Rivian R1T Tri-Motor vs. Gen 1 Quad: My 10,000-Mile Owner Review

[starbux]

When Rivian launched the second-generation R1T with a Tri-Motor configuration, it signaled more than just a drivetrain update—it was a refinement of the brand’s identity. The new setup promised more torque, upgraded tech, and subtle but significant improvements over the original Quad-Motor model.


As someone who racks up mileage fast—10,000 miles in just 142 days—this truck hasn’t had an easy life. It’s my workhorse, my weekend escape pod, and my rolling lab for mods, gear, and real-world EV testing.


Here’s what I’ve learned from living with the Rivian R1T Tri-Motor in everyday life—and not the kind with curated lighting or gentle pavement.


From Quad to Tri: Why I Switched

My previous R1T was a Gen 1 Quad-Motor. It delivered incredible performance but came with its share of service tickets. By the time I was closing in on 60,000 miles, the warranty clock was ticking and issues were piling up.


Enter the Tri-Motor.


With 850 horsepower and 1,103 lb-ft of torque, it offers slightly more power than the Quad, though it’s a touch less aggressive in day-to-day driving unless you flip into Sport or Launch mode. In those settings, the acceleration is borderline ridiculous—especially for a truck that weighs nearly four tons with all my gear loaded.


But power wasn’t the only reason I upgraded. The second-gen hardware includes newer ECUs, updated systems, and a more refined interior. It’s future-proofed in a way the Gen 1 isn’t. And after diving into the tax benefits for business use, the math started to make sense.


Range and Efficiency: Real-World Numbers That Matter

While Rivian advertises up to 410 miles on the dual-motor Max Pack and around 380 miles on the Tri-Motor, actual range will vary once you start adding weight, drag, and beefier tires.


With the Super Pacific camper, recovery gear, and larger Toyo Open Country A/T III EV tires, I’m seeing about a 15% reduction in range from stock. In practical terms, that brings my usable range to approximately:

• 265–275 miles in All-Purpose mode
• 300–310 miles in Conserve mode

These numbers are still solid for a truck this size and weight—especially one that gets used the way mine does. But it’s a reminder that real-world range is affected by more than battery size. Terrain, payload, tire compound, and even wind direction can nudge those numbers around.


I tend to avoid Conserve mode outside of longer highway trips. While it boosts range slightly, it relies solely on the front motors, which can accelerate front tire wear. All-Purpose mode strikes the right balance between drivability and efficiency, especially when navigating the varied demands of my daily workload.


Charging at home is easy with a JuiceBox Level 2 charger. I’ve also used both Rivian’s Adventure Network and Tesla Superchargers—both work flawlessly.


Ride and Handling: Heavy but Nimble

The Tri-Motor R1T isn’t light—especially with a camper and gear loaded up—but it hides its weight well. The air suspension and torque vectoring give it a planted, controlled feel on the road. It rides quieter than you'd expect, even with aggressive all-terrain tires.


Off-road, it’s shockingly capable. I’ve tackled sand dunes, snow-covered trails, and forest service roads without hesitation. I’m not doing extreme rock crawling, but that’s not my use case. For overlanding, trail running, and the occasional sketchy moment in the woods, it performs confidently.


I’ve had one major self-recovery event after sliding into a ditch late at night. A downed log got me good, and I had to spend an hour digging and repositioning to get free. That moment taught me: never go out alone without recovery gear—and I really need to add a winch.


Service and Support: A Mixed Bag, Mostly Positive

Out of the gate, I had issues. A tire pressure sensor threw an error before I even reached the freeway after delivery. The alignment was also off—again, not uncommon for Rivians, but still frustrating.


That said, Rivian’s Seattle Service Center has been exceptional. The staff is communicative, proactive, and genuinely helpful. They’ve provided loaners when needed and handled each issue professionally, even during the chaos of holiday staffing.


Compared to my Gen 1 experience, service has come a long way. It’s still not perfect—parts delays and appointment availability remain pain points—but things are moving in the right direction.


Utility and Daily Use: A Truck That Works

This R1T is more than a cool electric toy—it’s my mobile office. As the owner of a real estate media company, I drive hundreds of miles per week with expensive gear onboard. The truck’s storage layout—frunk, gear tunnel, and bed—is versatile and practical. The new-generation UI helps with routing and range planning, and despite the mud, sand, and dust I throw at it, it still scrubs up decently when I need it to.


The Super Pacific camper topper turns it into a true overland rig. Paired with recovery gear, an EV Sportline tool chest, and upgraded tires, this truck is ready for long days off-grid.


