The Rivian R1T and R1S are some of the best vehicles on sale. They’re stylish, sophisticated, and capable electric trucks with cutting-edge software and incredible performance. So when Rivian redesigned them last year, it focused on refining the formula, not reworking it. The brand-new Quad-Motor R1T and R1S are the pinnacle of that strategy: Some of the best EVs ever, made even better.
The result is a four-motor, 1,025-horsepower truck that nobody needs but that anyone would want. It can crawl up jagged rocks or run 10s in the quarter mile. The R1S will ferry seven adults and the R1T will tow 11,000 lbs, and either will be the best-looking truck wherever they go.
The only catch, as ever, is the price. With a starting sticker price of $115,990 for the R1T and $121,990 for the R1S, the Quad-Motor variants remain pricey playthings for the most monied among us.
Gallery: 2026 Rivian R1S & R1T Quad Drive
What Is It?
When Rivian launched the second-generation R1 last year, it offered the new vehicle with two or three motors. Fans of the original Quad-Motor weren’t let down on the power front, though: With 850 horsepower and a 0-60 time of 2.9 seconds, the Gen 2 Tri-Motor was quicker and more powerful than the original Quad. The second-gen Quad, then, has to take things even further.
To do that, it offers 1,025 hp and a staggering 1,198 lb-ft of torque. Those aren’t the first four-digit figures we’ve seen in an electric super truck, but they are impressive nonetheless. The Tri-Motor already offered more power than you could ever need. Adding another 175 hp is pure gluttony.
2026 Rivian R1S Quad-Motor Specs
The fourth motor, however, does enable some fun tricks. Both axles now have two motors, which means the car can send more power to the outside wheels while cornering, giving you torque-vectoring for both axles. That works in concert with the hydraulic, roll-mitigating suspension system to offer unbelievable cornering performance while still allowing enough wheel travel for tough off-roading.
Those who prefer off-pavement adventures get new goodies, too. The Quad can use its four independent motors to pivot in place, rotating however far you’d like, and even doing 360s. You can do this at up to 15 mph, too, allowing you to pull off sliding 90-degree turns in the mud. Plus, Rivian says the four motors are better for rock crawling, though I have my own thoughts on that down below.
Finally, the Quad-Motor gives you an unbelievable amount of control over how its many advanced systems work together. So using the Rivian Adventure Department (RAD) Tuner, you can independently configure the aggressiveness of the stability control program; the balance of torque between front and rear axles; ride height; roll stiffness; throttle sensitivity; steering sensitivity; brake hold; wheel slip tolerance and damping. Then, you can save these tunes as custom drive modes. Export more from Rivian’s RAD department in the future, too, as the company seeks to create its own enthusiast wing.
The Quad, then, is the most powerful, capable, configurable Rivian yet. How does that feel in the real world?
First Impressions
My day started with a Rivian R1T Quad-Motor, finished with a lovely blue interior. There, the R1 makes a familiar impression. I love Rivian’s choice of materials, and I think the R1S and R1T feel both sophisticated and rugged. But the Quad-Motor is not noticeably different inside from a standard R1. That’s both practical and intentional; Rivian needs the most streamlined manufacturing possible, and wants to provide a similarly refined experience in most trims. The biggest visual differentiator is the availability of Launch Green—the dark green color Rivian offered on early R1S and R1T models—and the Laguna Blue accents on the brakes and badges. 22-inch Bronze wheels are also standard.
Peek under the charge door, though, and you see the biggest practical change on the R1: A Tesla-style North American Charging System (NACS) port.
Rivian confirmed to InsideEVs that the NACS port is coming to all 2026 R1S and R1T vehicles, regardless of trim, and that it is staying on the front left of the vehicle. There may be certain Supercharger stations that require you to park across two stalls to reach the cord, but a native NACS plug is a great addition. Rivian’s charge planning software also seems to be among the best, and its toggles for different charging networks give you a customizable, accurate route planning feature.
The software also remains a generation ahead of the stuff you find in cars from legacy automakers. From its crisp graphics and animated mascot to its clever usability features, Rivian’s infotainment system is great to use. There are still some features buried in menus that aren’t quite obvious, but the system does a good job of surfacing relevant controls when you need them.
