2024 Toyota Tacoma: What’s It Like to Live With?
We’re putting the redesigned 2024 Toyota Tacoma to a 20,000-mile test
A new Tacoma is so rare that when Toyota finally gets around to redesigning its perennial midsize pickup it’s loaded up with as much expectation as its payload rating. The 2024 Tacoma was met with plenty of fanfare, but our initial impressions left us with a few questions — questions we now have an entire year and thousands of miles to help us answer.
But first, let’s talk about what we’re testing here. Our new long-term Tacoma is a 2024 TRD Off-Road without the optional hybrid powertrain. While we like to buy our long-termers, Toyota lent us this bright orange beastie for an entire year. Even though the TRD Off-Road is now available with the i-Force Max hybrid powertrain — which makes 326 horsepower and 465 lb-ft of torque — Toyota told us we’d have to wait a while for that. In the end we went with the standard turbocharged 2.4-liter four-cylinder that cranks out 278 hp and 317 lb-ft.
| Miles Driven: | Average MPG: |
| 16,041 | 19.4 |
Latest Highlights
- The 2024 Toyota Tacoma is fully redesigned
- And it’s now the third (gas-powered) midsize pickup in our fleet
- Comparisons are sure to follow
- Can Toyota keep its grip on the midsize truck market?
What do you want to know about?
- What We Got and Why
- Real-World Fuel Economy
- Maintenance and upkeep
- Performance
- Comfort
- Technology
- Interior
- Utility
- Miscellaneous
What We Got And Why
by Nick Yekikian, Senior News Editor
• Our test vehicle: 2024 Toyota Tacoma TRD Off-Road
• Base MSRP: $43,295
• MSRP as tested: $55,240
A new Tacoma is so rare that when Toyota finally gets around to redesigning its perennial midsize pickup it’s loaded up with as much expectation as its payload rating. The 2024 Tacoma was met with plenty of fanfare, but our initial impressions left us with a few questions — questions we now have an entire year and thousands of miles to help us answer.
But first, let’s talk about what we’re testing here. Our new long-term Tacoma is a 2024 TRD Off-Road without the optional hybrid powertrain. While we like to buy our long-termers, Toyota lent us this bright orange beastie for an entire year. Even though the TRD Off-Road is now available with the i-Force Max hybrid powertrain — which makes 326 horsepower and 465 lb-ft of torque — Toyota told us we’d have to wait a while for that. In the end we went with the standard turbocharged 2.4-liter four-cylinder that cranks out 278 hp and 317 lb-ft.
Not only are we impatient, we also wanted something that would compare more fairly to the two other midsize trucks (neither of which is hybridized) we have in our fleet for the next year. That’s right, the Tacoma is the last in a new triumvirate — we have the all-new Ford Ranger and Chevy Colorado with us for the same amount of time. Over the course of the next year, we’ll be testing all three to determine which is the best to live with.
Back to our Taco. The TRD Off-Road comes with a wide variety of optional extras that vary from off-road specific to comfort-specific. Our truck has all of them. A heated steering wheel, heated and ventilated seats, and a 360-degree view camera should help make the truck more livable on the day-to-day. When we’re off the beaten path, a disconnecting stabilizer bar, locking rear differential, crawl control, and a plethora of off-road driving modes should make it more capable when the going gets dirty.
All that comes at a hefty price, though. Our Tacoma costs a whopping $55,240. That makes it considerably more expensive than both the Colorado and the Ranger in our fleet — and puts it right in line with far more competitive versions of those trucks, the ZR1 and the Raptor. Not only that, but this very same Tacoma has already lost out big to the other two in our ratings and rankings. In a small class of just six pickups — when you consider the Frontier, Gladiator and Ridgeline — the Tacoma sits near the bottom.
So will a year with the Tacoma change our already-made-up minds? Is it going to prove worth the extra cash? Will it be the most deft off-road? The most reliable? We can’t say for sure yet. We have 12 months and a lot of miles to cover to find out for sure. Stay tuned.
Toyota loaned Edmunds this vehicle for the purpose of evaluation.