Modifications: What Works, What Doesn’t
What I’ve Added:

• Super Pacific Camper – Durable, weatherproof, and built for real use. A top-tier choice.
• Toyo Open Country A/T III EV Tires – EV-specific tread with excellent off-road capability and low road noise.
• Matte Paint Protection Film – Already saving me from scratches and gravel.
• EV Sportline Tool Chest – Folds into a table, stores all recovery tools and emergency gear.
• Aftermarket Wheels – Unintentionally bought knockoffs, but they’ve held up under abuse.

What I Replaced:

• Camp Kitchen – Cool idea, but lacked flexibility. Swapped it for modular storage that better suits my workflow.

Final Verdict: Would I Buy It Again?

Absolutely.


The R1T Tri-Motor is a significant improvement over the Gen 1 Quad. It’s more stable, more capable, and clearly designed with the future in mind. I wouldn’t call it flawless—it’s still a Rivian, and Rivian is still a young company—but for those who want to use their truck for more than just errands, it’s a strong choice.


If you’re a Gen 1 owner wondering if it’s worth the jump: yes, if you plan to keep it long-term. If you’re new to Rivian, you’ll be impressed—especially if you understand what this truck is built to do.

Sponsored

 

[DuoRivians]

When Rivian launched the second-generation R1T with a Tri-Motor configuration, it signaled more than just a drivetrain update—it was a refinement of the brand’s identity. The new setup promised more torque, upgraded tech, and subtle but significant improvements over the original Quad-Motor model.


As someone who racks up mileage fast—10,000 miles in just 142 days—this truck hasn’t had an easy life. It’s my workhorse, my weekend escape pod, and my rolling lab for mods, gear, and real-world EV testing.


Here’s what I’ve learned from living with the Rivian R1T Tri-Motor in everyday life—and not the kind with curated lighting or gentle pavement.


From Quad to Tri: Why I Switched

My previous R1T was a Gen 1 Quad-Motor. It delivered incredible performance but came with its share of service tickets. By the time I was closing in on 60,000 miles, the warranty clock was ticking and issues were piling up.


Enter the Tri-Motor.


With 850 horsepower and 1,103 lb-ft of torque, it offers slightly more power than the Quad, though it’s a touch less aggressive in day-to-day driving unless you flip into Sport or Launch mode. In those settings, the acceleration is borderline ridiculous—especially for a truck that weighs nearly four tons with all my gear loaded.


But power wasn’t the only reason I upgraded. The second-gen hardware includes newer ECUs, updated systems, and a more refined interior. It’s future-proofed in a way the Gen 1 isn’t. And after diving into the tax benefits for business use, the math started to make sense.


Range and Efficiency: Real-World Numbers That Matter

While Rivian advertises up to 410 miles on the dual-motor Max Pack and around 380 miles on the Tri-Motor, actual range will vary once you start adding weight, drag, and beefier tires.


With the Super Pacific camper, recovery gear, and larger Toyo Open Country A/T III EV tires, I’m seeing about a 15% reduction in range from stock. In practical terms, that brings my usable range to approximately:

• 265–275 miles in All-Purpose mode
• 300–310 miles in Conserve mode

These numbers are still solid for a truck this size and weight—especially one that gets used the way mine does. But it’s a reminder that real-world range is affected by more than battery size. Terrain, payload, tire compound, and even wind direction can nudge those numbers around.


I tend to avoid Conserve mode outside of longer highway trips. While it boosts range slightly, it relies solely on the front motors, which can accelerate front tire wear. All-Purpose mode strikes the right balance between drivability and efficiency, especially when navigating the varied demands of my daily workload.


Charging at home is easy with a JuiceBox Level 2 charger. I’ve also used both Rivian’s Adventure Network and Tesla Superchargers—both work flawlessly.


Ride and Handling: Heavy but Nimble

The Tri-Motor R1T isn’t light—especially with a camper and gear loaded up—but it hides its weight well. The air suspension and torque vectoring give it a planted, controlled feel on the road. It rides quieter than you'd expect, even with aggressive all-terrain tires.


Off-road, it’s shockingly capable. I’ve tackled sand dunes, snow-covered trails, and forest service roads without hesitation. I’m not doing extreme rock crawling, but that’s not my use case. For overlanding, trail running, and the occasional sketchy moment in the woods, it performs confidently.


I’ve had one major self-recovery event after sliding into a ditch late at night. A downed log got me good, and I had to spend an hour digging and repositioning to get free. That moment taught me: never go out alone without recovery gear—and I really need to add a winch.


Service and Support: A Mixed Bag, Mostly Positive

Out of the gate, I had issues. A tire pressure sensor threw an error before I even reached the freeway after delivery. The alignment was also off—again, not uncommon for Rivians, but still frustrating.


