Making electric cars from scratch is hard. Out of all the homegrown EV startups, Tesla is the only company that has broken through to the mainstream. Nikola was a scam. Canoo recently filed for bankruptcy. And depending on how you're counting, Fisker failed not once but twice. Then there are companies like Aptera that feel like they have been nearing production for more than a decade.

Among the ocean of EV companies hoping to outpace legacy automakers, Rivian and its second-gen models are making the transition to the electric era with both style and brawn. With its R1S SUV (starting at $75,900, or around $105,000 as tested), the company has created an adventurous car that impresses now, while also providing a blueprint for future success.

Design

The R1S is unapologetically boxy in a way that truck and SUV aficionados often prefer. That said, Rivian drives a neat balance between modern minimalism and retro ruggedness that allows it to blend in almost anywhere. Its oval (technically stadium-shaped) headlights might be some of the most striking in the industry, while Rivian includes rumble-ready touches like honest-to-goodness recovery hooks, beefy fenders and big 22-inch wheels with chunky tires. In a lot of ways, the R1S is what I imagine a Bronco EV might look like, except it's more luxurious, way bigger at 200 inches long and packs three rows of seats.

Interior

Sam Rutherford for Engadget

On the inside, I'd argue the R1S looks even better, especially when clad in Rivian's Black Mountain and Brown Ash Wood trim. It's like a cozy cabin that's been properly renovated and brought up to contemporary standards. There's a huge 15.6-inch high-res screen that sits on the dash without looking too ungainly or out of place, while a 12.3-inch display serves as a digital instrument cluster. It's clear Rivian is trying to embrace a tech-forward approach but it does so without completely abandoning traditional design traits like the car's stalk-mounted gear shift and wipers. While some folks may not appreciate how the buttons for climate and music are entirely touch-based, nothing really felt buried or out of reach thanks to a static row of icons along the bottom.

Overall build quality is solid too, with practically no rattles or massive panel gaps to speak of. The seats, while a touch on the stiff side, offer both heating and ventilation for front passengers, the latter of which I must admit is a real treat as we enter spring and summer. The cabin feels light and airy thanks in large part to its big panoramic roof. I love being able to switch the electrochromic glass (which is part of the optional Sound + Vision package) from transparent to opaque with a single touch. I also appreciate that there's a dedicated screen in the second row for climate and music (which thankfully can be child-locked if need be) and proper air vents for all three rows, so there isn't a single stuffy seat in the car.

Sam Rutherford for Engadget

Speaking of the third row, Rivian has really maximised the R1S' boxy dimensions. Even as a six-foot-tall guy, getting all the way in the back wasn't much of a struggle, though it's still a bit tight for someone my size. I need to slide the second row forward a touch in order to have adequate room for my feet. But make no mistake, there's plenty of space for kids or smaller adults back there, and if you need an EV that can properly transport seven people at a time, this thing has you covered. Alternatively, when cargo space is the primary concern, the third row folds flat to provide 46.7 cubic feet of space. You’ll get a whopping 104.6 cubic feet with both rows stashed.

Infotainment and tech

While the R1S doesn't support Android Auto or Apple CarPlay, Rivian's infotainment is a great example of why you don't need third-party add-ons when you have a solid homegrown interface. Almost everything you want or need is accounted for. Hitting the drivetrain icon gives you quick access to controls for ride settings (including height and regenerative braking adjustments). This option also displays super helpful stats enthusiasts will appreciate like elevation, motor temperature, steering angle and more. The other controls for climate, music, charging and navigation are self-explanatory, so even if you haven't driven a Rivian before, as long as you've used a smartphone or laptop (which covers pretty much everyone), there's not much of a learning curve.

Sam Rutherford for Engadget

Rivian also does a fantastic job with support features like Gear Guard, which uses the R1S' built-in cameras to monitor for accidents, bumps or people vandalising your car. I truly do not understand why every automaker doesn't utilize its vehicles' onboard sensors like this. And even though I didn't need it, it's one of those things you'll be incredibly grateful for when you do. Same goes for its onboard 120V AC outlets and plentiful USB-C ports, which are just plain useful.

As for monitoring the car and day-to-day stuff like starting it and unlocking the doors, there's Rivian's mobile app (available on both iOS and Android). It's dead simple to use, and unlike the phone-as-a-key feature on my Ford Mach-E, it was bulletproof during my testing. Once I had it set up, the car never failed to automatically pop out the door handles upon approach or lock itself when I walked away.

