{"id":86043,"date":"2026-02-10T11:06:27","date_gmt":"2026-02-10T14:06:27","guid":{"rendered":"https:\/\/ubirataonline.com.br\/2026-rivian-r2-prototype-drive-taking-a-different-tack\/"},"modified":"2026-02-10T11:06:30","modified_gmt":"2026-02-10T14:06:30","slug":"2026-rivian-r2-prototype-drive-taking-a-different-tack","status":"publish","type":"post","link":"https:\/\/ubirataonline.com.br\/en\/2026-rivian-r2-prototype-drive-taking-a-different-tack\/","title":{"rendered":"2026 Rivian R2 Prototype Drive: Taking a Different Tack"},"content":{"rendered":"

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Rivian CEO RJ Scaringe posits that the success of the Tesla Model Y represents a huge opportunity for the 2026 Rivian R2<\/a>. He argues that the current crop of electric compact SUVs<\/a> all follow the Model Y<\/a> template, which leaves open a space for a battery-powered SUV that has more rugged, boxy styling and genuine off-road capability. The idea is to draw owners of gas-powered SUVs, such as the Jeep Grand Cherokee and Toyota 4Runner, as well as current electric-SUV owners looking for more off-road chops. Either way, he’s betting there is a huge group of people on both sides who are just waiting for something like the Rivian R2, a battery-powered SUV that can haul people and things to the next adventure. <\/p>\n

Based on our recent drive of a lightly camouflaged R2 (with camo that looked more than a little bit like R2-D2), we think he’s got it right. What about the Rivian R1S<\/a>, you might ask? That would seem to fit the bill. The thing is, it’s substantially more expensive, starting at $80,885, whereas we think the R2’s starting price will be around just $47,000. The dual-motor, all-wheel-drive version we drove undoubtedly costs more, but we’re still talking about an entirely different price bracket than the R1S, which would put the R2 on the radar of many more shoppers.<\/p>\n

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The R2 is also substantially lighter, by over 2000 pounds, according to Rivian. A 2025 dual-motor R1S<\/a> we tested came in at 6832 pounds, so that means an R2 could be 4850 pounds or less. One major reason is that the R1S is body on frame (they’re bonded together, but still), while the R2 is unibody. The R2 also uses a much simpler suspension system, forgoing the R1S’s air springs, cross-linked hydraulic stabilizer bars, and aluminum-intensive front and rear control arms. Instead, it uses coil springs and traditional anti-roll bars, while the layout is struts up front and multilinks at the rear. And we can’t help thinking that unlike the complex R1, it’ll be ripe for aftermarket tuners.<\/p>\n

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