| Pros | Cons | ||
| ✓ Crazy acceleration with this 850 hp Tri-Motor model | ☓ Minor (blink and you’ll miss it) styling tweaks | ||
| ✓ No range anxiety with Max battery pack | ☓ Still no Apple CarPlay/Android Auto integration | ||
| ✓ Solid off-road and towing capability | ☓ Occasional infotainment screen freezes, bugs | ||
| ✓ Tech improvements over pre-refresh model | ☓ Tri model’s eye-watering $100K-plus price tag |
Rivian made its flagship R1T pickup even better for 2025. But is the Tri model worth the money?
Three years ago, Rivian launched its all-electric R1 SUV and truck onto American streets. It not only beat the Tesla Cybertruck to market, but it received massive acclaim and awards for its futuristic looks, mind-bending acceleration and all-around capability. Fast forward to 2025, and we’re seeing the first round of updates to woo prospective buyers into the electric truck lifestyle, while Rivian prepares the tricky follow-up album with smaller SUV models to round out its lineup. So, what’s the deal with the updated 2025 Rivian R1T, why is it so freaking expensive and is it actually worth what the company’s asking — especially when you’re asking a large chunk of people to ditch gas and diesel for the frightening silence of a midsize to half-ton-ish electric truck?
Read on, and I’ll share my experience with the off-road-specced tri-motor model (and include an off-road video against our Ford Ranger Raptor below).
There’s some relative good news in that this $101,700-and-up, 850-horsepower R1T Tri — or *gulp*, the even more expensive Quad model set to launch later this year — aren’t your only options. The R1T Dual models bring the same sort of changes to the table and run between $71,700 for the 533-horsepower Standard version and $78,700 for the 665-horsepower model with the beefier Large battery pack (and the Max pack, capable of 420 miles on a charge, is an option if you can stretch your budget a bit). On the less expensive end of the spectrum, Rivian hasn’t moved the pricing too much from At any rate, whichever R1T you choose gives you standard all-wheel drive, standard air suspension and a host of clever tech features, useful storage solutions and an overall design that strikes a considerate balance between fun and work.
What’s changing with this refresh?
For 2025, Rivian focused on under-the-skin changes to refine its R1 series vehicles against the competition. In the electric truck space, that now includes the Ford F-150 Lightning, the Chevy Silverado EV/GMC Sierra EV (and to an extent, the Hummer EV), and of course the Tesla Cybertruck. The changes include Rivian’s new zonal electrical architecture, cutting the number of onboard ECU modules down from 17 to 7, while also removing 44 pounds, or 1.6 miles, of wiring. From an experience perspective, that won’t mean much to the lay user, but the computer cull should result in fewer things to go wrong and more impactful over-the-air software updates. All R1T models get revised air suspension tuning across the board.
The automaker also utilizes new and more powerful drive units in the Tri and Quad models, while both higher-end trucks also get a reworked, lighter battery pack. The Standard pack now uses a lithium-iron-phosphate (LFP) battery chemistry that’s both lighter and less complex than the old unit. Driving range for the 2025 Rivian R1T now runs between 270 miles on a charge for the R1T Dual Standard to 420 miles for the R1T Dual with the Max pack (a mid-range Large pack is still available, offering 329 miles). Rivian’s Max battery pack comes by default on the R1T Tri, managing 371 miles in normal operation or up to 405 miles in Conserve mode, according to manufacturer estimates. The 1,025-horsepower Quad model also gets the Max pack, but range figures aren’t available at time of writing.
A new heat pump is on the list of changes for 2025, which helps condition the cabin in winter without drawing as much power as the previous setup. Along with the battery chemistry changes, this also bumps the usable driving range, though at the cost of about a small amount of space in the frunk. Rivian put the heat pump in the frunk so it doesn’t intrude too much with noise or vibration, but you lose a chunk of the Gen 1’s 11 cubic feet of front storage space.