2024 Toyota Tacoma: Real-World Fuel Economy
It’s still early, but the fuel economy on our Tacoma has been a bit disappointing
Average lifetime mpg: 19.4
EPA mpg rating: 21 combined ( 20 city / 23 highway )
Best fill mpg: 22.4
Best range (miles): 353.3
Current odometer: 16,041
Early returns on the Tacoma’s fuel economy
“The EPA-estimated 21 mpg always seemed a little optimistic, but we’ve been disappointed by the midsize pickup’s fuel economy in the first 2,000 miles. Our best fill beat that rating (22.4 mpg) but we’re averaging a meager 16.6 mpg so far. It’s early days, but the Tacoma is unlikely to arrest this slide and become a fuel economy standout.” — Jake Sundstrom, editor
“Really struggling to hit the Taco’s EPA fuel economy estimates. On several fill-ups where I did nothing but highway driving in between, I couldn’t even hit 20 mpg. Granted, that was in Utah, with 80-mph speed limits (Utah, I love you). But even in California at 70-75 mph in heavier highway traffic, I couldn’t get anywhere near 23 mpg highway.” — Steven Ewing, director, editorial content
2024 Toyota Tacoma: Maintenance
Everything you need to know about the maintenance experience with our Tacoma
The front passenger seat belt malfunctioned
“The night after I picked up the Tacoma from work, I was planning on going to dinner with my wife. But when she sat in the passenger seat and tried to buckle up, the seat belt was stuck in its upright position and would not move. We tried everything we could think of to get it to come out and buckle, but in the end my wife had to ride in the back as I chauffeured us to the restaurant and back.
“I then took the truck to a Toyota service center where they confirmed there was an issue with the seat-belt mechanism. They didn’t have the necessary part in stock, though, and since it was right before Christmas it would be several days before I was able to bring it back and have the service completed.
“Between taking it to service and returning, however, the belt suddenly started working again. It now moved as if there was no issue at all. My wife and I did not trust it, though, so she ended up riding in the back seat until it was finally fixed.
“Once I brought it back for the final service, they were able to fix it in about an hour, and it was covered under the warranty at no cost. So that was a relief, and the seat belt seems to be working just fine.” — David Lucio, post-production coordinator
2024 Toyota Tacoma: Performance
How robust is the Tacoma’s performance?
Smooth, easy power
“We’ve got the turbocharged four-cylinder engine in our Tacoma, and I found the power delivery very smooth throughout the range of gears. I gave the Tacoma a lot of throttle while going up a steep incline and the engine still didn’t sound whiny or exhausted. It started breathing heavy, no doubt, but it still managed its way up the hill without significant hesitation. I’m really digging this truck so far.” — Jake Sundstrom, editor
“I’m a big fan of the way this truck drives on the road. I feel like the Colorado was tuned to be a little too trucky, and the Ranger was tuned to be a little to car-ish. The Taco strikes a good middle ground where it’s responsive and smooth with a nice ride while still letting you feel how much truck you’ve got.” — Will Kaufman, manager, video
The powertrain is much improved in the new Tacoma
“I was never a fan of the old Tacoma. I wanted to like it but had two insurmountable issues with the truck. First, I didn’t really fit in it. I have a long torso, so even with the seat lowered all the way, my head would often rub. That meant leaning the rear seat back farther than I’d prefer. The steering wheel didn’t telescope far enough for my liking either. I was never comfortable in the truck. My second issue was the powertrain, specifically the transmission tuning. The six-speed automatic was very poorly tuned, constantly wanting to upshift. It never seemed to be in the right gear, so the Taco felt sluggish and lazy.
“Toyota has fixed both of these issues with the new truck. I just took our Taco on a trip up to Yosemite over a long weekend, and I was pleased with how comfortable and easy the whole drive was.
“The seating position has been fixed. There’s more headroom and more adjustment for both the seat and the wheel. I don’t feel like I have to compromise my seating position at all. How great! The new powertrain is a huge improvement, too. The old V6 was nothing to write home about, so I’m not sad about dropping it for a turbo inline-four.
“What I’m quite pleased with is the new transmission. It’s up two gears, and the logic is much better. The new engine provides more torque, too, so the truck usually doesn’t struggle to pass on the highway.
“Finally, a Tacoma I could comfortably drive every day.” — Reese Counts, vehicle test editor
“Loving the powertrain here. Tons of low-end torque, responsive throttle that doesn’t feel jumpy, and smart transmission tuning. Never found myself wishing for the extra grunt of the hybrid setup, and the fuel economy difference is negligible — save yourself the $5,000.” — Duncan Brady, script writer
2024 Toyota Tacoma: Comfort
How’s the Tacoma in on-road comfort?
