Rivian R1S Dual vs. Tri vs. Quad Comparison Review by Out of Spec

[HapticWagon]

I know we have a lot of OoS fans here
Idk why it needs to be feature film length video ?

Filmed 6 months ago. So might not have much new info. Mainly on track.


ADDED AI SUMMARY:

? Summary

• Introduction to Rivian R1S Lineup: The presenter sets the stage by comparing Rivian R1S's latest powertrain offerings—Dual, Tri, and Quad Motors—under high-performance conditions in the Mojave Desert. The focus is on evaluating whether the price upgrades translate into meaningful differences for buyers.
• ? Battery Technology Deep Dive: Rivian offers three battery packs—Standard (LFP), Large, and Max. LFP is robust and cheaper but offers lower range. The Large and Max Packs use higher-density chemistry (NMC/NCA), with Max unlocking high-performance capabilities. Interestingly, some early Large Packs were software-locked Max Packs.
• Software-Based Power Upgrades: The Dual Motor variant offers an upgradeable performance package—via software—for $5,000, boosting horsepower and enabling new off-road modes like rally and soft sand. This creates a compelling value proposition for performance-seeking buyers who don’t want to go all-in on a Tri or Quad.
• ? Performance Stats and Real-World Driving Experience:
  • Dual Motor Standard: Delivers a surprisingly rapid 0–60 of 4.5 seconds.
  • Dual Motor Performance: With 665 hp, shaves time to 3.4s—great bang for the buck.
  • Tri Motor: Hits 0–60 in 2.9s with 850 hp, introduces torque vectoring, new drive modes, and seamless AWD engagement.
  • Quad Motor: Offers 1025 hp and a 2.5s sprint, with ultimate torque vectoring and dedicated motors per wheel.
• ? Real-Life Testing Insights: Each drivetrain was subjected to launch, handling, and figure-8 dynamics testing. Key findings:
  • Dual Motor setup feels natural and well-balanced, though rear motor clutch engagement quirks persist.
  • Tri Motor impresses with smoothness and rear traction but lacks refinement in torque vectoring.
  • Quad Motor feels overkill for most, with the main performance gain attributed more to sticky tires than additional motors.
• ? Tech Talk: Inverters & Thermal Management: Rivian uses silicon carbide inverters in Max Pack vehicles for improved efficiency. Thermal issues are better controlled at the drivetrain level, but battery cooling still limits extended performance sessions.
• ? Software and Drive Mode Tuning: Rivian's clutch disconnect and reconnect systems in Dual and Tri Motors are improved but still interrupt seamless power delivery in certain driving modes. Tri Motor has a key benefit—always connected AWD in all-purpose mode, unlike Dual Motor which constantly cycles its rear axle.
• ? Off-Roading Performance Comparison:
  • Dual Motor relies on brake-based torque vectoring—not ideal but workable.
  • Tri Motor improves off-road control with rear-wheel independence.
  • Quad Motor has the potential for best off-road performance but requires more software fine-tuning to fully deliver its capabilities.
• ? Pricing vs Value Assessment: The Dual Motor LFP variant remains the sweet spot in terms of value. Performance upgrades provide a cost-effective power bump. The Tri Motor, while positioned as a balanced solution, has questionable value for average drivers. Quad Motor is best suited for EV enthusiasts who crave the pinnacle of EV power, though it comes with tuning limitations and an expected price range exceeding $115,000.
• ? Final Thoughts:
  • For most users: Go Dual Motor.
  • For performance-lovers who occasionally hit the track: Tri Motor is a balanced choice.
  • For those who want bragging rights and extreme power: Quad Motor is unmatched—though likely more impressive on paper than on road for now.

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[OutofSpecKyle]

I know we have a lot of OoS fans here
Idk why it needs to be feature film length video ?

filmed 6 months ago. So might not have much new info. Mainly on track

Feature length films are as long as it takes for me to explain things. I’m sure there’s plenty of other creators that can sum this up in a TikTok with the same information!

 

[HapticWagon]

Watching it in 2x speed right now overall good information @OutofSpecKyle
Always appreciated the technical information

 

[Motoarzon]

This is an amazing video. The first 1/3rd just explaining the technical functions of how the motors work & perform is very informative. Certainly convinced me getting the performance upgrade on my dual motor would be worth the money.

 

[Zorg]

Cue all the snowflakes complaining it's too long.

 

[Katsudon]

AI summary for those who prefer reading:

? Summary

• Introduction to Rivian R1S Lineup: The presenter sets the stage by comparing Rivian R1S's latest powertrain offerings—Dual, Tri, and Quad Motors—under high-performance conditions in the Mojave Desert. The focus is on evaluating whether the price upgrades translate into meaningful differences for buyers.
• ? Battery Technology Deep Dive: Rivian offers three battery packs—Standard (LFP), Large, and Max. LFP is robust and cheaper but offers lower range. The Large and Max Packs use higher-density chemistry (NMC/NCA), with Max unlocking high-performance capabilities. Interestingly, some early Large Packs were software-locked Max Packs.
• Software-Based Power Upgrades: The Dual Motor variant offers an upgradeable performance package—via software—for $5,000, boosting horsepower and enabling new off-road modes like rally and soft sand. This creates a compelling value proposition for performance-seeking buyers who don’t want to go all-in on a Tri or Quad.
• ? Performance Stats and Real-World Driving Experience:
  • Dual Motor Standard: Delivers a surprisingly rapid 0–60 of 4.5 seconds.
  • Dual Motor Performance: With 665 hp, shaves time to 3.4s—great bang for the buck.
  • Tri Motor: Hits 0–60 in 2.9s with 850 hp, introduces torque vectoring, new drive modes, and seamless AWD engagement.
  • Quad Motor: Offers 1025 hp and a 2.5s sprint, with ultimate torque vectoring and dedicated motors per wheel.
• ? Real-Life Testing Insights: Each drivetrain was subjected to launch, handling, and figure-8 dynamics testing. Key findings:
  • Dual Motor setup feels natural and well-balanced, though rear motor clutch engagement quirks persist.
  • Tri Motor impresses with smoothness and rear traction but lacks refinement in torque vectoring.
  • Quad Motor feels overkill for most, with the main performance gain attributed more to sticky tires than additional motors.
• ? Tech Talk: Inverters & Thermal Management: Rivian uses silicon carbide inverters in Max Pack vehicles for improved efficiency. Thermal issues are better controlled at the drivetrain level, but battery cooling still limits extended performance sessions.
• ? Software and Drive Mode Tuning: Rivian's clutch disconnect and reconnect systems in Dual and Tri Motors are improved but still interrupt seamless power delivery in certain driving modes. Tri Motor has a key benefit—always connected AWD in all-purpose mode, unlike Dual Motor which constantly cycles its rear axle.
• ?️ Off-Roading Performance Comparison:
  • Dual Motor relies on brake-based torque vectoring—not ideal but workable.
  • Tri Motor improves off-road control with rear-wheel independence.
  • Quad Motor has the potential for best off-road performance but requires more software fine-tuning to fully deliver its capabilities.
• ? Pricing vs Value Assessment: The Dual Motor LFP variant remains the sweet spot in terms of value. Performance upgrades provide a cost-effective power bump. The Tri Motor, while positioned as a balanced solution, has questionable value for average drivers. Quad Motor is best suited for EV enthusiasts who crave the pinnacle of EV power, though it comes with tuning limitations and an expected price range exceeding $115,000.
• ? Final Thoughts:
  • For most users: Go Dual Motor.
  • For performance-lovers who occasionally hit the track: Tri Motor is a balanced choice.
  • For those who want bragging rights and extreme power: Quad Motor is unmatched—though likely more impressive on paper than on road for now.

 

[Tim-in-CA]

TLDW : fast, faster, fastest

 

[OutofSpecKyle]

AI summary for those who prefer reading:

? Summary

• Introduction to Rivian R1S Lineup: The presenter sets the stage by comparing Rivian R1S's latest powertrain offerings—Dual, Tri, and Quad Motors—under high-performance conditions in the Mojave Desert. The focus is on evaluating whether the price upgrades translate into meaningful differences for buyers.
• ? Battery Technology Deep Dive: Rivian offers three battery packs—Standard (LFP), Large, and Max. LFP is robust and cheaper but offers lower range. The Large and Max Packs use higher-density chemistry (NMC/NCA), with Max unlocking high-performance capabilities. Interestingly, some early Large Packs were software-locked Max Packs.
• Software-Based Power Upgrades: The Dual Motor variant offers an upgradeable performance package—via software—for $5,000, boosting horsepower and enabling new off-road modes like rally and soft sand. This creates a compelling value proposition for performance-seeking buyers who don’t want to go all-in on a Tri or Quad.
• ? Performance Stats and Real-World Driving Experience:
  • Dual Motor Standard: Delivers a surprisingly rapid 0–60 of 4.5 seconds.
  • Dual Motor Performance: With 665 hp, shaves time to 3.4s—great bang for the buck.
  • Tri Motor: Hits 0–60 in 2.9s with 850 hp, introduces torque vectoring, new drive modes, and seamless AWD engagement.
  • Quad Motor: Offers 1025 hp and a 2.5s sprint, with ultimate torque vectoring and dedicated motors per wheel.
• ? Real-Life Testing Insights: Each drivetrain was subjected to launch, handling, and figure-8 dynamics testing. Key findings:
  • Dual Motor setup feels natural and well-balanced, though rear motor clutch engagement quirks persist.
  • Tri Motor impresses with smoothness and rear traction but lacks refinement in torque vectoring.
  • Quad Motor feels overkill for most, with the main performance gain attributed more to sticky tires than additional motors.
• ? Tech Talk: Inverters & Thermal Management: Rivian uses silicon carbide inverters in Max Pack vehicles for improved efficiency. Thermal issues are better controlled at the drivetrain level, but battery cooling still limits extended performance sessions.
• ? Software and Drive Mode Tuning: Rivian's clutch disconnect and reconnect systems in Dual and Tri Motors are improved but still interrupt seamless power delivery in certain driving modes. Tri Motor has a key benefit—always connected AWD in all-purpose mode, unlike Dual Motor which constantly cycles its rear axle.
• ? Off-Roading Performance Comparison:
  • Dual Motor relies on brake-based torque vectoring—not ideal but workable.
  • Tri Motor improves off-road control with rear-wheel independence.
  • Quad Motor has the potential for best off-road performance but requires more software fine-tuning to fully deliver its capabilities.
• ? Pricing vs Value Assessment: The Dual Motor LFP variant remains the sweet spot in terms of value. Performance upgrades provide a cost-effective power bump. The Tri Motor, while positioned as a balanced solution, has questionable value for average drivers. Quad Motor is best suited for EV enthusiasts who crave the pinnacle of EV power, though it comes with tuning limitations and an expected price range exceeding $115,000.
• ? Final Thoughts:
  • For most users: Go Dual Motor.
  • For performance-lovers who occasionally hit the track: Tri Motor is a balanced choice.
  • For those who want bragging rights and extreme power: Quad Motor is unmatched—though likely more impressive on paper than on road for now.

Wow this did a great job!

 

[PappaBolt]

AI summary for those who prefer reading:

? Summary

• Introduction to Rivian R1S Lineup: The presenter sets the stage by comparing Rivian R1S's latest powertrain offerings—Dual, Tri, and Quad Motors—under high-performance conditions in the Mojave Desert. The focus is on evaluating whether the price upgrades translate into meaningful differences for buyers.
• ? Battery Technology Deep Dive: Rivian offers three battery packs—Standard (LFP), Large, and Max. LFP is robust and cheaper but offers lower range. The Large and Max Packs use higher-density chemistry (NMC/NCA), with Max unlocking high-performance capabilities. Interestingly, some early Large Packs were software-locked Max Packs.
• Software-Based Power Upgrades: The Dual Motor variant offers an upgradeable performance package—via software—for $5,000, boosting horsepower and enabling new off-road modes like rally and soft sand. This creates a compelling value proposition for performance-seeking buyers who don’t want to go all-in on a Tri or Quad.
• ? Performance Stats and Real-World Driving Experience:
  • Dual Motor Standard: Delivers a surprisingly rapid 0–60 of 4.5 seconds.
  • Dual Motor Performance: With 665 hp, shaves time to 3.4s—great bang for the buck.
  • Tri Motor: Hits 0–60 in 2.9s with 850 hp, introduces torque vectoring, new drive modes, and seamless AWD engagement.
  • Quad Motor: Offers 1025 hp and a 2.5s sprint, with ultimate torque vectoring and dedicated motors per wheel.
• ? Real-Life Testing Insights: Each drivetrain was subjected to launch, handling, and figure-8 dynamics testing. Key findings:
  • Dual Motor setup feels natural and well-balanced, though rear motor clutch engagement quirks persist.
  • Tri Motor impresses with smoothness and rear traction but lacks refinement in torque vectoring.
  • Quad Motor feels overkill for most, with the main performance gain attributed more to sticky tires than additional motors.
• ? Tech Talk: Inverters & Thermal Management: Rivian uses silicon carbide inverters in Max Pack vehicles for improved efficiency. Thermal issues are better controlled at the drivetrain level, but battery cooling still limits extended performance sessions.
• ? Software and Drive Mode Tuning: Rivian's clutch disconnect and reconnect systems in Dual and Tri Motors are improved but still interrupt seamless power delivery in certain driving modes. Tri Motor has a key benefit—always connected AWD in all-purpose mode, unlike Dual Motor which constantly cycles its rear axle.
• ? Off-Roading Performance Comparison:
  • Dual Motor relies on brake-based torque vectoring—not ideal but workable.
  • Tri Motor improves off-road control with rear-wheel independence.
  • Quad Motor has the potential for best off-road performance but requires more software fine-tuning to fully deliver its capabilities.
• ? Pricing vs Value Assessment: The Dual Motor LFP variant remains the sweet spot in terms of value. Performance upgrades provide a cost-effective power bump. The Tri Motor, while positioned as a balanced solution, has questionable value for average drivers. Quad Motor is best suited for EV enthusiasts who crave the pinnacle of EV power, though it comes with tuning limitations and an expected price range exceeding $115,000.
• ? Final Thoughts:
  • For most users: Go Dual Motor.
  • For performance-lovers who occasionally hit the track: Tri Motor is a balanced choice.
  • For those who want bragging rights and extreme power: Quad Motor is unmatched—though likely more impressive on paper than on road for now.