Rivian also updated the R1T’s infotainment system with an updated user interface as well as better processing capabilities. R1T Gen 2 models get new adjustable beam headlamps, where the lighting elements will actually dip on one side to reduce glare to oncoming traffic, while still offering the best-possible forward lighting at night.
Driver assistance tech is the name of the game with electric vehicles, and Rivian’s R1 models are no exception. Refreshed variants of the R1T and R1S SUV get higher-definition cameras and sensors that enable its new Rivian Autonomy Platform+ suite. Essentially, think of it as the automaker’s version of Autopilot or Super Cruise, as it now packs the ability to conduct what it calls “Lane Change on Command”, or automatic lane changes. Lane Keep Assist, Lane Departure Warning and Blind Spot Warning all come as part of the standard system, while the “Plus” system is available as a trial on all models right now, but will become a paid feature in “early 2025”.
What hasn’t changed with the update
Overall dimensions for the 2025 Rivian R1T don’t change. At 217.1 inches long, 78.2 inches tall and 79 inches wide, this truck sits between a conventional midsize and half-ton in terms of exterior size. Towing capacity also remains the same at 11,000 pounds, as does the R1T’s 14.9 inches of maximum ground clearance, depending on your wheel configuration).
Like previous R1T models, the Gen 2 still has the gear tunnel, offering up 11.6 cubic feet of additional storage space. So, while you can’t put quite as much in the frunk as before, you can hide and lock a decent amount of gear out of sight without having to put it in the cab or the bed. Unfortunately, the utility panel for the onboard air compressor that used to come standard on R1 models is now an option for 2025 (either $650 as a standalone extra, or $3,950 as part of the All-Terrain Package).
The new R1T’s performance ranges from “all the power you need” to “holy crap this is stupid fast!”
As I covered up top in this review, the 2025 Rivian R1T gives you three distinct powertrain options, with a fourth imminent in the revised Quad-Motor model. With right around 7,000 pounds riding in the tires, you need a good amount of shove to make meaningful progress, and you fortunately get that, even with the Standard Dual-Motor variant. 553 horsepower and 610 lb-ft of torque will get you along just fine, with Rivian advertising a 0-60 time of 4.5 seconds (and that’s on the base truck, remember). If you do need some extra oomph, the 665-horsepower R1T Dual with 829 lb-ft of torque will get you larger range and a smaller 0-60 time of 3.4 seconds.
Or, you could pick up the R1T Tri we have here. With 850 horsepower and 1,103 lb-ft of torque on tap, you’re officially graduating from more than adequate to blazingly quick. In our latest TFLtruck drag race, this truck blitzed the quarter-mile in 11.15 seconds at 121.5 mph and made the 0-60 sprint in 3 seconds flat — just a smidge off Rivian’s official 2.9-second figure. And that’s on Pirelli Scorpion All-Terrain Plus tires with 20-inch wheels!
On the road, then, the 2025 Rivian R1T is still a class act…mostly.
It packs crazy acceleration, while the steering is still as direct and accurate as it was on Gen 1 models we tested. You can also dial in the ride firmness through three different settings in the infotainment system, including a Comfort setting for your everyday use. In fact, Rivian gives you a host of drive modes to dial in your ride height, ride quality, brake regen and stability control just so, and that’s great.
My one small gripe with the original Rivian R1T is that the air suspension felt a little crashy over some bumps, and that complaint remains here. Most of the time, this electric truck is a smooth player on-road, but the occasional pothole and resulting jolt though the drivetrain made me wince. Since this is an electric truck, you can also hear the suspension’s struggle to cope with crappier roads more than you would in a gas or diesel truck, unless you use the Dolby Atmos surround sound system to drown it out.
Another caveat, not so much a complaint, is that you do need to pay more attention at the steering wheel when you launch the Tri over the dual motor (you should be doing that anyway, to be clear). Apart from just having more grunt, the actual drive motor layout of two in the rear and one in the steer means you need to compensate a bit for lopsided power delivery — as opposed to having one or two motors on each axle in the Dual or Quad, respectively. The R1T also lacks a limited-slip differential to help ensure power is delivered equally between the front wheels.