Sam Rutherford for Engadget

I also want to give Rivian props for making its cars chirp when you lock them instead of beeping the horn like so many other vehicles. Not only is it less distracting, it just feels more respectful when you're out amongst the trees. Granted, this is a minor feature, but little details like this can have a big impact and it's another thing I'd like to see on more cars. Just imagine if you could identify specific makes and models by the species of bird song it tweets out instead of being bombarded by a cacophony of harsh beeps, honks and klaxons. Wouldn't that be sweet?

The one big wrinkle to all this is that currently there's no way to mirror texts or notifications from your phone onto the car's main display. In a time when people are growing more concerned about distracted driving (and rightfully so), this is a major omission. Rivian says implementing this feature turned out to be trickier than it initially thought, though there's hope that an update to add the tool will be available later this year. In some respects, I found that completely ignoring my handset while driving was actually kind of refreshing, but if this is a dealbreaker for you, I get it.

Sam Rutherford for Engadget

Unfortunately, if you want a physical fob with buttons for unlocking doors or popping the frunk, you'll have to shell out an extra $250. The R1S comes with smartphone controls via the app and a simple NFC key card instead of something that resembles a traditional key or remote.

Driving

Putting your foot down in an R1S is an instant reminder of why EVs are so fun to drive. When equipped with three motors like my test vehicle, a three-row SUV that weighs 7,000 pounds has no business being this fast. Acceleration from a dead stop is brutal (the tri-motor version has a 0 to 6 time of just 2.9 seconds). Until you get above 80 mph when wind resistance starts to become a major factor, it feels like the R1S has an endless pit of power. Furthermore, for a car this size, its turning radius is surprisingly tight.

Sam Rutherford for Engadget

Earlier this year, Rivian released its hands-free Enhanced Highway Assist feature that lets you sit back and have the car take the wheel. It works on more than 135,000 miles of freeways across the US and Canada, and while it isn't quite as polished as Tesla's Full Self Driving or Ford's Blue Cruise tech, the R1S still felt smooth and predictable when piloting by itself. It stayed neatly centered without bouncing back and forth between the lines, allowing you to change lanes with a flick of the stalk. For times when I wanted to take a little extra stress out of driving, Rivian's hands-free tech gave me the confidence to do that.

Some of R1S' other tech that improves its driving experience includes cameras built into its mirrors, which automatically pop up on the driver's display when you signal. Not only does this help eliminate blind spots, it's just a nice bit of redundancy. But my favorite feature might be Rivian's adaptive headlights. Due to quirks in US regulations, car companies can't really port over the matrix lighting used on vehicles in the EU and Asia. So in order to comply, Rivian engineered its headlights from the ground up to automatically adjust to driving conditions like angling its beams around corners, reducing bright spots for oncoming drivers and more. And after using them, it's hard to go back to basic lights that can only do high and low.

The one small issue I found was that no matter how I tried to adjust it, the R1S’ suspension felt far from supple. The lack of cushioning sometimes made larger bumps and potholes feel particularly jarring. Rivian updated the ride comfort (particularly at low speeds) after I returned my loaner vehicle and I've heard the difference is night and day. Regardless, driving feel is subjective, so if you're in the market for a new car and not conducting your own test drive, what are you even doing?

As a city-dweller, I'm not much of an off-roader, so I can't really speak to the R1S' trail-running prowess. But between things like its adjustable ride height (with up to 15 inches of ground clearance), torque vectoring and other related features, Rivian's vehicles appear very well equipped. And that's before you consider handy add-ons like the built-in air pump, which might save your bacon if you pop a flat in the backcountry.

Range, charging and configurations

The R1S is available in four main configurations: Dual Standard, Dual, Tri and Quad motor variants (the Quad option is coming later this year). The difference between the first two is battery size, with the former getting the base pack while the latter has the option of either large or max packs. The Tri and Quad motor models come standard with Rivian's biggest battery.

Range varies from 270 to 371 miles, depending on the specific configuration, and in my experience I found that Rivian's guess-o-meter was highly reliable. If the map said I was going to have a certain amount of battery left when I arrived at my destination, it was rarely off by more than a percent or two.

