11/28/25 UPDATE: This review has been updated with instrumented test results.
It’s been suggested that the first car race occurred right after the second car was built. Competition and one-upmanship are undeniably intertwined in car culture, and that includes EVs. Like the V-12 and W-16 internal-combustion engines of the past few decades, quad motors are the current standard-bearer for excessive power in the electric sphere. Rivian was the first to bring a commercially viable quad-motor EV to market in 2022, with Rimac also debuting one in very limited numbers.
Now the Rivian R1T pickup truck and R1S SUV both have received a significant refresh, and with that update new quad-motor versions that now make 1025 horsepower, 190 hp more than before. We had the opportunity to experience the top quad-motor versions of each in the Lake Tahoe region, both on the road and off, and came away duly impressed. As with clients who would spend the extra cash to upgrade to a V-12, these Rivian quads are intended for drivers who have an insatiable thirst for power or simply want the top model for bragging rights.
For Sale Near You
See all results for 2026 Rivian R1S for sale near 04621
Upgrading to the new quads isn’t quite as cost-prohibitive as adding four or eight cylinders, though. A four-motor R1T will set you back at least $117,885. That amounts to about $15,000 more than the Tri-Motor and about $40,000 more than the entry-level Dual-Motor variant. The R1S SUV starts at $123,885, which outpaces its Tri-Motor counterpart by $16,000 or so. And what do you get for the money? A whole lot of power and the ability to confidently control it.
With new motors produced in-house, the quad-motor R1T and R1S increase output to 1025 horsepower and 1198 pound-feet of torque. That was enough to propel the 6987-pound R1T pickup to 60 mph in only 2.6 seconds, 0.1 second slower than Rivian estimated but on par with the last tri-motor Tesla Cybertruck Beast we tested. By the quarter-mile mark, the Rivian is well ahead, crossing the line in 10.6 seconds at 128 mph, besting the Beast by 0.4 second and 9 mph.
That absurdly quick acceleration is possible only with the available Michelin Pilot Sport 5S summer tires mounted on 22-inch wheels. Potential owners can also opt for all-terrain Pirelli Scorpions or more efficient all-season tires. Those lower-rolling-resistance all-season tires get the truck an EPA-estimated 400 miles of range when driven in Conserve mode and 374 miles in standard configuration. Range estimates with the other tires are 325 miles for the all-terrain tires and 338 for the summer tires on our test truck.
When charging is needed, 2026 Rivians are now equipped with a NACS port and are compatible with many Tesla stations. Under ideal conditions, they can achieve up to a 220-kW peak charge rate, which should replenish the 140-kWh battery in short order.
On All Fours
To nobody’s surprise, these new quad-motor Rivians are blindingly quick when provoked. The instant torque delivery will immediately silence unprepared passengers as they’re viciously snapped into their seatbacks. A chorus of high-pitched whines from the powertrain breaks the silence as speed builds, just as the scenery blurs into colorful streaks. It’s understandably impressive, but as with other potent EVs, the novelty wears off just as quickly.
We were more impressed by how easy the R1T is to drive in normal conditions, whether it’s gently cruising up a mountain pass or stuck in bumper-to-bumper traffic. As instantaneously as power can be delivered, the Rivians keep from being jumpy off the line or overly snappy when passing slower vehicles (which is almost all other vehicles). Muting that response does have one negative side effect; at 2.1 seconds, it takes the R1T an additional 0.3 second to accelerate from 50 to 70 mph compared to a Cybertruck Beast (both tested in their “normal” mode).
The quad-motor Rivians further benefit from the RAD Tuner, which allows for a multitude of powertrain and chassis adjustments. These include the typical power response, brake regeneration, ride height, and suspension stiffness, but further add brake response, power steering assist, torque balance, wheelspin, and roll stiffness. Drivers can simplify things and just use the factory-curated drive modes or dive deeper to create their own setup. Many of these features have 10 levels of adjustment instead of the usual high, medium, and low settings too.
Using the standard Rivian settings, slowing into corners can be done with brake regen only. One-pedal stops can be executed with nearly limo-like smoothness, with the slightest of rebounds in the last inch. If you choose to brake later and harder, the physical pads are actuated seamlessly and with plenty of clamping power—at the test track, a quad-motor R1T needed only 152 feet to stop from 70 mph. That’s down in sport-sedan territory—about the same as the BMW M5 and shaming other pickups on less extreme tires. The R1T stopped in 24 fewer feet than the Cybertruck Beast and 50 feet ahead of a 2026 Ram 1500.
In the sportiest of settings, the R1T is very capable in long sweeping turns and tight switchback hairpins, and there was no hint of tire squeal when pushed particularly hard. That said, the ride height and excessive weight limit the fun a bit, discouraging you from attempting sports-car maneuvers. But you can still get up to some impressive antics, such as running up Pikes Peak in 10:53.9 as Rivian did during the 2024 event. Shod in the available Michelin Pilot Sport S5 rubber, the R1T held on around our skidpad with 0.90 g of stick.
Overall, these Rivians can be as docile or ferocious as you desire. Our only real complaint is the initial impact harshness from the summer tire and 22-inch wheel combination. You’ll feel and hear an inelegant thump over cracks in the pavement that can become tiresome if you live in areas with pothole-plagued streets. We didn’t get the opportunity to sample the all-season tire choice to see whether it’s any smoother.
Four-by-Four-by-Four
The new quad Rivians are just as easy to pilot on challenging terrain, as we discovered on some off-season ski runs. The abundance of torque at any speed ensures you’ll never be lacking power, as the relative silence and lack of exhaust fumes make you feel as though you’re hiking while driving. Hearing the ground underneath you crunch and the ability to take in the scents of the local fauna add a whole new dimension to off-road driving that is missing from diesel or gas-powered rigs.
The Rivians also make off-roading easier. You don’t have to worry about locking differentials, decoupling anti-roll bars, or switching between transfer-case speeds. The only notable change required was to be on the correct tires, the 34-inch Pirelli Scorpions, and then lower the pressures from 40 to 25 psi. Rivian does not offer beadlock-capable wheels.
The evaluation courses we traversed were obviously chosen to highlight the strengths of the R1T and R1S, but we contend that most drivers will rarely, if ever, need these kinds of off-road abilities. With up to 14.9 inches of ground clearance and favorable approach and departure angles, we were never in danger of shedding any bodywork. The numerous trail cameras could also help eliminate trail rash and scraped wheels, though we relied exclusively on our spotters.
The accelerator pedal is easy to modulate, and thanks to all the torque, left-foot braking wasn’t necessary to keep from rolling backward. With regenerative braking maxed out, descending is as effortless as using hill-descent control in a Range Rover, and it’s also much quieter thanks to the absence of any brake booster or ABS noises. Somewhat counterintuitively, the three-row R1S SUV holds a slight geometric advantage over the R1T, courtesy of a wheelbase that is shorter by 14.7 inches. That results in a break-over angle of 29.6 degrees versus the truck’s 26.4 degrees.
The Return of the Tank Turn
Before the debut of the R1T in 2022, Rivian teased its Tank Turn concept, which allowed the vehicle to pirouette in place by spinning the left and right wheels in opposite directions. Sadly, this attention-grabbing feature didn’t make it into production. Until now.
In the years between, Mercedes-Benz managed to beat Rivian to the punch with its G-Turn capability in the quad-motor electric G-class. Rivian’s Kick Turn is exclusive to the quad-motor models and makes some significant improvements.
First off, it’s much easier to activate. In the G-class, you essentially have to execute a Konami-like code of button pushes in a specific sequence. In the Rivians, you simply select Kick Turn on the central display and confirm your selection with a swipe of an onscreen slider. The company’s Gear Guard Gary mascot, a Gritty-like Yeti, then executes a spin kick straight out of Mortal Kombat or Tekken to verify your selection.
Like Mercedes’s G-Turn, Rivian’s Kick Turn is possible only on loose or slick surfaces. Unlike the G-class, the Rivians can take advantage of the system while in motion. This extends Kick Turn’s appeal past the limited-use cases when the vehicle is stationary or as a novelty to impress your friends. It can be activated at speeds up to 12 mph by holding down the corresponding left or right buttons that flank the roller dials on both spokes of the steering wheel.
It takes a second or so for Kick Turn to engage, so you’ll have to start the button holds around the same time you’d yank on a hand brake for a rally turn. Stomping the accelerator throws the Rivian into a very controllable spin, but you’ll have to resist the urge to turn the wheel, as it will cancel the maneuver. Once pointed in our desired direction, we kept the wheel straight, released the buttons, and maintained consistent pedal pressure, resulting in a smooth transition to forward motion. It’s fairly easy to master Kick Turn, and it’s as wildly entertaining as it looks from the outside.
Four Score
The new Rivian R1T and R1S in their top quad-motor variants are truly impressive EVs. They’re as awe-inspiring on pavement as they are off-road, and they don’t have to fit into a rigid template the way the more expensive Mercedes G-class must. The GMC Hummer pickup and SUV are slightly more affordable and have respectable range estimates, but they’re quite a bit larger and heavier, making them more of a handful in tight confines. The Ford F-150 Lightning lacks the range of the R1T, in terms of driving distance as well as in regard to performance and all-terrain capabilities. The Chevy Silverado EV has competitive range estimates but is far less wieldy and nowhere near the Rivian’s performance capabilities, as the Chevy is down nearly 300 horses and weighs almost 2000 pounds more.
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After spending a day with the R1T and R1S, our only real complaint revolves around the stiff-legged ride quality with the sportiest tire-and-wheel combo. We’re curious to see how the other choices fare, how the hands-free Enhanced Highway Assist performs, and how close range estimates are to real-world testing. Based on our experience, the quad-motor Rivians have the potential to reset expectations for EVs in general.
Specifications
Specifications
2026 Rivian R1T Quad Motor Max Pack
Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base/As Tested: $117,885/$126,385
Options: Storm Blue paint, $3000; Slate Sky interior, $3000; 22-inch Super Sport wheels with summer tires, $2500
POWERTRAIN
Front Motor: 2 permanent-magnet synchronous AC, 256 hp, 257 lb-ft (each)
Rear Motor: 2 permanent-magnet synchronous AC, 256 hp, 342 lb-ft (each)
Combined Power: 1025 hp
Combined Torque: 1198 lb-ft
Battery Pack: liquid-cooled lithium-ion, 140 kWh
Peak Charge Rate, AC/DC: 11.5/220 kW
Transmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: control arms/multilink
Brakes, F/R: 13.5-in vented disc/12.9-in vented disc
Tires: Michelin Pilot Sport S5
F: HL275/50R-22 116V RIV Acoustic
R: 305/45R-22 118V RIV Acoustic
DIMENSIONS
Wheelbase: 135.8 in
Length: 217.1 in
Width: 79.3 in
Height: 74.1 in
Passenger Volume, F/R: 59/48 ft3
Cargo Volume, Frunk/Gear Tunnel: 10/12 ft3
Curb Weight: 6987 lb
C/D TEST RESULTS
60 mph: 2.6 sec
100 mph: 6.0 sec
1/4-Mile: 10.6 sec @ 128 mph
130 mph: 11.8 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 3.3 sec
Top Gear, 30–50 mph: 1.6 sec
Top Gear, 50–70 mph: 2.1 sec
Top Speed (gov ltd): 131 mph
Braking, 70–0 mph: 152 ft
Braking, 100–0 mph: 305 ft
Roadholding, 300-ft Skidpad: 0.90 g
Interior Sound
Idle: 25 dBA/1 sone
Full Throttle: 67 dBA
70-mph Cruising: 67 dBA/22 sone
C/D FUEL ECONOMY AND CHARGING
Observed: 50 MPGe
EPA FUEL ECONOMY
Combined/City/Highway: 71/75/67 MPGe
Range: 338 mi
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2026 Rivan R1S Quad-Motor Max Pack
Vehicle Type: dual front- and dual rear-motor, all-wheel-drive, 7-passenger, 4-door wagon
PRICE
Base: R1S Quad-Motor Max Pack, $123,885; R1S Quad-Motor Launch Edition Max Pack, $131,895
POWERTRAIN
Front Motors: 2 permanent-magnet AC, 256 hp, 257 lb-ft
Rear Motors: 2 permanent-magnet AC, 256 hp, 342 lb-ft
Combined Power: 1025 hp
Combined Torque: 1198 lb-ft
Battery Pack: liquid-cooled lithium-ion, 140 kWh
Onboard Charger: 11.5 kW
Peak DC Fast-Charge Rate: 220 kW
Transmissions, F/R: direct-drive
DIMENSIONS
Wheelbase: 121.1 in
Length: 200.8 in
Width: 79.3 in
Height: 73.2 in
Passenger Volume, F/M/R: 59/49/36 ft3
Cargo Volume, Behind F/M/R: 91/49/18 ft3
Front Trunk Volume: 10 ft3
Curb Weight (C/D est): 6950 lb
PERFORMANCE (C/D EST)
60 mph: 2.6 sec
100 mph: 6.9 sec
1/4-Mile: 10.6 sec
Top Speed: 130 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 68–76/72–81/63–70 MPGe
Range: 320–374 mi
With a background in design and open-wheel racing, Mark Takahashi got his foot in the door as an art director on car and motorcycle magazines. He parlayed that into a career as an automotive journalist and has reviewed thousands of vehicles over the past few decades.
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