Finally a practical use for AI. Well, besides coming for all our tech jobs.

 

[Zorg]

What I am really looking forward to is OOS getting a R1S dual standard. I bought a R1T partially based on Kyle's in depth reviews, and would love to see the same level of reviews for the R1S LFP. My biggest concern is how it performs in the cold since I live in the mountains.

 

[dleepnw]

I know we have a lot of OoS fans here
Idk why it needs to be feature film length video ?

filmed 6 months ago. So might not have much new info. Mainly on track

Content from OoS would be so much better if they actually spent some time on production/editing. There content drags and you can't really get all the clear data/info because of all the clutter and verbose brain dumps.

 

[RWerksman]

Content from OoS would be so much better if they actually spent some time on production/editing. There content drags and you can't really get all the clear data/info because of all the clutter and verbose brain dumps.

I concur 100%. I love the nerdy details, but there is a ton of repetition here.

For shits & giggles, I had ChatGPT summarize the topics covered in this video in the first half (34:30) where he could have easily bulleted out what he wanted to cover. In that first half he made points about motor types & differences 40 times, and charging & range was mentioned 22 times, with using nearly identical phrasing of points a handful each.

To be clear, here is a table that represents all of those points. He could have easily cut down repetition by 3 to 4 times.

I'm not sure what the deal is. There seems to be a large amount of folks, myself included, that really want to love this content but can't quite get there. Kyle even acknowledge the repetition issue and made fun of it to some degree in the video.

I do understand that creating these videos is much tougher than what most folks realize. That said, and again using ChatGPT, I was able to create a good rough outline for this video in less than 60 seconds without having referred to it as a source. You can't tell me that Kyle couldn't do the same and adapt his style for better end results. Hell, I do that for my videos and most of the time I'm only talking about pieces of plastic and have something like 2,000 subscribers.

 

[bfilippo]

What I am really looking forward to is OOS getting a R1S dual standard. I bought a R1T partially based on Kyle's in depth reviews, and would love to see the same level of reviews for the R1S LFP. My biggest concern is how it performs in the cold since I live in the mountains.

I have a Dual Standard R1T. I live in coastal Maine. I’m not Kyle, but I have over 7000 miles on it since delivery in September. Happy to answer any questions. I will soon have a used Gen1 Quad R1S to compare it to for efficiency, etc.

 

[Zorg]

I have a Dual Standard R1T. I live in coastal Maine. I’m not Kyle, but I have over 7000 miles on it since delivery in September. Happy to answer any questions. I will soon have a used Gen1 Quad R1S to compare it to for efficiency, etc.

Sweet! What's the efficiency/range in the winter? What tires do you have?

 

[bfilippo]

Sweet! What's the efficiency/range in the winter? What tires do you have?

My current winter range (~3900 miles started trip around Thanksgiving), is 1.96

Assuming that’s true, I am likely getting ~180 miles of range, on average, this winter. It’s been quite cold basically the entire winter and the truck has lived outside the entire time as my garage is full of construction materials. I would imagine this is absolute worst case scenario since my battery starts cold on every trip unless I happen to have charged overnight, which doesn’t happen super often as I have solar and another EV so I often charge during the day.

I do often have multiple people in the truck and my most common driving is about 30-45 miles round trip on windy rural two lane highways at 45-65mph.

I did also use snow mode probably about 50-60% of the time this winter when local driving until this past week it has warmed up a little.

I didn’t get any real insight into warm weather efficiency as it was delivered 9/28. It was 2.12 for those two months on average. I suspect based on that limited info during fall, I will hopefully get pretty close to the 2.6-2.8 needed to hit the EPA range during warm weather season.

Stock 20” AT/AS Goodyear Wrangler with powered tonneau cover, typically closed.

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