The driving range and charging experience are about as good as you can get, for now.
Of course, driving the 2025 Rivian R1T Tri (or any of the other models) is one thing — dealing with battery capacities and charging it is another. In addition to the chemistry changes on the lower-end packs, the Standard model also gets a smaller 92-kWh capacity resulting in that 258-mile range claim, down from 270 miles before. Step up to the Large pack R1T Dual model, and you get a slightly larger 109-kWh unit (down from 128.9) with a similarly reduced 329-mile range estimate. The 141-kWh Max pack nets a little more range than before, where in the R1T Dual you can get up to 420 miles instead of 410. Or, in this Tri, you get up to 405 miles depending on your drive mode and how gently you work the throttle over a charge.
Outside of Conserve mode, Rivian estimates the Tri will be able to manage about 371 miles on a charge, and that’s more or less what the in-truck displays said at full charge. That’s good news in my book, as the larger-battery R1Ts sit in a pretty good spot among the competition, with only GM’s crop of full-size electric trucks outright beating it with their 200-kWh-plus capacities. As for charging, Rivian says the Standard models can charge at a rate of 200 kW on a DC fast-charger, while Large and Max pack-equipped models could charge at up to a 220 kW peak rate.
Rivian claims that, at maximum speed, you can replenish about 140 miles of range in 20 minutes. Fully replenishing the battery, on the other hand, could take you well over an hour.
Full disclosure: My local Electrify America station can only manage up to 150-ish kW under the best circumstances, so Rivian’s 450-volt electrical architecture and relatively slower peak charging speeds next to GM’s 800V-capable setup is sort of a moot point, depending on where you live, drive and charge. And in late 2024 and early 2025, that’s the main livability issue if you plan to utilize the longer distances this truck can manage. The truck itself is perfectly capable of charging at the advertised rates, but the infrastructure (on existing charging networks at least) still has a way to go. Fortunately, Rivian’s own Adventure Network and its access to Tesla’s Supercharger network this year should help alleviate that issue.
What about off-road capability?
Even going farther than a limited-slip setup, a full-on front locker would help the R1T’s case off-road. This Tri model does get a “one-wheel, one-motor” design in the rear to simulate a rear locking differential, as the truck can meter out power to each wheel through its own drive unit. That said, Rivian’s off-road drive modes, particularly Rock Crawl, does tune the throttle mapping to assist in getting the right amount of power down to the ground at a given moment, adjust torque vectoring between the two rear motors, as well as use the front brakes to try and stop the front motor’s power delivery from needlessly spinning away power on the wheel that doesn’t have traction.
Andre and Tommy tested the R1T Tri more extensively off the beaten track, which you can check out in the video below.
To make the standard R1T dirt-worthy, the $3,950 All-Terrain Package includes the utility panel for use of the onboard air compressor, a full-sized spare tire under the bed floor, a reinforced underbody skid plate and 20-inch gloss black all-terrain wheels.
Interior updates to the 2025 Rivian R1T mainly focus on tech, and that’s no bad thing.
Like the exterior styling tweaks, stepping inside the revamped R1 series won’t blow you away with huge changes at first glance. You still get a 15.6-inch central display, as well as a 12.2-inch digital instrument cluster behind the wheel. Functionally, the infotainment area still packs quite a few bits of information, especially as it pertains to the drivetrain and suspension.
Various menus within Rivian’s center display group useful bits of information together, like a compass with your bearing, elevation, tire pressure, motor and battery temperature and even your steering angle as well as pitch and roll angles when you’re in off-road modes. Up top, you get quick access to lock and unlock the truck, use your programmed garage openers and tackle a host of everyday tasks like opening up the charge port, the tailgate, the gear tunnel and the frunk. While we’re on the screen discussion, you also get a rear screen with passenger controls for heated seats, as well as some controls for locking the vehicle and controlling the lights and media if you’re camped out for the night (you also get a couple USB-C ports, which is nice).