Early returns on the Tacoma’s comfort
“I was very pleasantly surprised by how comfortable I found the Tacoma on a 400-mile road trip. The driver’s seat, and the front row at large, feels quite roomy for a midsize truck. And while these aren’t the most comfortable seats I’ve ever planted my butt in, they’re an upgrade over the previous generation and more comfortable than our Ford Ranger.” — Jake Sundstrom, editor
But it can be tough to find the sweet spot in the driver’s seat
“I got back in the seat of the Tacoma for the first time in a couple months and found it really challenging to find a comfortable seating position. Whatever sweet spot I found the first couple of times behind the wheel continues to elude me. That’s led to some soreness in my right thigh, which suggests something about the way my foot reaches the pedal is bugging me.” — Jake Sundstrom, editor
“The front of the Tacoma’s cabin is pretty comfortable. The seats are more designed for off-road than road trips, but the dual climate control, heated and ventilated seats, and wireless charging and CarPlay make it a nice enough place to be.
“However, the back of the cabin is where the comfort suffers greatly. No vents for the passengers, absolutely no legroom at all, and if you can squeeze someone back there (at the expense of front passenger legroom), their knees are banging against the hydraulics built into the back of the front seats. They almost would have been better off leaving it a two-seater or bench in the front and using that extra cabin room for storage or a longer and actually usable truck bed.” — David Lucio, post-production coordinator
2024 Toyota Tacoma: Technology
How’s the tech in the Tacoma?
Android Auto displays great in the Tacoma
“OK, so for my money Toyota’s native infotainment is … meh. BUT the big screen in our Taco is GREAT for Android Auto. I get complete takeover, with tons of real estate. The Ranger might have a better native interface, but its Android Auto isn’t nearly as good as in the Tacoma. You get a tiny portion of the screen, and your home/maps/recent apps buttons are just sort of sandwiched in the middle of the screen, right above the part that’s permanently devoted to climate controls. It’s terrible to try to hit those while the Range is moving. If you’re an AA user, the Taco is way better.” — Will Kaufman, senior writer and strategist
The data port is hidden on the Tacoma
“Is … is there no USB for data? I only found charging ports, but nothing that plugged my phone directly into the infotainment. It made setup more annoying because instead of just plugging in and having it all taken care of, I had to go through pairing and then activate wireless Android Auto. I mean, now that it’s done … it’s fine, who cares. But it’s still weird there doesn’t seem to be a wired connection.” — Will Kaufman, senior writer and strategist
“Good news! There is a USB for data in the Tacoma … it’s just hard to find. The USB-C data port is on the side of the large infotainment screen. It’s easier to find (and plug in) from the passenger’s seat — it’s at the top right corner of the screen.” — Jake Sundstrom, editor
What do we think of the driver aids?
“The suite of safety features on this truck is extensive, but most of the time they felt intrusive and like training wheels on a kid’s bike. The automatic braking was very sensitive and kept slowing me preemptively when I was wanting to coast on the freeway. I also had to turn off the lane keeping assistance as it was jerking the truck around and did not center it in the lane as I would have preferred.
“The adaptive cruise control worked pretty well, though, in peak LA traffic, and the Apple CarPlay in the Tacoma connected faster and worked more seamlessly with my phone than in any other vehicle I can remember. Plus the massive screen in the truck made it easy to follow my navigation and I could reach everything with no issue.”
“But the backup camera has a weird fish-eye-style lens [that] makes things at the edge of the image look way closer than they are. I ended up using my mirrors more for spacing on the side and the camera primarily for backing up straight. Also, the front and rear cameras suddenly stopped working for me at one point while I was in a parking lot. I had to turn the Tacoma off and back on again in order for the cameras to come back.” — David Lucio, post-production coordinator
A thoroughly modern Tacoma
“Every time I’ve driven a Toyota Tacoma, it felt like I was stepping into a time machine. The interior layout, buttons and technology all felt several years behind whatever the given model year was. Not so with this fourth-generation Tacoma. It feels like a modern truck in nearly every way. The 8-inch multimedia screen is plenty big for most people, and the digital gauge cluster enhances the cutting-edge feel. For those who want an even bigger screen, there’s a 14-inch option available. The buttons and switchgear have a metallic finish to them and don’t look like they came from the parts bin in 2010. The ride quality is truck-like yet comfortable. As someone who prioritizes a nice interior, this is a truck I wouldn’t mind being in for extended drives.” — Ron Montoya, senior consumer advice editor
2024 Toyota Tacoma: Interior
What do we think of the Tacoma’s interior?
