Tested: 2023 Rivian R1T Dual-Motor Performance Doesn't Sacrifice Much
Rivian burst onto the scene with the R1T Quad-Motor, an 835-hp supertruck that can tackle gnarly off-road obstacles and match sports cars to 60 mph. Now there’s a more sensible 533-hp Dual-Motor variant, which can be bumped up to 665 horsepower by means of a $5000 Performance package. The R1T Dual-Motor Performance isn’t as extreme as the Quad-Motor, but it retains the same composed driving demeanor, well-appointed interior, and clever packaging, with the nearly Corvette-Z06’s worth of power still bringing gut-punch acceleration.
The cheapest Dual-Motor models start at $74,800, but the Glacier White Performance version we tested came in at $92,850. The Dual-Motor tipped our scales at 6914 pounds, 122 pounds less than the Quad-Motor. Most of that weight loss can be attributed to the Dual-Motor having an tire inflation kit instead of a full-use spare. The 128.9-kWh “Large” battery—a $6000 add-on required with the Performance pack—provides up to 352 miles of range, but the 22-inch wheels—shod in Pirelli Scorpion Zero All Season Elect rubber—on this example drop the EPA’s rating to 341 miles. Available all-terrain tires cut range even further to 307 miles. Our 75-mph highway test revealed the Dual-Motor can travel 280 miles on charge. A bit of a let down, considering the Quad-Motor rolling on the same tires returned an identical number.
HIGHS: Still incredibly rapid, hushed cabin at highway speeds, high-quality interior.
On our 75-mph highway range test, the Dual-Motor Performance traveled 280 miles, identical to the Quad-Motor rolling on the same tire but significantly shy of the EPA estimate. The separate eco-minded Conserve mode from the Quad-Motor is folded into the Dual-Motor’s All-Purpose mode, which disconnects the rear motor around 20 mph in the majority of driving scenarios to boost efficiency but will reconnect it at low speeds or when more power is needed.
Sport mode keeps the Dual-Motor in all-wheel drive and unlocks the full power output, with the two electric motors combining for 829 pound-feet of torque, 79 less than the Quad-Motor. That’s enough shove for the R1T to leap to 60 mph in 3.4 seconds, putting it 0.4 second behind the Quad-Motor. The quarter-mile flashed by in 12.0 seconds, trailing the Quad-Motor by 0.5-second. The All Season tires helped the Dual-Motor record 0.82 g on the skidpad, the same as the Quad-Motor wearing identical rubber. Braking performance from 70 mph improved by three feet to 173 feet.
The main difference versus the Quad-Motor is how the torque is dished out. Instead of precise torque delivery to individual wheels, the Dual-Motor splits the output across the front and rear axles. From there, brake-based torque vectoring routes the torque to the wheel with the most traction. This reduces the R1T’s ability off-road, where the four-wheel vectoring is key for sniffing out every last bit of traction. In daily driving, you won’t notice the difference, with the front/rear system still keeping the truck balanced when zipping down a two-lane road.
LOWS: Falls far short of the EPA range estimate, tops $90,000 as tested, too many functions hidden in the screen.
The Dual-Motor is otherwise identical to more powerful R1Ts, with excellent body control and accurate steering. The ride can feel jittery on bumpy roads at lower speeds, but on the move, the air-spring suspension is well-damped. This R1T emitted some loud thuds over broken pavement around town and a slight clunk from the rear when the motor disconnects. The R1T’s whisper-quite operation—recording just 68 decibels at 70 mph—might have made these noises more apparent.
The cabin remains a pleasant place to be—full of rich-feeling faux leather and open-pore wood—even if too many functions are buried in the screen. The Dual-Motor also remains a practical choice with the sizable frunk and nifty gear tunnel with 12 cubic feet of space.
Verdict: A more-rational Rivian still wows.
The R1T Dual-Motor Performance is a pricey proposition but provides nearly all of the same mind-bending on-road capability. If you don’t care about winning stoplight drag races, skipping the Performance pack will save $5000 while still sprinting to 60 mph in a Rivian-estimated 4.5 seconds. So, you can skip the Quad without much loss of muscle.
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Specifications
Specifications
2023 Rivian R1T Dual-Motor Performance
Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base/As Tested: $74,800/$92,850
Options: large battery pack, $6000; performance package, $5000; 22-inch Sport Dark wheels, $3500; manual tonneau cover, $1800; Glacier White paint, $1750
POWERTRAIN
Front Motor: permanent-magnet synchronous AC
Rear Motor: permanent-magnet synchronous AC
Combined Power: 665 hp
Combined Torque: 829 lb-ft
Battery Pack: liquid-cooled lithium-ion, 128.9 kWh
Onboard Charger: 11.5 kW
Peak DC Fast-Charge Rate: 220 kW
Transmissions: 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 Zero All Season
HL275/50R-22 116H M+S RIV
DIMENSIONS
Wheelbase: 135.8 in
Length: 217.1 in
Width: 79.3 in
Height: 73.0 in
Passenger Volume, F/R: 59/48 ft3
Cargo Volume: 23 ft3
Curb Weight: 6914 lb
C/D TEST RESULTS
60 mph: 3.4 sec
100 mph: 9.4 sec
1/4-Mile: 12.0 sec @ 110 mph
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 3.5 sec
Top Gear, 30–50 mph: 1.8 sec
Top Gear, 50–70 mph: 2.3 sec
Top Speed (gov ltd): 111 mph
Braking, 70–0 mph: 173 ft
Braking, 100–0 mph: 351 ft
Roadholding, 300-ft Skidpad: 0.82 g
C/D FUEL ECONOMY AND CHARGING
75-mph Highway Range: 280 mi
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 76/81/75 MPGe
Range: 341 mi
C/D TESTING EXPLAINED
Associate News Editor
Caleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan.
