2025 Rivian R1T Tri-Motor Max Tested: Yep, It's Quick
While it may not look it, the 2025 Rivian R1T is updated considerably from previous model years. For starters, while the Dual-Motor setup carries on with 533- and 665-hp variants, the range-topping Quad-Motor setup now makes 1025 horsepower—190 more than before. This new Tri-Motor model combines the Dual-Motor's single front unit and the Quad-Motor's two-motor rear to spit out 850 horsepower and 1103 pound-feet of torque—beating last-year's Quad by 15 horses and 195 pound-feet. At least in part, the extra power can be explained by the use of new motors that are now fully designed and manufactured by Rivian.
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Michael Simari
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Car and Driver
Hold On
Even while wearing a set of 20-inch 275/65R-20 Pirelli Scorpion N All Terrain Plus tires, the Tri-Motor accelerates with fury. Using Rivian's new launch-control system, the Tri-Motor is just a tenth of a second behind the quad-motor Tesla Cybertruck Beast's 2.6 second 60-mph run and matched its 11.0-second quarter-mile time, with the Rivian trapping at 123 mph to the Tesla's 119 mph.
HIGHS: Devastatingly quick acceleration, composed ride, everyday practicality.
Activating the launch-control system is simple enough: Switch the truck into Sport mode, then tap the checkered flag on the screen and confirm your ill intent. As the truck squats in preparation for the launch, hold the brake and floor the accelerator—as long as you've got the wheel pointed straight, three lights and a chime indicate that you're ready for takeoff. Then, it's as simple as releasing the brake pedal and keeping your cool as the scenery blurs in your peripherals.
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Michael Simari
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Car and Driver
With all that acceleration on tap, braking numbers are equally important. Outside of panic stops (for cops or otherwise), you'll rarely need to actually use the R1T's brakes, but if you do, our test truck stopped from 70 mph in 183 feet. That's on par with a Ford F-150 XLT Supercrew—in a vehicle weighing nearly 1400 pounds more. When you'e not panic-braking, you'll be using the R1T's three levels of liftoff regen: Low, Standard, and High. Unofficially, we'd label them as High, Higher, and Highest, with even the least aggressive bringing the truck to a full stop, as Rivian doesn't let you coast.
Battery Trio
Rivian offers three battery sizes for the updated R1T lineup: Standard, Large, and Max. The 93-kWh Standard pack still stores an EPA-estimated 270 miles of range but now uses a lithium-iron-phosphate chemistry (the same as Rivian's delivery vans), which the automaker says helps reduce complexity and ease service. The Large and Max packs have both been reengineered with a new die-cast carrier that reduces weight and complexity compared with the previous aluminum construction. Usable energy in the Large pack is now 109 kWh—20 fewer than before—with the Max pack at 140 kWh.
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Michael Simari
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Car and Driver
The Dual-Motor sits at both ends of the range spectrum with the Standard pack offering an estimated 270 miles of range and the Max pack providing up to 420 miles. Equipped with the All-Terrain package and the Max battery, our Tri-Motor carried an EPA estimate of 329 miles.
LOWS: Sticker-shock price, overreliance on screens, still no coasting?
Dynamically, the R1T still has everything we liked about the pre-facelift model. The steering wheel offers decent communication, and cornering is flat, even if the tires did give way at 0.79 g on our skidpad. Unlike the 2025 R1S, which received significant updates to its chassis, changes to the R1T's driving dynamics are limited to minor suspension alterations—specifically, updated bushings and top mounts. But unlike the R1S, whose ride we've consistently lambasted, the chassis control on the R1T remains a high mark. The smooth ride is courtesy of air springs, independent suspensions front and rear, and hydraulic anti-roll control that make the R1T one of the best-riding pickups on the market. Unfortunately, our biggest gripe with the R1T's suspension—the noise—continues to annoy as sharp impacts send a loud thud through the cabin.
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Michael Simari
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Car and Driver
Interior Aspects
Despite its mid-size proportions, the R1T's cabin's open layout lends an airy feel. Just as with its Tri-Motor R1S sibling, our R1T test model featured open-pore wood trim on the dash and door trim. The floor mats and seat stitching have a plaid pattern.
It's no secret that the R1T is a practical pickup. There's 14.6 inches of ground clearance, 43.1-inch water-fording capability, and a towing capacity up to 11,000 pounds—your range may vary though. Plus, there's the storage. In addition to what the truck bed offers, the R1T's frunk has 10 cubic feet of storage, and the gear tunnel, Rivian's ingenious cargo area behind the rear doors, adds a further 12 cubic feet of lockable storage space.
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Michael Simari
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Car and Driver
Now for the bad stuff. No one on staff at Car and Driver has ever worked as a Silicon Valley tech executive (at least that we're aware of), but the idea that something is better just because it's different doesn't resonate with us. Sure, Rivian has more say over its software when it controls everything, but is that really better for the consumer than just giving them access to Apple CarPlay and Android Auto? Color us skeptical.
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Michael Simari
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Car and Driver
Then there's the reliance on screens. Everything from adjusting the steering wheel and side mirror positions to activating the heated/cooled seats to moving the HVAC vents is done via the central infotainment screen. Rivian says it simplified the R1T's computer platform by reducing the number of ECUs in the car from 17 to seven and by removing more than 1.6 miles of wiring from the truck, which is certainly good, but when it comes to actually operating the vehicle, we'd argue for greater simplifying via some physical controls.
With the Tri-Motor setup, the Max battery, and the all-terrain package—along with $4500 worth of aesthetic options—our R1T test truck rang in at $110,150. Still, even at that high price point, the updated R1T combines seriously impressive practicality and impressive dynamic control. And, yep, blisteringly quick acceleration.
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Michael Simari
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Car and Driver
VERDICT: All the power and practicality you could ever want, if you can see past its few warts.
Specifications
Specifications
2025 Rivian R1T Tri-Motor Max
Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door pickup pickup
PRICE
Base/As Tested: $101,700/$110,150
Options: All-Terrain upgrade (matching spare tire, underbody protection), $3950; Limestone paint, $2500; Ocean Coast/Driftwood interior, $2000
POWERTRAIN
Front Motor: permanent-magnet synchronous AC, 312 hp
Rear Motors: permanent-magnet synchronous AC, 269 hp each
Combined Power: 850 hp
Combined Torque: 1103 lb-ft
Battery Pack: liquid-cooled lithium-ion, 140 kWh
Onboard Charger: 11.5 kW
Peak DC Fast-Charge Rate: 210 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: Pirelli Scorpion N All Terrain Plus
275/65R-20 116H TPSM RIV Elect
DIMENSIONS
Wheelbase: 135.8 in
Length: 217.1 in
Width: 79.3 in
Height: 78.2 in
Passenger Volume, F/R: 59/48 ft3
Cargo Volume, Frunk/Gear Tunnel/Underbed: 10/12/14 ft3
Curb Weight: 7005 lb
C/D TEST RESULTS
60 mph: 2.7 sec
100 mph: 6.9 sec
1/4-Mile: 11.0 sec @ 123 mph
130 mph: 14.4 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 3.5 sec
Top Gear, 30–50 mph: 1.4 sec
Top Gear, 50–70 mph: 1.8 sec
Top Speed (gov ltd): 130 mph
Braking, 70–0 mph: 183 ft
Braking, 100–0 mph: 372 ft
Roadholding, 300-ft Skidpad: 0.79 g
C/D FUEL ECONOMY AND CHARGING
Observed: 49 MPGe
EPA FUEL ECONOMY
Combined/City/Highway: 68/72/63 MPGe
Range: 329 mi
C/D TESTING EXPLAINED
Reviewed by
Jack Fitzgerald
Associate News Editor
Jack Fitzgerald's love for cars stems from his as yet unshakable addiction to Formula 1.
After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn't afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. Read full bio
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