Sam Rutherford for Engadget

On the tri-motor model, you can also disconnect the rear motors by putting the car in casual driving mode, which greatly improves the R1S' overall efficiency. When all three motors were running, I only averaged around 2.6 mi/kWh hour. But when only sending power to the front wheels, I was able to push that figure above 3 mi/kWh.

As for charging, peak rates top out at 300 kW, though you'll only see anything near that when the car's battery is under 20 percent. When I tried a more typical charging scenario by taking its power level from 20 to 80 percent using a 350 kW station, the R1S completed the session in 35 minutes with a peak rate of 168 kW. So while it's far from the fastest in the industry, the combination of big energy cells and efficiency means range anxiety isn't really a thing with the R1S. I just wish the latest models came with a native NACS port instead of an older CCS connector.

Wrap-up

Sam Rutherford for Engadget

While things are certainly better than they were just a few years ago, it’s still slim pickings when it comes to three-row EVs. If you can afford it, the Rivian R1S has put all the most important stuff together in a great-looking package — and then some.

Its size may be imposing, but it certainly delivers on the look and feel of a car that's just as happy on asphalt as it is on unpaved trails. And it does so while providing plenty of range and room for the whole family. Rivan's craftsmanship is highlighted by the R1S' exquisite interior, while a variety of battery sizes, motor configurations and other options make it easy to kit out to fit your adventures.

The only thing that might give me pause is that for people who aren't interested in off-roading, alternatives like the Kia EV9 offer similar passenger capacity for a much lower starting price. And other models like the Volvo EX90 and Lucid Gravity offer a bit more in the way of luxury. But for those with an adventurous lifestyle who love exploring the great outdoors, the second-gen R1S really feels like the total package.

Toyota and Waymo have announced that they've entered a preliminary agreement, along with the former's mobility tech subsidiary, Woven by Toyota, Inc. To be clear, they're not in the midst of developing anything yet — they're still exploring a potential collaboration between them. Ultimately, however, the goal is to develop a new autonomous vehicle platform together, presumably for robotaxies. They're also aiming to "leverage Waymo's autonomous technology and Toyota's vehicle expertise" for future personal vehicles. 

In their announcement, the companies said they're looking to incorporate aspects of Waymo's technology into Toyota vehicles meant for sale to consumers, as well as to accelerate the development and adoption of driver assistance and automated driving technologies. Waymo's work, so far, has been focused on developing robotaxis that riders can hail through an app. The Alphabet-owned company currently operates Waymo One, a fully autonomous ride-hailing service, in San Francisco, Phoenix and Los Angeles. It deploys Waymo One vehicles through Uber in Austin, and it's planning to expand the service to Las Vegas, San Diego, Miami and Atlanta sometime this year. This potential partnership could expand the reach of Waymo's tech.

"Waymo's mission is to be the world's most trusted driver. This requires global partners like Toyota that share our commitment to improving road safety and expanding accessible transportation. We look forward to exploring this strategic partnership, incorporating their vehicles into our ride-hailing fleet and bringing the magic of Waymo's autonomous driving technology to Toyota customers," said Tekedra Mawakana, the co-CEO of Waymo. 

A company backed by Jeff Bezos, Slate Auto, just came out of stealth mode to unveil its first EV, and it's incredibly interesting. The Slate Pickup is a tiny and boxy, almost Kei-like truck that will be sold in a barebones configuration for as little as $27,500, or $20,000 with the Federal US tax credit. That would make it one of the cheapest EVs available, but there is a catch: it doesn't come with a stereo, touchscreen or even paint options, and the 150 mile range makes it more of an urban runner than a cross country machine. 

A good analogy to the Slate Pickup is a home-built PC that comes with the basics but can then be infinitely customized. For the entry-level model (the "Blank Slate"), you get two seats, a bed large enough to hold a sheet of plywood, plastic composite body panels and any paint color you like, as long as it's grey. Curb weight is 3,500 pounds and it's 25-inches shorter than a Ford Maverick. There's no infotainment system, just a universal phone mount and USB power. Power windows? Heck no, it comes standard with crank opening (it does have AC though). And with just a 52.7 kWh battery, range is limited to 150 miles, though it does support 150kW fast charging. 

With that as a base, you can start expanding into DIY territory with more than 100 available accessories. Want more passengers? Choose from two SUV options and you'll be able to seat up to five, or go for the open air kit. Those are delivered in a flat pack and designed to be user-installed.

If you want a color scheme that better reflects your personality, get a wrap and decals. There are a number of exterior options, like a spare tire carrier, rear and front bumper upgrades, fender flares, running boards, a lift kit and tower rack lighting. Inside, you can add small or large screens, speakers and yes, a power window kit. The pickup also comes with "Slate access points" that will support future and even homemade accessories. 

The battery pack can also be expanded to 84.3 kWh for a target range of 240 miles. With the standard battery, the company says you'll be able to charge to 80 percent in 30 minutes at 120kW using the fast charger. Power is limited compared to other EVs at 201 HP and 195 pound feet of torque, giving the Slate Pickup a 0-60 MPH time of 8.0 seconds and top speed of 90 mph (estimated). 

Slate Auto

Where most automakers try to max out a vehicle's features, Slate is banking on a subset of buyers that don't care about, say, self-driving but do enjoy DIY personalization. In its video, the company points out that it took out everything "that wasn't a car" like "a fancy screen, colored lighting, cooled seats, self driving, self parking and automated cup holders." However, it will still comply with Federal safety standards for 2027 as it will be equipped with features like automatic emergency braking and a standard backup camera (with view displayed on the dash since there's no touchscreen). 

It remains to be seen if there's a big enough market for such buyers, but the Slate Pickup is certainly affordable. The company is promising you'll pay under $20,000 for the base model if you include federal tax credits (which Trump could kill at any time, by the way) thanks to its direct, Tesla-like sales model. If you're interested, refundable vehicle reservations are now open at $50 at slate.auto. 

Tesla is no stranger to safety issue recalls, and now there's another to add to its list. The company is recalling 125,227 vehicles due to a problem with the seat belt warning system, Reuters reports. According to the National Highway Traffic Safety Administration (NHTSA), the driver could be unbuckled, and the warning light and chime still might not activate. This malfunction violates federal safety requirements and could increase a person's injury risk. 

The affected models span the last decade, comprising some of the 2012-2024 Model S, 2015-2024 Model X, 2017-2023 Model 3, and 2020-2023 Model Y vehicles. To fix the issue, Tesla will change the sensor from depending on seat weight to whether the buckle is plugged in and the car is turned on. An over-the-air update should begin in June. 

Tesla notably recalled over two million vehicles in December following Autopilot safety issues and a two-year NHTSA investigation. More recalls followed earlier this year: In January, Tesla recalled 200,000 Model S, X and Y vehicles from 2023 due to a software issue that prevented the backup camera from working when the car is in reverse (so the exact time it's needed). The included vehicles comprised over 10 percent of the company's 2023 output. Tesla also recalled 3,878 Cybertrucks in April after discovering that an accelerator pad could get loose. 

Volkswagen has delayed the launch of its ID.7 sedan in the US and Canada. Before Wednesday’s indefinite postponement, the automaker had slated the EV’s North American launch for this year. The ID.7, which was set to be Volkswagen’s first electric sedan in the US, has seen high demand in Europe, where it arrived last year.

“As market dynamics continue to change, Volkswagen is delaying the introduction of the ID.7 sedan in the U.S. and Canada,” the automaker wrote in a press release announcing the delay. Volkswagen added that its Microbus is still slated for a Q4 2025 stateside arrival. The company also touted in its press release how well its electric SUVs did in North America during Q1 2024.

Volkswagen

Volkswagen confirmed to Engadget sister site Autoblog that it doesn’t currently have a new timeline for the delayed ID.7 in North America, not an encouraging sign for folks who were eagerly waiting for the sedan. The Verge notes that the model would fill a gap in the American electric industry’s offerings: a decently affordable electric sedan. Right now, most non-SUV electric vehicles in the American market sit on the high end of the pricing spectrum, starting at around $70,000.

The European ID.7 is an “upper mid-size” EV sedan that merges a powerful and efficient 282-hp motor with a 77-kWh battery. Rated for around 300 miles of range, it was expected to start at around $50,000 in the US.

Volvo and Aurora have unveiled their first production autonomous truck, three years after the companies initially announced that they were teaming up. They've just showed off the Volvo VNL Autonomous truck, which was designed by autonomous trucking and robotaxi company Aurora but will be manufactured by Volvo, at ACT Expo in Las Vegas. 

