Rivian built its reputation on the R1T and R1S — vehicles that could genuinely go anywhere. The R2 is smaller, lighter, and considerably cheaper. So the obvious question is: how much of that adventure DNA actually survived the translation? The answer is more nuanced than the spec sheet suggests, and more capable than most competitors can match.
The Numbers First
Rivian claims the R2 is best-in-class for off-road geometry in the mid-size SUV segment. Here’s what that looks like:
- Ground clearance: 9.6 inches
- Approach angle: 25 degrees
- Departure angle: 26 degrees
- Breakover angle: 20.6 degrees
- Wheelbase: 115.6 inches
- Wheel/tire diameter: 32 inches across all options
For context, the Tesla Model Y has approximately 6.6 inches of ground clearance and Tesla doesn’t even publish approach or departure angles — because the Model Y wasn’t designed for off-road use. The Ford Mustang Mach-E Rally, the most off-road oriented competitor, still starts from a lower, sleeker platform than the R2. The Hyundai Ioniq 5 XRT has roughly 6.5 inches of clearance.
The R2 wins this comparison decisively on paper. But numbers only tell part of the story.
What the Drive Modes Actually Do
Drive modes are one of the most meaningful aspects of the R2’s off-road system because they don’t just change a dashboard display — they fundamentally reprogram how the vehicle behaves.
All-Purpose — The default mode. Balanced throttle, steering weight, and suspension response for everyday mixed driving.
Conserve — Prioritizes range efficiency. Reduces power output and softens responses.
Snow — Reduces throttle sensitivity and adjusts traction control calibration to prevent wheelspin on slippery surfaces. Available on all trims.
Sport — Sharpens throttle response and steering feel for on-road performance driving.
All-Terrain (Premium and Performance only) — Increases ride height where possible, adjusts throttle mapping for smoother torque delivery at low speeds, and recalibrates traction control for loose surfaces. This is the primary mode for fire roads, gravel, and moderate trail use.
Rally (Performance only) — Designed for loose, fast surfaces like dirt roads and rally stages. Allows controlled oversteer and adjusts stability control thresholds for more dynamic driving.
Soft Sand (Performance only) — Significantly loosens traction control intervention and adjusts throttle delivery for deep, loose surfaces where momentum is essential.
Launch (Performance only) — Maximum acceleration mode for on-road performance launches.
The Standard trim’s four modes (All-Purpose, Conserve, Snow, Sport) are adequate for everyday use but lack the All-Terrain mode that makes a real difference on anything beyond paved roads. If you plan to take the R2 off-road regularly, the Premium or Performance trim is worth the investment specifically for the All-Terrain mode.
Semi-Active Suspension: What It Means Off-Road
The Performance trim’s semi-active suspension is a significant off-road differentiator. Unlike the standard passive suspension on the Premium and Standard, the semi-active system continuously adjusts damping stiffness in real time based on road inputs and the selected drive mode.
In practice on trails: the system softens over impacts — rocks, ruts, roots — and firms up during body roll to keep the vehicle more composed. First-drive reviewers on the Men’s Journal trail course in Utah noted the R2 handled river crossings, steep climbs, and rutted descents with more composure than expected for a vehicle of its size and price.
The R2 does not have air suspension — a deliberate cost and weight reduction decision. The R1S’s air suspension can raise ride height significantly for extreme obstacles. The R2 cannot. What it has instead is well-calibrated geometry and a lighter platform, which compensates more than you might expect.
Real-World Trail Performance: What Reviews Say
Several media outlets got early off-road access ahead of the June 9 delivery launch. The consensus:
The Autopian gave a characteristically honest assessment: the R2’s breakover angle of 20.6 degrees — caused by its relatively long 115.6-inch wheelbase — is the geometry number that limits it most seriously on technical rock trails. A shorter wheelbase creates a better breakover angle. The R2’s wheelbase is long for its class, which helps interior room but slightly hurts deep trail geometry.
