinations. I want to be careful not to announce the program.”

While that’s great news, Rivian needs to nail the R2 rollout first, as deliveries of the new model are expected to start around June. In March, the company has announced various trims of the R2 SUV, including a $58,000 R2 Performance Launch Edition model, a $53,990 R2 Premium trim coming before the end of the year, and the $48,490 R2 Standard arriving in the first half of 2027. 

Mind you, the long-awaited $45,000 entry-level R2 trim will become available by late 2027. Expected to offer over 275 miles of range, the base Rivian R2 is likely to significantly expand the company’s customer base.

The R2 Is Expected to Boost Rivian Deliveries by 53% This Year

Rivian expects deliveries to jump 53% this year driven by the launch of the R2. Assuming a smooth production ramp and steady demand, the company expects to deliver roughly 22,000-23,000 R2s, contributing to a significant increase in Rivian’s EV market share.

Initially, the R2 is being built at the existing plant in Normal, Illinois. But the midsize electric SUV will also be built at the new factory in Georgia, which is expected to start production in 2028; the smaller R3 and R3X will also be made at the site.

Rivian has been awarded a $4.5 billion loan from the Department of Energy to build the plant, and the company will begin to access the loan next year. Initially, the loan was supposed to amount to $6.57 billion, but on April 30 Rivian announced that it renegotiated the terms in order to draw on the loan sooner and have greater initial production.

As a result, the Georgia plant is now projected to have an annual output of 300,000 vehicles given the uncertain demand for all-electric vehicles, down from an initial projected capacity of 400,000. Rivian’s new factory will also build the 10,000 autonomous R2 robotaxis contracted by Uber as part of a $1.25 billion deal.

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From the March/April 2026 issue of Car and Driver.

Lap Time: 2:58.4

Class: LL2 | Base: $56,630 | As Tested: $64,630
Power and Weight: 510 hp • 4035 lb • 7.9 lb/hp
Tires: Pirelli P Zero PZ4 Elect
F: 235/35R-20 92Y T1
R: 275/30R-20 97Y T1

The Tesla Model 3 Performance can do just about one lap of VIR’s Grand Course in its fastest mode before its 80-kWh battery cries uncle and reduces its output in the interest of self-preservation. But please consider that the hair-on-fire Formula 1 cars of the 1980s turbo era had qualifying cars and engines that were also only good for a lap. Is this really any different?

We spent all but our first session in the Model 3 in the car’s fast-lap mode, which is Track mode with the standard level of powertrain endurance. So with a careful eye on battery, brake, and motor temperatures, we focused instead on maximum pace, turning just one hot lap at a time in the Tesla between charging.

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Credit the 2:58.4 lap time—fast enough to beat the Hyundai Ioniq 5 N we ran last year—to our quick acclimation to the Model 3’s quirks. The steering is largely devoid of feel, but it’s responsive to small corrections. The adjustable regenerative braking, set to 100 percent, per Tesla’s recommendation, slows the car rapidly. Going into the Climbing Esses at 130.0 mph requires barely a lift to help the front end bite as you toss it into the first left. A larger lift destabilizes the chassis and our own sense of self-preservation.

The Climbing Esses is where the Ioniq 5 N shows its superior high-speed stability. While the Ioniq’s body control is buttoned down and knife-edge sharp, the M3P is at times as erratic as the Detroit Lions offense. In medium-pace corners, like Sector 4’s climb toward Roller Coaster, the Model 3 essentially matches the Ioniq 5 N’s ability.

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Just before the finish line on our quickest lap, the Tesla’s thermal warnings trigger a reduced-power mode that we barely felt, and the car ended up 9 mph slower on the Front Straight than it had been at the beginning of the lap. Based on our first session, the car could likely turn a handful of laps at the Volkswagen GTI’s pace, but for just one lap, the Model 3 Performance is the quickest EV around VIR for under $100,000.

Back to Lightning Lap 2026

K.C. Colwell, the executive editor at Car and Driver, is a seasoned professional with a deep-rooted passion for new cars and technology. His journey into the world of automotive journalism began at an early age when his grandmother gifted him a subscription to Car and Driver for his 10th birthday. This gift sparked a lifelong love for the industry, and he read every issue between then and his first day of employment. He started his Car and Driver career as a technical assistant in the fall of 2004. In 2007, he was promoted to assistant technical editor. In addition to testing, evaluating, and writing about cars, technology, and tires, K.C. also set the production-car lap record at Virginia International Raceway for C/D‘s annual Lightning Lap track test and was just the sixth person to drive the Hendrick Motorsport Garage 56 Camaro. In 2017, he took over as testing director until 2022, when was promoted to executive editor and has led the brand to be one of the top automotive magazines in the country. When he’s not thinking about cars, he likes playing hockey in the winter and golf in the summer and doing his best to pass his good car sense and love of ’90s German sedans to his daughter. He might be the only Car and Driver editor to own a Bobcat: the skidsteer, not the feline. Though, if you have a bobcat guy, reach out. K.C. resides in Chelsea, Michigan, with his family.