It's powered by Aurora Driver, a level 4 autonomous driving system that uses high-resolution cameras, imaging radars, a LiDAR sensor that can detect objects up to 400 meters away and even more sensors. Aurora's technology has driven billions of virtual miles for training, as well as 1.5 million commercial miles on actual public roads. For safety purposes, the truck has "redundant steering, braking, communication, computation, power management, energy storage and vehicle motion management systems."

According to TechCrunch, the vehicle will still have a human driver behind the wheel to take over whenever needed when it starts ferrying cargo across North America over the next few months. An Aurora spokesperson told the publication that it will be announcing pilot programs with its clients that are planning to use Volvo's truck sometime later this year. It didn't name any companies, but the startup previously ran pilot programs with FedEx and Uber Freight. 

The autonomous vehicle company also intends to deploy 20 fully driverless trucks between Dallas and Houston soon, but it's unclear if this inaugural fleet of driverless vehicles will be comprised of Volvo's trucks or of its other manufacturing partners'. The companies did say at the Las Vegas event, though, that Volvo has already started manufacturing a test fleet of the VNL Autonomous truck at its New River Valley assembly facility in Virginia. Nils Jaeger, President of Volvo Autonomous Solutions, called this truck the "first of [the company's] standardized global autonomous technology platform." Jaeger added that it will enable Volvo "to introduce additional models in the future."

The National Highway Traffic Safety Administration (NHTSA) just announced new federal safety standards for automobiles. These standards include a mandate for advanced automatic braking systems for all new cars, which manufacturers must comply with by 2029. That’s just five years out.

This applies to all passenger cars and light trucks under 10,000 pounds. The automatic emergency braking systems must be able to bring a car traveling up to 62 MPH to a complete stop while avoiding a collision. These systems will also have to account for oncoming pedestrians at speeds up to 45 MPH in both daytime and nighttime conditions.

Automatic emergency brakes use a bevy of sensors, lasers and cameras to detect collisions. When a crash is imminent, the system brakes on its own or applies brake assist to help the driver quickly and safely come to a stop. It’s worth noting that manufacturers already include these systems in 90 percent of new cars, according to reporting by The New York Times, but many of these tools don’t meet the MPH thresholds as mentioned above. The NHTSA says that most manufacturers should be able to meet these requirements with software updates. 

The federal agency estimates that these new rules will prevent over 360 road deaths per year and should reduce the severity of more than 24,000 injuries. It’s also expected to save people a lot of money on property damage costs. Cathy Chase, the president of Advocates for Highway and Auto Safety, told The Washington Post that the new rules were a “major victory for all consumers and public safety.” There were over 41,000 automobile-related deaths in the US in 2023 alone, and that’s actually a slight decrease from the previous year.

The actual auto industry, however, isn’t quite as bullish about the mandate. The Alliance for Automotive Innovation, a lobbying group that works on behalf of auto manufacturers, has urged the NHTSA to consider other options. One major suggestion is to lower the speed threshold in certain cases, as the group stated that “significant hardware and software changes will be needed to achieve a level of performance that no production vehicle can currently achieve.”

To that end, tests conducted by the Insurance Institute for Highway Safety indicate that these systems will likely require major overhauls to adequately comply with the mandate. The research group says it tested crash avoidance systems on 10 small SUVs at speeds up to 43 MPH, and many failed to stop in time to avoid a crash in the most difficult testing scenarios. The Subaru Forester and Honda CR-V performed best, for those in the market. 

Heavy-duty vehicles, like larger trucks, could be getting their own mandate in the near future. The NHTSA is currently working with the Federal Motor Carrier Safety Administration, a truck safety agency, to draw up similar standards for chonky vehicles.

Back in 2022, Mercedes-Benz announced that it was going to release an electric G-Class by the end of 2024. Now, the automaker has formally introduced the electrified version of its iconic luxury vehicle that's known for its exclusivity. The Mercedes-Benz G 580 with EQ Technology comes equipped with a 116 kWh lithium-ion battery that gives it enough energy to run for up to 473 kilometers (294 miles) on a single charge. It also has a maximum total output of 432 kW and a maximum torque of 1,164 Nm.

The electric model looks pretty much like the gas-powered G-Class, with its sharp angles and its distinctive door handles, grilles and round headlights. Mercedes offers optional lighting exclusive to the EQ version of the vehicle, though, so you can change its looks and give it a design that's considerably different from a standard G-Class. The vehicle is powered by four electric motors located near each wheel and has several modes for off-road use: G-TURN, which will allow you to turn the vehicle almost on the spot, G-STEERING, which could eliminate the need for multi-point turns, and the intelligent off-road crawl function that provides cruise control for off-road drives. 

Mercedes-Benz made sure the vehicle's battery is ready for off-road journeys, as well, and encased it in a torsion-resistant casing that protects it from water and dirt. Since the vehicle can be driven in up to 33.5 inches of water, the battery definitely needs that kind of protection. It can charge with both alternating current and direct current, and when plugged into a fast-charging DC system, it can go from 10 to 80 percent in just 32 minutes. The G-Class can convert kinetic energy into electrical energy when you coast or hit the brakes, as well. 

EDITION ONE, the G-Class with EQ Technology coming out at launch later this year, will have an "an expanded palette of standard features." A company spokesperson told TechCrunch that a range-extended version with a battery that uses a more energy-dense silicon-anode technology from Mercedes' partner Silas will also be available in the next few years.

Rivian will give you up to around $5,470 in discount if you trade in an eligible gas-powered truck or SUV when you purchase or lease a qualifying R1 electric vehicle package in the US and Canada. As an "Electric Upgrade Offer" for Earth Day, Rivian said it will accept 2018 or newer Ford F-150, Explorer, Expedition and Bronco (excluding Bronco Sport) vehicles, as well as 2018 or newer Toyota Tacoma, Tundra, Highlander and 4Runner vehicles for trade in. You can also trade in a Jeep Grand Cherokee, Wrangler or Gladiator from the same model years. Rivian will take a 2018 or newer Audi Q5, Q7 and Q8 and a BMW X3, X5 and X7, as well. 

As you can see, some of those models are incredibly popular gas vehicles, like the Ford F-150, as the company is likely hoping to appeal to a wide range of people who may be considering switching to electric. Of course, the amount you get will depend on your vehicle and its condition, which means you could get more if you sell it yourself. In addition, the discount will only apply to specific R1T truck and R1S SUV packs at amounts that range from CAD$1,000 ($730) to CAD$7,500 ($5,470). You'll also still have to put in a $1,000 non-refundable deposit to reserve the configuration you choose, and you must be able to accept a delivery between April 22 and June 30.

As TechCrunch notes, Rivian launched the promo at a time when there's lower demand for electric vehicles, especially for more expensive premium models. Other automakers recently introduced discounts of their own — Tesla, for instance, shaved $2,000 off the starting prices of the Model Y, Model X and Model S. It's also ending its referral program on April 30 and is making its Full-Self Driving software $4,000 cheaper. If you do trade in an eligible gas vehicle to buy an R1, you'll also be able to charge your new EV at all Rivian Adventure Network sites for free for one year.

Tesla has reduced the price of its Full Self-Driving software in the US and Canada. Per a post from the company on X, it now costs $8,000 in the US (or $11,000 for buyers in Canada) to add the so-called Full Self-Driving Capability. This is down from $12,000 ($16,000 CAD), according to Electrek, which also reports that Tesla has discontinued the $6,000 Enhanced Autopilot option. Current owners with that package can upgrade to FSD for $2,000.

Tesla’s driver assistance features have been under scrutiny from regulators for years, and despite the name, Full Self-Driving isn’t meant to fully take over for a human driver at this stage. On its website, Tesla notes that current FSD features “require active driver supervision and do not make the vehicle autonomous.” In March, the company reportedly introduced a mandate requiring its staff to give buyers a demonstration of FSD before they’re able to take home their new cars, so they can see what the software has to offer.

The latest price drop comes a few days after Tesla slashed the monthly cost of its subscription for FSD — which it has recently been referring to as Full Self-Driving (Supervised). The subscription, which previously cost $199/month, now goes for $99/month. Tesla also cut the starting prices of its Model Y, X and S vehicles this weekend by $2,000 each. Earlier this month, Tesla reported that its vehicle deliveries for Q1 2024 fell short of expectations, with an eight percent drop year-over-year.