Men’s Journal tested the R2 on a moderately technical fire road in Utah, including river crossings and steep climbs, and called it genuinely capable — with the important caveat that it’s not in the R1 league. The comparison to a Ford Bronco Sport Sasquatch or a capable Subaru Outback was apt: more than most crossovers, not as much as a purpose-built rock crawler.
Top Gear described the off-road capability as closer to “challenging trail roads” than “truly difficult trails” — and emphasized that the experience is meaningfully better than any direct competitor in the price range.
Motor1 reported the R2 is “tighter, sportier, and more fun to drive” than the bigger R1, and that the lighter weight actually helps it manage off-road driving more dynamically.
The common thread: the R2 comfortably handles fire roads, moderate trails, river crossings, loose surfaces, and light rock terrain. It is not a vehicle for serious rock crawling or the kind of extreme obstacle courses the R1S handles with air suspension extended. That’s exactly the right capability envelope for most buyers who claim to want an “adventure vehicle.”
The BFGoodrich Trail-Terrain Tires: A Meaningful Upgrade
The optional 20-inch wheels with BFGoodrich Trail-Terrain T/A tires are worth serious consideration for buyers who actually go off-road. The trade-off is real but transparent:
- With all-season tires: 330 miles EPA range, 99-105 MPGe
- With all-terrain tires: 307 miles EPA range, 99 MPGe combined
The 23-mile range penalty for the off-road rubber is meaningful on longer trips but manageable in real-world use. What you get in return is meaningfully better traction on loose surfaces, mud, sand, and light snow — the kind of terrain the R2’s drive modes are calibrated for.
Practical tip: Some buyers opt for all-season tires year-round and add a set of dedicated all-terrain tires on 20-inch wheels as a seasonal swap. The additional tire set costs $800-$1,200 but gives you the full capability range without compromising everyday range.
How the R2 Compares to Key Off-Road Competitors
| Vehicle | Ground Clearance | Approach Angle | Departure Angle | Tow Rating |
|---|---|---|---|---|
| Rivian R2 | 9.6 in | 25° | 26° | 4,400 lbs |
| Toyota 4Runner TRD | 9.6 in | 33° | 26° | 5,000 lbs |
| Ford Bronco Sport Sasquatch | 8.8 in | 30.4° | 33.1° | 2,200 lbs |
| Jeep Compass Trailhawk | 8.3 in | 25° | 32° | 2,000 lbs |
| Tesla Model Y | ~6.6 in | Not published | Not published | Not rated |
| Hyundai Ioniq 5 XRT | ~6.5 in | Not published | Not published | Not rated |
The 4Runner’s approach angle advantage over the R2 comes from its shorter front overhang — a geometry difference the R2 can’t match with its longer wheelbase. But the 4Runner is a body-on-frame truck with decades of dedicated off-road development, a gas engine, and no EV efficiency. The R2 beats every other EV in the mid-size segment on off-road geometry with no close competition.
Towing Off-Road
The R2 Performance with Launch Package is rated at 4,400 lbs of towing capacity. That covers a small travel trailer, a boat, or a loaded gear trailer — real-world adventure towing for most buyers. Some caveats:
- Towing reduces range significantly — expect 30-40% range reduction when pulling a trailer
- The 4,400-lb rating is for the Performance Launch Package. The Premium’s tow rating has not been officially published at time of writing — verify on rivian.com when configuring
For comparison, the R1S can tow up to 7,700 lbs. The R2 is not a match for heavy towing, but 4,400 lbs covers the majority of weekend adventure use cases.
The Verdict on Off-Road Capability
The R2 is genuinely capable for the buyer its designed for: someone who wants to take forest roads to a campsite, run fire trails on a weekend, handle sand dunes at the coast, or navigate snowy mountain passes. It handles all of those scenarios with real confidence.
It is not for serious rock crawlers, extreme off-road enthusiasts, or buyers who need air suspension and maximum approach angles. The R1S remains Rivian’s answer for those use cases.
For the mid-size SUV buyer comparing the R2 to a Model Y, Ioniq 5, or Mach-E, the capability gap in Rivian’s favor is enormous and genuinely meaningful. No competitor in the segment comes close.