That said, Rivian’s Seattle Service Center has been exceptional. The staff is communicative, proactive, and genuinely helpful. They’ve provided loaners when needed and handled each issue professionally, even during the chaos of holiday staffing.


Compared to my Gen 1 experience, service has come a long way. It’s still not perfect—parts delays and appointment availability remain pain points—but things are moving in the right direction.


Utility and Daily Use: A Truck That Works

This R1T is more than a cool electric toy—it’s my mobile office. As the owner of a real estate media company, I drive hundreds of miles per week with expensive gear onboard. The truck’s storage layout—frunk, gear tunnel, and bed—is versatile and practical. The new-generation UI helps with routing and range planning, and despite the mud, sand, and dust I throw at it, it still scrubs up decently when I need it to.


The Super Pacific camper topper turns it into a true overland rig. Paired with recovery gear, an EV Sportline tool chest, and upgraded tires, this truck is ready for long days off-grid.


Modifications: What Works, What Doesn’t
What I’ve Added:

• Super Pacific Camper – Durable, weatherproof, and built for real use. A top-tier choice.
• Toyo Open Country A/T III EV Tires – EV-specific tread with excellent off-road capability and low road noise.
• Matte Paint Protection Film – Already saving me from scratches and gravel.
• EV Sportline Tool Chest – Folds into a table, stores all recovery tools and emergency gear.
• Aftermarket Wheels – Unintentionally bought knockoffs, but they’ve held up under abuse.

What I Replaced:

• Camp Kitchen – Cool idea, but lacked flexibility. Swapped it for modular storage that better suits my workflow.

Final Verdict: Would I Buy It Again?

Absolutely.


The R1T Tri-Motor is a significant improvement over the Gen 1 Quad. It’s more stable, more capable, and clearly designed with the future in mind. I wouldn’t call it flawless—it’s still a Rivian, and Rivian is still a young company—but for those who want to use their truck for more than just errands, it’s a strong choice.


If you’re a Gen 1 owner wondering if it’s worth the jump: yes, if you plan to keep it long-term. If you’re new to Rivian, you’ll be impressed—especially if you understand what this truck is built to do.

Thanks for the review. I’ve been eyeing the California Dune edition. I heard Rivian is offering a free Xpel Stealth upgrade to move them currently. Either that, or waiting to see what the new quad max will bring.

 

[starbux]

Thanks for the review. I’ve been eyeing the California Dune edition. I heard Rivian is offering a free Xpel Stealth upgrade to move them currently. Either that, or waiting to see what the new quad max will bring.

If I didn't jump on this Tri Max I would have went with the Dune with the prices, accessories, and overall more ruggedness (the floors)...

 

[DuoRivian]

Thanks for the review. I’ve been eyeing the California Dune edition. I heard Rivian is offering a free Xpel Stealth upgrade to move them currently. Either that, or waiting to see what the new quad max will bring.

Sounds a good deal but is a concern that they have to juice a deal on a limited edition model.

 

[DuoRivian]

When Rivian launched the second-generation R1T with a Tri-Motor configuration, it signaled more than just a drivetrain update—it was a refinement of the brand’s identity. The new setup promised more torque, upgraded tech, and subtle but significant improvements over the original Quad-Motor model.


As someone who racks up mileage fast—10,000 miles in just 142 days—this truck hasn’t had an easy life. It’s my workhorse, my weekend escape pod, and my rolling lab for mods, gear, and real-world EV testing.


Here’s what I’ve learned from living with the Rivian R1T Tri-Motor in everyday life—and not the kind with curated lighting or gentle pavement.


From Quad to Tri: Why I Switched

My previous R1T was a Gen 1 Quad-Motor. It delivered incredible performance but came with its share of service tickets. By the time I was closing in on 60,000 miles, the warranty clock was ticking and issues were piling up.


Enter the Tri-Motor.


With 850 horsepower and 1,103 lb-ft of torque, it offers slightly more power than the Quad, though it’s a touch less aggressive in day-to-day driving unless you flip into Sport or Launch mode. In those settings, the acceleration is borderline ridiculous—especially for a truck that weighs nearly four tons with all my gear loaded.


But power wasn’t the only reason I upgraded. The second-gen hardware includes newer ECUs, updated systems, and a more refined interior. It’s future-proofed in a way the Gen 1 isn’t. And after diving into the tax benefits for business use, the math started to make sense.


Range and Efficiency: Real-World Numbers That Matter

While Rivian advertises up to 410 miles on the dual-motor Max Pack and around 380 miles on the Tri-Motor, actual range will vary once you start adding weight, drag, and beefier tires.