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Rivian’s More Attainable EV Finally Takes Shape

The R2’s specs may have leaked early, but the official reveal shows there’s a lot more to this electric SUV than what first hit the internet.

The R2 is a big deal for Rivian. While the R1T pickup and R1S SUV helped establish the brand, both sit firmly in premium territory with prices well north of $70,000. The R2 is meant to be the more mainstream offering – something for buyers who want Rivian’s design and capability but can’t quite stretch their budget to the larger models.

First out of the gate is the R2 Performance with Launch Package, starting at $57,990. It’s a limited-run setup, but Rivian didn’t hold back on features or capability.

Standard kit covers semi-active suspension, a premium cabin with birch wood accents, heated and ventilated front seats, heated rear seats, a heated steering wheel, and a 975-watt Rivian Premium Audio system. There are also some Launch Package-only details, like Compass Yellow brake calipers and unique trim pieces.

Now that the full specs are out, there’s plenty to unpack.

Performance, Range, and Capability

In Performance trim with Launch Package, the R2 comes with a dual-motor all-wheel-drive setup that produces 656 horsepower and 609 lb-ft of torque. Rivian estimates the SUV can sprint from 0–60 mph in 3.6 seconds, which places it firmly in performance EV territory. Highway acceleration looks strong, with the company quoting a 50–70 mph time of just 1.55 seconds.

The Performance model is expected to deliver up to 330 miles of EPA-estimated range. The R2 comes with a native NACS charge port, meaning it can plug directly into Tesla’s Supercharger network. Other charging networks are supported through a CCS adapter.

Despite being smaller and lighter than the R1 models – nearly 2,000 pounds lighter, according to Rivian – the R2 still carries serious off-road credentials. Key specs include:

• 9.6 inches of ground clearance
• 25-degree approach angle
• 26-degree departure angle
• Up to 4,400 pounds of towing capacity

Drive modes cover the basics – All-Purpose and Conserve – but also branch out to Snow, All-Terrain, Soft Sand, and Rally. The Performance trim even gets its own Launch Mode for maximum acceleration.

Adventure-Focused Design and Practical Interior

Design-wise, the R2 keeps Rivian’s signature look – oval headlights, full-width light bar – but the shape is more compact and city-friendly. At 185.9 inches long and with a 115.6-inch wheelbase, it sits below the R1S in the lineup.

Rivian is introducing several new exterior colors specifically for the R2, including Catalina Cove, Esker Silver, and Half Moon Grey. These join existing shades such as Midnight, Glacier White, and Forest Green.

Wheels range from 19-inch all-seasons to 21-inch range-focused designs. There’s also a 20-inch all-terrain package with BF Goodrich tires for anyone planning to leave the pavement behind.

Inside, the cabin sticks to Rivian’s minimalist style but adds natural materials and practical touches for adventure. Higher trims get two premium interior themes:

• Black Crater Signature, inspired by volcanic rock tones
• Coastal Cloud Signature, a lighter palette with airy textures

R2 storage is generous at 90.1 cubic feet, with a 5.2-cubic-foot front trunk that fits a carry-on and a backpack. The rear drop glass window is a highlight – it drops fully into the liftgate, so you can slide in longer gear like surfboards or lumber without leaving the tailgate open.

Software-Heavy Technology

The R2 uses an updated electrical architecture that supports more computing power and future over-the-air updates. Rivian says the vehicle will continue gaining new features long after delivery. A multi-sensor perception system includes 11 HDR cameras with a combined 65 megapixels, along with a five-radar setup for driver assistance systems.

The available Autonomy+ driver assistance suite supports hands-free driving across more than 3.5 million miles of roads in the US and Canada. Buyers can subscribe for $49.99 per month or purchase the feature outright for $2,500.

Rivian also redesigned the steering wheel, adding haptic halo dials that mix physical controls with tactile feedback for adjusting settings.

Inside the cabin, drivers get two main displays: a driver screen behind the steering wheel and a larger central infotainment display. The vehicle also includes 200 TOPS of edge AI computing power, which Rivian plans to use for future features, including its upcoming in-vehicle voice assistant.