Overall, the cabin of the R1T and R1S are still just lovely to be in and use.
Driving Experience
Rivians rock. There’s no way around it. Every time I drive an R1, I come away wanting one, and that longing only gets worse over time. The R1T I drove on-road handled great and rode astoundingly well. It was a perfect fit for the mountainous roads around Lake Tahoe. The on-road vehicles we used were wearing the R1’s sporty summer tire option, which provides plenty of grip, but I’d frankly skip it.
The 7,000-lb Rivian R1 is simply too heavy and too fast to be fun to drive in the canyons. Fully applying the throttle for more than 2 seconds is simply impossible, because at any speed, that much acceleration will make your eyes widen. The distance between corners shrinks, and with so much mass and relatively tame brakes, the R1T and R1S are not really built for repeated full-pedal stops. The experience wouldn’t be pleasant, anyway.
What the power delivers, then, is the feeling of absolute dominion over the road. With 1,025 hp motivating 7,000 lbs, you have more chemical potential energy available underfoot than any one person should control. It is raw power. When you are shooting onto an on-ramp or passing on a two-lane, it is intoxicating. It is also unnecessary. A Dual Motor Rivian is brisk enough to make most passengers uncomfortable, and a Tri at full tilt will turn your stomach. But more is always more, and enough is never enough, and so I can’t deny the appeal of a truck that feels almost mystically powerful, an object that mocks your expectations.
But I found the Rivian most charming while galloping along with traffic. In that context, it takes on a relaxed demeanor, offering the safe and commanding driving position that so many Americans—your author included—love. As a daily driver, the Rivian R1T and R1S are effectively flawless. They are too big, sure, but in a world of full-size trucks, you won’t really struggle to park one. And you’ll love to be in one.
That’s especially true when the pavement ends. While there are more capable trucks and off-roaders available—see the Jeep Wrangler or Ford Bronco—absolutely nothing else is this comfortable on the trail. Rivians soak up rocks, ruts and massive holes better than any other vehicles on sale. Then, when you encounter a slick rock section or a deep rut, the R1 can handle that, too.
Rivian had set up a basic rock-crawling demonstration on the side of a ski resort’s mountain, and both the R1T and R1S made easy work of some gnarly granite. They’re not custom-built rigs with the optional 34-inch all-terrain tires they can handle anything you’re likely to find on an unmaintained road. Plus, with the “Kick Turn” feature allowing for 180-degree rotations, you can slip your way out of some tight situations.
The only odd part is the Quad-Motor setup. While it does enable individual wheel control, most off-roading experts I talk to seem to agree that a dual-motor setup with locking differentials is better for off-roading. Locking differentials force wheels to turn at the same rate, so if you lock both rear wheels together, they will smoothly handle situations where one wheel has no traction while the other does.
The Quad can technically get through these situations too, but it does so with far more wheel slippage than a vehicle with lockers. It also requires you to keep your foot deep into the accelerator even as one or two of your wheels spin, which is concerning in a vehicle with 1,198 lb-ft of torque. You don’t want the car to suddenly find its footing and bolt off toward the horizon.
Still, I can’t deny that this setup is good enough to get you through most low-traction situations. With the added capability of tank turns and the improved on-road power, it may be worth it for some owners who demand the best of the best.
Rivian R1T And R1S Quad-Motor: Early Verdict
If you want the best electric truck, for my money it’s the Rivian R1T Quad-Motor (or R1S, if you, like most buyers, want the SUV). The truck looks sensational, hauls everything you’d ever need to haul, tows like a champ, rides great, drives well and can handle tougher scenarios off-road than the vast, vast majority of buyers will ever attempt. The software is cutting-edge. The interior is world-class. The performance beggars belief.
It’s the best of the best. The only trouble is you pay for it. While a $115,990 Rivian R1T Quad is the ultimate dream truck, a Rivian R1T Dual Motor with the Large battery is 90% as good for $38,000 less. It’s still probably the best all-around option for most people, until the cheaper Rivians come out, anyway.
But if you have the cash, the Quad isn’t a bad way to spend it.
Contact the author: Mack.Hogan@insideevs.com.