With the Super Pacific camper, recovery gear, and larger Toyo Open Country A/T III EV tires, I’m seeing about a 15% reduction in range from stock. In practical terms, that brings my usable range to approximately:

• 265–275 miles in All-Purpose mode
• 300–310 miles in Conserve mode

These numbers are still solid for a truck this size and weight—especially one that gets used the way mine does. But it’s a reminder that real-world range is affected by more than battery size. Terrain, payload, tire compound, and even wind direction can nudge those numbers around.


I tend to avoid Conserve mode outside of longer highway trips. While it boosts range slightly, it relies solely on the front motors, which can accelerate front tire wear. All-Purpose mode strikes the right balance between drivability and efficiency, especially when navigating the varied demands of my daily workload.


Charging at home is easy with a JuiceBox Level 2 charger. I’ve also used both Rivian’s Adventure Network and Tesla Superchargers—both work flawlessly.


Ride and Handling: Heavy but Nimble

The Tri-Motor R1T isn’t light—especially with a camper and gear loaded up—but it hides its weight well. The air suspension and torque vectoring give it a planted, controlled feel on the road. It rides quieter than you'd expect, even with aggressive all-terrain tires.


Off-road, it’s shockingly capable. I’ve tackled sand dunes, snow-covered trails, and forest service roads without hesitation. I’m not doing extreme rock crawling, but that’s not my use case. For overlanding, trail running, and the occasional sketchy moment in the woods, it performs confidently.


I’ve had one major self-recovery event after sliding into a ditch late at night. A downed log got me good, and I had to spend an hour digging and repositioning to get free. That moment taught me: never go out alone without recovery gear—and I really need to add a winch.


Service and Support: A Mixed Bag, Mostly Positive

Out of the gate, I had issues. A tire pressure sensor threw an error before I even reached the freeway after delivery. The alignment was also off—again, not uncommon for Rivians, but still frustrating.


That said, Rivian’s Seattle Service Center has been exceptional. The staff is communicative, proactive, and genuinely helpful. They’ve provided loaners when needed and handled each issue professionally, even during the chaos of holiday staffing.


Compared to my Gen 1 experience, service has come a long way. It’s still not perfect—parts delays and appointment availability remain pain points—but things are moving in the right direction.


Utility and Daily Use: A Truck That Works

This R1T is more than a cool electric toy—it’s my mobile office. As the owner of a real estate media company, I drive hundreds of miles per week with expensive gear onboard. The truck’s storage layout—frunk, gear tunnel, and bed—is versatile and practical. The new-generation UI helps with routing and range planning, and despite the mud, sand, and dust I throw at it, it still scrubs up decently when I need it to.


The Super Pacific camper topper turns it into a true overland rig. Paired with recovery gear, an EV Sportline tool chest, and upgraded tires, this truck is ready for long days off-grid.


Modifications: What Works, What Doesn’t
What I’ve Added:

• Super Pacific Camper – Durable, weatherproof, and built for real use. A top-tier choice.
• Toyo Open Country A/T III EV Tires – EV-specific tread with excellent off-road capability and low road noise.
• Matte Paint Protection Film – Already saving me from scratches and gravel.
• EV Sportline Tool Chest – Folds into a table, stores all recovery tools and emergency gear.
• Aftermarket Wheels – Unintentionally bought knockoffs, but they’ve held up under abuse.

What I Replaced:

• Camp Kitchen – Cool idea, but lacked flexibility. Swapped it for modular storage that better suits my workflow.

Final Verdict: Would I Buy It Again?

Absolutely.


The R1T Tri-Motor is a significant improvement over the Gen 1 Quad. It’s more stable, more capable, and clearly designed with the future in mind. I wouldn’t call it flawless—it’s still a Rivian, and Rivian is still a young company—but for those who want to use their truck for more than just errands, it’s a strong choice.


If you’re a Gen 1 owner wondering if it’s worth the jump: yes, if you plan to keep it long-term. If you’re new to Rivian, you’ll be impressed—especially if you understand what this truck is built to do.

You mention the new generation UI as a positive but doesn’t gen 1 have the same UI (even if the chip is a little older)?

 

[av8or]

Thoughtful review. I’m sticking with my gen 1, it’s been rock solid (except for a couple minor things) for over 60k miles. I’ve thought about upgrading several times but I just can’t justify going from a $65k after rebates R1T to a $90-$100k R1T and now I kinda want to test out the battery warranty.

 

[starbux]

I was more of referring to the updates and what not and difference in updates between the gen 1 and gen 2. I should have clarified that more.