Other R2 Trims and Pricing

Beyond the Launch Edition Performance model, Rivian has confirmed additional trims for the R2 lineup, as revealed in the leaked info.

The R2 Premium arrives later in 2026, starting at $53,990. It uses a dual-motor AWD setup producing 450 hp and 537 lb-ft, with a 0–60 mph time of 4.6 seconds and up to 330 miles of range.

A more affordable R2 Standard follows in 2027, starting at $48,490. This version features a single-motor rear-wheel-drive layout with 350 hp, a 5.9-second 0–60 time, and up to 345 miles of estimated range.

Rivian also plans an even cheaper Standard variant later in 2027, priced around $45,000 and with more than 275 miles of range, squarely competing against Tesla Model Y Premium trims.

Still Cheaper Than the R1 Lineup

Just in case you’re wondering where the R2 sits in Rivian’s pricing ladder, the Launch Edition is not exactly an affordable EV, but it is still well below the company’s current models. The cheapest R1S currently listed in Rivian’s inventory starts at $76,990, and that’s for a Dual Standard configuration. That gap highlights the role the R2 will play in Rivian’s lineup as the more attainable entry point to the brand.

Deliveries for the R2 Launch Edition begin in Spring 2026. Reservations are already open with a $100 refundable deposit.

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From the March/April 2026 issue of Car and Driver.

Lap Time: 2:55.5

Class: LL4 | Base: $144,295 | As Tested: $158,865
Power and Weight: 621 hp • 4846 lb • 7.8 lb/hp
Tires: Continental SportContact 7
285/30ZR-22 (101Y) A0

It’s hard to believe that it took 19 Lightning Lap events before a station wagon placed its rubber on southern Virginia’s hallowed tarmac for our test. But here we are now with not one but two boss wagons ready to leave their treadmarks on the all-time list.

The 621-hp twin-turbocharged V-8 powering the RS6 Avant Performance pushes Audi’s anti-SUV to 151.1 mph on the Front Straight before the driver stands on the optional carbon-ceramic brakes, whose 17.3-inch front rotors are so large that they may be capable of intercepting intergalactic radio waves. With the 10-piston front calipers at full squeeze, the wagon’s nose dives and its tail wags into Turn 1, where the Continental SportContact 7 tires hang on at 1.00 g.

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The steering has a positive and direct action, but the standard air springs, even in their lowest setting, allow copious amounts of body roll as the lateral g’s increase. Though the RS6 might look cool lifting its inside front wheel while exiting Oak Tree, that doesn’t benefit the lap time. In the Infield, there’s plenty of sawing at the wheel, and timing the side-to-side load transfer to work with you and not against you takes concentration and planning. And while the leather seat is likely supremely comfortable at 190-mph autobahn speeds, the minimal side bolstering had us engaging our abs and using our knees to remain upright. The RS6 works the core.

The RS6 with a tighter bod is the one on steel springs. That suspension is sportier and adds Dynamic Ride Control (DRC), which uses hydraulics to combat body pitch and roll. Alas, our car didn’t have the racier suspension. It’d be interesting to see how much quicker a DRC-equipped RS6 could lap. Maybe next year.

Even so, the RS6 Avant’s 2:55.5 dance around VIR’s ballroom is 0.6 second quicker than an Audi R8 V10 Plus’s. Beating a 602-hp mid-engine two-seater with a wagon that can hold five, plus a golden retriever, is deeply awesome. But there’s a wagon that went even faster.

The Heat Is On

Alcon temperature-indicator strips are used in racing to track brake-caliper temperature. Since VIR punishes braking systems, we applied the strips to the front calipers of some entrants to see how hot things get.

The hottest calipers belonged to two very different cars: the VW Golf R and the Audi RS6 Avant wagon, both of which reached 330 degrees. The 3369-pound Golf R relies on dual-piston front calipers clamping 14.1-inch iron rotors, while the 4846-pound RS6 uses massive 10-piston calipers and 17.3-inch carbon-ceramics, the largest brake rotors in this year’s field.

Sports cars designed for track abuse ran much cooler. The Corvette ZR1 and the 911 GT3 ran hard for three days without heating the calipers enough to register on the strip, which starts at 250 degrees. The same was true of the Audi RS e-tron GT’s 10-piston front calipers. The Audi’s lapping schedule—essentially one hot lap at a time to maximize battery performance—likely kept them cool. —Austin Irwin

Back to Lightning Lap 2026

David Beard studies and reviews automotive related things and pushes fossil-fuel and electric-powered stuff to their limits. His passion for the Ford Pinto began at his conception, which took place in a Pinto.

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