We dig the Tacoma’s easy-to-use interior
“This interior is just so chunky and satisfying. Big shifter that’s nice to rest your hand on, big knobs and buttons, lots of grippy rubber everywhere. Everything is so tactile. Like, after a day in this truck I’m ready to start reading EDC forums to find the best pocketknife.” — Will Kaufman, manager, video
But the back seat is very tight
“The back seat of this thing is a punishment. It’s so tight, I can’t imagine asking anyone to sit behind me on a road trip. And it’s even tight for my toddler in his car seat unless I move the front passenger seat far enough forward it’s unusable. I WILL give it points for having a proper upper LATCH anchor instead of just those fabric pass-through loops most trucks get.” — Will Kaufman, manager, video
“Man, there really isn’t any rear legroom in this thing, is there? I wanted to put my backpack on the floor behind the front passenger seat, and even that required me to move the front seat forward. I feel bad for any adult human who has to ride back here.” — Steven Ewing, director, editorial content
And visibility could be better
“Visibility is cool, guys. So it’s lame that Toyota has the front end of this truck so ridiculously squared up. It looks tough, but you’ve got a ginormous blind spot right in front of you. And it’s not even necessary? I popped the hood to look, and there is just cubic feet of empty space up there. They could absolutely lower the front of the hood to give you a better view.” — Will Kaufman, manager, video
Where are the hazards?
“I’m not thrilled with the placement of the hazard lights switch. It’s on the far side of the center stack and I couldn’t immediately find it when I needed to turn on the hazards quickly in a parallel parking scenario.” — Duncan Brady, script writer
A sight for sore eyes
“We live in an era of decreasing in-cabin font sizes. Thankfully, Toyota is bucking the trend. When I started the Tacoma yesterday, I was reminded of how much I appreciate its large display with magnified text, clearly labeled buttons and large knobs. This isn’t unique to the Tacoma. You’ll see the same in other Toyota models. And it’s a welcome relief for tired eyes like mine.” — Mike Schmidt, associate director, vehicle operations
2024 Toyota Tacoma: Utility
How is the Tacoma at doing truck stuff?
Towing over long distances is a snap
“Our Tacoma is rated to tow 6,300 pounds, so I had no trouble towing 5,300 on a road trip from Denver to Los Angeles. Even in 100-degree weather going over the Rocky Mountains, the Taco was fine — not so much as a hiccup. The Tow/Haul mode is great for long, steep downhill grades; it’ll proactively downshift and let engine braking supplement mechanical stopping power so you don’t fry the brakes. It works with the adaptive cruise control, too — rather than applying the brakes to slow for a slower car on a slope, Tow/Haul will downshift first and let that scrub off some speed. Good stuff.” — Steven Ewing, director, editorial content
2024 Toyota Tacoma: Miscellaneous
If it doesn’t fit anywhere else, it goes here
What do we think of the Tacoma’s looks?
“I’m trying to be nice when I say the redesigned Toyota Tacoma with this orange paint is absolutely hideous. Its identity is now so fused with the Tundra that it has lost some of the charm and personality that defined the previous-generation Tacoma. Mix that in with a paint color that screams something like ‘TRAFFIC CONE’ and ‘TOY TRUCK’ and you have … well, a truck with unappealing styling.” — Jake Sundstrom, editor
“I wasn’t a fan of the Tacoma’s design when it debuted, but it’s really grown on me. Maybe that’s because I just spent 2,000 miles living with this truck. Or maybe it’s because the Tacoma is so often parked next to our dumpy-looking Colorado in the garage. Whatever the case, I like the look of the Taco, even in this eye-searing orange.” — Steven Ewing, director, editorial content
The Tacoma is winning hearts and minds
“I … really like the Taco? This might actually be my personal favorite between this, the Ranger and the Colorado.” — Will Kaufman, manager, video
“The only complaint, other than styling, I have about the Tacoma is its fuel economy. Otherwise, this is far and away my favorite midsize truck in our fleet. It’s miles better than the Ranger and I think it edges out our Edmunds Top Rated truck, the Chevy Colorado. Really impressive work by Toyota on this truck.” — Jake Sundstrom, editor
“At first the truck seemed very pared down and not that much fun to drive. However, the more I spent time in it, i started to notice all the nice touch points in the truck. I really like the feel of the steering wheel, and acceleration is OK. My kid did have issues over and over again with the front passenger seat belt — it kept locking no matter what — if I was in park or stopped the car or started moving — couldn’t figure it out. I did take the truck off-roading on some mild trails out in the Mojave desert, [and] it did exactly as I thought it would. Using the crawl control to get down a rocky steep hill was amazing to watch! It’s like AI in a truck; so cool that it needed no help from me and didn’t slip at all!” — Amy Silliman, senior production manager
We love manually adjusting our headlights
“I love that the Tacoma has manual headlight leveling. It’s such a small thing more commonplace in European-spec cars, but being able to angle the headlights down when driving at night lets me know I’m not blinding other drivers with the LEDs. Remember, it might be a midsizer, but the Tacoma is still a tall truck.” — Steven Ewing, director, editorial content
2022 Rivian R1T: What’s It Like to Live With?
What did we think of one of the first available electric pickups?
| Miles Driven: | Average Electricity Consumption (kWh/100 miles): |
| 28,919 | 54.6 |
Final takeaways
- We took a 2,500-mile road trip to Moab in the snow
- And another long trip to Yosemite National Park
- The R1T is not an efficient vehicle
- But that didn’t stop us from hitting the open road
What do you want to know about?
- What We Bought and Why
- Real-World Range
- Maintenance and upkeep
- Comfort
- Performance
- Technology
- Interior
- Utility
- Road Trips
- Miscellaneous
What We Bought And Why
by Jonathan Elfalan, Director, Vehicle Testing
• Our test vehicle: 2022 Rivian R1T Launch Edition (quad electric motors | 1-speed direct drive | all-wheel drive)
• Base MSRP: $73,000
• MSRP as tested: $75,175
• What we paid: $76,250
It’s been four years since Rivian, an all-new electric vehicle startup, first showed us a truck we never knew we needed and opened its preorder books. And at long last, the wait — for some at least — is finally over. The Rivian R1T is the first to arrive to market, leading a new wave of modern electric pickup trucks from the factories of Ford, Chevrolet, Hummer, and (maybe) eventually Tesla.
As a company formed in this modern tech age, Rivian isn’t like traditional vehicle manufacturers and it shows in the design of the R1T. Size-wise, the Rivian R1T sits somewhere between a midsize truck (think Ford Ranger) and full-size truck (think Ford F-150) but weighs a hefty 7,150 pounds, which is roughly the weight of a heavy-duty truck (like this F-350 Super Duty).
Despite all that weight, it accelerates quicker than many sports cars do and can get to places virtually no sports car would dare. To date, it’s the best-handling truck we’ve driven too, and that’s made possible with the help of the R1T’s standard adjustable air suspension. It can raise and lower the entire body by as much as 6.5 inches, perfect for clearing rocks and fording streams off-road or for hunkering down like a lowrider to turn a corner on-road.
Its incredible versatility doesn’t end there. An innovative gear tunnel between the truck bed and passenger cabin provides a ton of storage (11.7 cubic feet). An immense front trunk (11.1 cubic feet) takes the place of where an engine would sit, instead offering heaps of grocery space. And if you want to do actual “truck things,” the bed has a hefty payload capacity of 1,760 pounds and you can tow up to 11,000 pounds.
As cool and impressive as any of these numbers are, we want to know if this truck can actually deliver when put to the test. Which tests? All the tests! So we bought one and will do with it what we please. Did we mention we have Ford F-150 Lightning on order for our long-term test fleet too?
What Did We Get?
If you were one of the 90K-plus hand-raisers to plunk down an early deposit for a spot in the Rivian R1T production queue, then you’d be getting a Launch Edition R1T. That’s the truck you see here. When a manufacturer offers a Launch Edition model, they typically come with some exclusive features like a special exterior color, specific badging and sometimes a bundle of options at a slight discount. The Rivian R1T Launch Edition checks those boxes.
All Launch Editions come with quad-motor all-wheel drive, delivering a staggering 835 horsepower and 908 lb-ft of torque to whatever surface you happen to be rolling across. You also get Rivian’s Large battery pack (135 kilowatt-hours). This pack is the second largest of three battery options, wedged between the Standard (105-kWh) and the Max (180-kWh) packs. The Large pack battery is said to deliver 314 miles of range on a single charge, according to EPA estimates. We verified that the R1T could meet that estimate in the real world, albeit by a small margin — it traveled 317 miles on a single charge.
Those 317 miles were on a truck wearing the standard 21-inch wheels and all-season tires. With the Launch Edition we were able to select upgraded wheels and tires at no additional cost, but doing so would cost us some range (theoretically). We went with the 20-inch wheels and chunkier, off-road-oriented all-terrain tires, which Rivian estimates would reduce our total range by 40 miles. If we had chosen to upsize to the larger 22-inch wheels with all-season tires instead, our range penalty would only be 21 miles.
The Launch Edition also comes standard with the Adventure package. This spruces up the interior with heated and cooled perforated vegan leather seats, beautiful natural-grained ash wood trim and a premium audio system by Meridian, replete with an uber-cool removable Bluetooth speaker that recharges when stowed in the center console.
Further, the package includes Rivian’s Gear Guard, which turns the truck’s surround-view parking cameras into security cameras and provides a locking security cable to thread through any loose valuables in the bed or mounted on the roof rack (if you have one). If we’re feeling paranoid, we can have the truck send us activity alerts on our phones and review recorded footage, CSI-style. Perhaps we’ll finally be able to put a face to those darn car-detailing solicitors.
Other included features worth mentioning are a full suite of advanced driver aids with things such as adaptive cruise control, lane keeping, blind-spot warning, etc., as well as an onboard automatic air compressor for airing up your tires whenever and wherever you feel like it. The final touches of our Launch Edition truck come in the form of that unique interior badging, which is actually pretty discreet and tasteful, and an exclusive Launch Green paint. This green is on the paler side with a bit of brown mixed in. Although it’s not quite as striking as the darker and deeper Forest Green on the R1T color swatch, we still dig it. If we had to call our green something more descriptive, we might go with Oxidized Guacamole.
The only options we checked outside of our prix fixe $73,000 Launch Edition were the reinforced underbody shield ($2,000) and the all-weather floor mats ($175). This brought our grand total, before taxes, licensing fees, and federal incentives, to $76,250 (including $1,075 destination).
If you happened to miss the headline, Rivian raised prices earlier this year. So if you’re thinking you’d want to spec out a truck just like ours, it will, unfortunately, cost quite a bit more. Here’s a quick breakdown of our truck using today’s pricing structure:
R1T Adventure package: $73,000
Quad-motor AWD: $6,000 (dual-motor AWD is now the new base offering)
Large pack (battery): $6,000 (required for any quad-motor truck)
Forest Green: $1,750 (any color other than LA Silver is extra; Oxidize Guacamole unavailable)
20-inch wheels with all-terrain tires: $2,500
Reinforced underbody shield: $2,000
Power tonneau cover: $3,000
All-weather floor mats: $200 (yup, even these went up in price)
Destination: $1,075
Total estimated price: $95,525
Since we ordered our Rivian R1T, prices have gone up roughly 25%. For Launch Edition owners looking to make a quick buck, that’s a pretty decent return if they decide to offload to the highest bidder. We, on the other hand, don’t have any plans on selling anytime soon.
Why Did We Get It?
The list of reasons why you wouldn’t get a Rivian R1T is probably a lot easier to compile. It’s kind of expensive (especially after the price hike in early 2022), it’s a larger vehicle if you don’t have a lot of space to park, and it’s the first vehicle from an all-new, untested company. Those things aside, how in the world could we pass up owning something so frickin’ cool? Could you?
What Did We Learn?
After more than two years of ownership, we still consider the Rivian R1T to be a groundbreaking achievement. Its thoughtful design, outstanding driving performance, and ability to evolve through over-the-air updates place it among the most innovative vehicles we’ve ever tested. While the R1T has its share of quirks, Rivian’s dedication to refining and improving it over time reflects a deep commitment to excellence, and we intend to buy another Rivian soon. Needless to say, we’re very much looking forward to getting our hands on the R2 and R3 as soon as they roll off the production line.
Edmunds purchased this vehicle for the purpose of evaluation.
2022 Rivian R1T: Real-World Range
The R1T absolutely guzzled electrons, but we managed to put plenty of miles on the pickup.
Average lifetime consumption (kWh/100 miles): 54.6
EPA rating (kWh/100 miles): 48 combined ( 46 city / 51 highway )
Best consumption (kWh/100 miles): 31.9
Best range (miles): 313.4
Current odometer: 28,919
Vampiric drain sounds scary — what is it and how does it apply to the Rivian R1T?
Battery Drain Test PART ONE! We started noticing our Rivian R1T had a lower state of charge when we came out to it in the morning than we left it overnight. This can happen with all electric vehicles in small quantities, especially when left parked for long periods of time. We were noticing it in larger-than-expected quantities after leaving it parked for just one night. So, we decided to put this battery drain, sometimes called vampiric drain, to the test.