 

[starbux]

Thoughtful review. I’m sticking with my gen 1, it’s been rock solid (except for a couple minor things) for over 60k miles. I’ve thought about upgrading several times but I just can’t justify going from a $65k after rebates R1T to a $90-$100k R1T and now I kinda want to test out the battery warranty.

I honestly tell a lot of people to go buy a gently used R1 for 55-65k vs buying brand new.

 

[Mark_AZR1T]

Thoughtful review. I’m sticking with my gen 1, it’s been rock solid (except for a couple minor things) for over 60k miles. I’ve thought about upgrading several times but I just can’t justify going from a $65k after rebates R1T to a $90-$100k R1T and now I kinda want to test out the battery warranty.

I appreciate the OP’s report—who wouldn’t love to have that Gen 2 Tri?

However, I’m in your boat, 100%. I paid $65,000 for my Launch Quad, and with 57,000 miles on the clock and fewer service visits than the OP’s Tri, I just can’t justify spending another $40,000–$50,000 on a vehicle that doesn’t feel like a generational leap. I’ll wait for something truly next-level.

Would I keep my Gen 1 without an extended warranty? Nope—so I just picked one up that’ll take me out to around 113,000 miles.

I also spent four days driving a Gen 2 Dual Motor. As much as I wanted to love it, it just didn’t drive as well as my Gen 1. The same issues—wind noise, quality control quirks, and other little annoyances—are still there. It didn’t feel like the upgrade it should be.

I love what Rivian is building, but I’m holding out for something with a real leap in battery chemistry or charging curve, as well a quality leap before jumping into another EV.

 

[DayTripping]

I honestly tell a lot of people to go buy a gently used R1 for 55-65k vs buying brand new.

That is great advice. I tell people the same thing. When I did the analysis, that was what I ended up doing. Yes, the G2s are better, but not 50%+ better. That is what the price delta would be. In the 60k range for a G1, you have 90% of what a G2 truck is with at least a 40% discount for a comparable model.

Thankfully we all have choices. I expected more from the G2 than what it actually delivered.

 

[cff1349]

With the Super Pacific camper, recovery gear, and larger Toyo Open Country A/T III EV tires, I’m seeing about a 15% reduction in range from stock. In practical terms, that brings my usable range to approximately

You mentioned larger tires … what size? Coming up on 27k on mine, and considering replacing them with Toyo at3 EV (LT 275/65 r20)…. Were you able to fit in larger tires?

 

[PhatDaddy]

…
Would I keep my Gen 1 without an extended warranty? Nope—so I just picked one up that’ll take me out to around 113,000 miles.
…

Care to share with who? I’m XCare? Fidelity? Thanks.

 

[DayTripping]

Care to share with who? I’m XCare? Fidelity? Thanks.

I am curious too. I went with Xcare for one of my Teslas and my Rivian.

 

[Donald Stanfield]

That is great advice. I tell people the same thing. When I did the analysis, that was what I ended up doing. Yes, the G2s are better, but not 50%+ better. That is what the price delta would be. In the 60k range for a G1, you have 90% of what a G2 truck is with at least a 40% discount for a comparable model.

Thankfully we all have choices. I expected more from the G2 than what it actually delivered.

To be fair the G2 wasn’t designed to be a refresh for the end user it was to lower the cost of manufacturing the vehicle for Rivian’s benefit. The G2 isn’t any more expensive than a G1 was if you don’t consider the pre order pricing. There is a unique situation because of that and we shouldn’t think of G2 as a massive upgrade, more like G1 was 85% the vehicle Rivian wanted but G2 is 100%. Comparing used pricing to new isn’t fair for any vehicle at this price point because depreciation is increasingly high with the higher the starting price.

 

[DayTripping]

I get those points. I do think is fair to compare new and used as you do have a choice. I think it applies to any price point. Sometimes it makes more sense on an expensive one to buy used due to depreciation as you mentioned. Sometimes I've seen used go for more than new in some high demand models as well.

We are sort of in the same ballpark, where you think G1 is 85% of what G2 is and I think it is 90%. I still used that to drive what I valued a G2 at before buying a G1. I was considering a new G1 as well but that made the least sense of all.

I would have loved to see more meaningful changes to things that mattered to me in the G2. The new quad would be the closest truck to what I want. Maybe if it is really amazing I might sell mine and buy it, assuming the wind noise on it isn't horrendous like my truck is at higher speeds. At this point I am more likely to wait for G3 if Rivian is still around and doesn't blow the R2 launch and scales up their service centers massively.

If it all goes south and Rivian blows it, I'll be glad I bought a 60k G1 paperweight instead of a 110k G2 paperweight.

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