Frustratingly for some folks, you still don’t get Apple CarPlay or Android Auto integration. Rivian does try to lessen that sting by integrating Google Maps, Spotify and Apple Music into the native system. That said, neither of the most popular phone projection options are available, so you’ll either have to use the onboard apps or listen to music/navigation through your own phone via Bluetooth.
Apart from Rivian reducing the complexity of its onboard electrical system, the automaker focused on tweaks that make the infotainment system snappier to use. Some of those updates arrive this year, including a new voice assistant that’s AI-powered (because of course it is), as will the semi-autonomous Enhanced Highway Assist mode that pairs with the new cameras and radar sensors I mentioned earlier. Overall, the R1T’s setup is fairly responsive and straightforward to use…apart from the occasional and annoying freeze-up and glitch. Looking around the Rivian Owner’s Forum, I’m not the only one who’s been having software issues, to say nothing of other alleged quality snafus (more on that in a moment).
Between the rich interior materials and the design — honestly, I don’t think didn’t really need to change that much from the Gen 1 — the revamped R1T was a pleasant place to spend time. I managed to sort infotainment hiccups when power-cycling the truck between drives, but over-the-air updates will continue to iron out problems, while hopefully keeping new ones out of the mix, and make the overall ownership experience even better.
The 2025 Rivian R1T is worth it, but you don’t need to spend $100K+ unless you really want to.
From daily driving to road trips to the occasional mountain adventure, the Gen 2 Rivian R1T is, on first brush, a widely improved version of the Gen 1. It’s not packing enough changes to the point where I’d strongly advise Gen 1 owners to swap (it has its own teething issues, but it’s still a great truck). However, if you’re new to the field and want to take the plunge on an electric truck, I would recommend checking one out.
That said, I do have a few considerations for you to think about.
First, the price: At $107,350 for this all-terrain-specced Tri model, I can’t ignore that is an eye-watering amount of money to spend on any new truck. Let alone an electric truck, in a market where EVs don’t have the best track record for depreciation. So, from a practical perspective, I’d lean toward the R1T Dual, as it splits the difference with the Standard model on power. You can still get the All-Terrain Package, and if you want to stretch your budget $7,000, you can upgrade to the Max pack for the best possible range as well. Get both, and you’ll still save about $18,500 against the Tri (and who knows how much against the Quad, at time of writing). Unfortunately, no 2025 Rivian model is eligible for the $7,500 federal EV tax credit, either.
Another consideration is towing capacity and payload. While the 2025 Rivian R1T sports really impressive numbers for a truck its size — with an 11,000-pound tow rating and a 1,764-pound payload — you will lose a considerable amount of range against driving the unladen truck. Even on its own, the R1T weighs around 7,200 pounds. Maxing out its towing capacity will absolutely tank that range by half if not more, and while it did use less energy than the Ford F-150 Lightning and the Chevy Silverado EV in our testing, it is something to think about if you’re going to hook up a trailer on a regular basis.
If you’re looking to buy a Rivian R1T, I also urge you to root around owners’ forums a bit for common issues. While there’s no such thing as a perfect vehicle (even among brands beloved for reliability), it pays to know what you could be getting yourself into, especially at this price point. Current owners can also shed light on certain issues we can’t pick up in our week-or-so with any given truck. This isn’t a plug and we’re not being sponsored by Rivian Owners Forum, but it does tend to provide useful consumer information without much toxic fanboyism, at least in my searches.
Naturally, Rivian does provide warranty coverage, with its limited warranty covering 5 years or 60,000 miles, whichever comes first. The powertrain and battery warranty is also fairly generous by industry standards, at 8 years or 175,000 miles. The automaker does not offer complimentary scheduled maintenance, but the idea with an electric truck is that you won’t need as much of that to begin with.
Check out more on the Gen 2 Rivian R1T Tri below:
