HSV Colorado vs Rivian R1S

What's the difference?

Tough-looking when standing still and a treat to drive on- or off-road, the HSV SportsCat ticks plenty of ute boxes. Yes, you need to redefine your sense of performance (and there are wet weeks that feel faster), but out-and-out speed is hardly the sole purpose of a dual-cab ute.

While there are some obvious signs that the R1S is Rivian’s first mass-market vehicle, the good news for the company is that its problems are not impossible to overcome. The suspension needs retuning to improve the ride quality and the multimedia system’s software needs upgrading. But even with those issues the R1S left a positive impression.

This is a very stylish SUV with great space and excellent performance, that also happens to be electric, rather than relying on being electric as its primary selling point.

Rivian has put more effort into the design and finishes than many of its EV rivals and the result is a vehicle that can genuinely compete with the established premium players with more credibility.

The only catch is there’s no clear timeframe for when, or even if, this generation of R1S will make it to Australia. The brand has repeatedly spoken of its hopes of entering the market here without locking anything in, but given the current state of the EV sales it may pay off to wait until the conditions are right for a new, premium player to try its luck here.

HSV has sold around 1200 SportsCats to date, and so they had a sizeable pool of people to chat to when plotting this Series II update. The brand hosted feedback sessions with current owners, potential buyers and those who had already bought a rival ute, asking what they'd like to see HSV do differently this time around. 

The answer? More HSV. 

Which is why this Series II ute is plastered with HSV logos no matter where you look, from the dash trim, floor mats and seat backs, to the giant stickers on the side and rear of the ute. Little chance of mistaking this for a regular Colorado, then. 

Elsewhere, though, the front-end desing is unique to HSV, and the brand has focused on adding black wherever it could to add a sense of tough to the SportsCat. It's why the number plate surround and front skid plate has gone from silver to black, and the wheels are blacked-out, too.

The matte-black Sailplane desing was inspired by wakeboarding boats, and the body-coloured hard tonneau (which lifts like a hatchback’s boot) gives the rear a complete, all-of-a-piece look. 

Inside, the SportsCat Series II harks back to HSVs of old, with big, comfortable seats with side bolstering so high you almost need a ladder to climb over them, branded suede inserts in the dash and a better, sportier steering wheel. Parked side by side, the difference between this and the Colorado on which it is based are noticeable.

Perhaps the most noticeable change between this and the Holden, though, is the ride height. While the Coloardo has a nose-down style, the SportsCat has been raised by 45mm at the front, giving the HSV a flatter, sportier road stance.

Design is another area where Rivian has carved out a unique position for itself. Whereas other brands, including Tesla, have focused on simplicity and aerodynamic efficiency, Rivian has given the R1T a unique style that looks interesting, different and most definitely not plain.

The oval daytime running lights make every R1S and R1T stand out from a mile away, even on LA’s busy freeways. The overall design is high quality and manages to strike a good balance between aesthetics, aerodynamics and practicality - even if it doesn’t suit everyone’s personal taste.

The cabin is worth highlighting in particular, because rather than go for the ‘minimalist’ look that so many brands are going for these days, with as little switchgear and different trims as possible to keep costs down, Rivian has opted for something more complex and, frankly, more impressive.

There’s a level of craftsmanship, a great mixture of premium materials (including some striking light wood options) that make the R1S feel like a stylish and relaxed environment inside the cabin. Our particular example had a great mixture of colours, textures and patterns that really elevated the cabin experience.

The technology is also nicely integrated into the design, rather than being the focal point, like so many other modern electric vehicles. It still offers the same level of technology - a pair of screens - but doesn’t rely on them to carry the design of the interior.

The pitch from HSV here is that the SportsCat is a best-of-all-worlds proposition; one that is sportier on the road, but no less capable off it. 

The key specs are on-par for a dual-cab ute, with a braked towing capacity of 3500kg, and a payload (with passengers) of 876kg (auto) and 869kg (manual).

All SportsCats get on-the-fly 4WD with low range, a limited-slip differential and a sump guard, while SV models also get a clever de-coupling anti-roll bar that, when on the road, stiffens the chassis for better handling, but then automatically disconnects when low range is engaged so off-road capability isn’t impacted. 

HSV says there's 251mm of ground clearance, and quotes approach, departure and ramp breakover angles of 32, 24 and 27 degrees.

Having just spend time wrestling with the sliding cover that rolls out over the Ford Ranger's tray, I love the HSV solution, with its hard cover hinged towards the cabin, so it opens upwards like a regular boot. The slow-dropping tailgate is a knee-saving touch, too.

The R1S comes standard as a seven-seat SUV, split across three rows (two in the first row, three in the second row and two in the third row). Space across the three rows is fairly typical for an SUV of this size, which is to say generous up front, good in the second row and a little bit tight in the back.

What is good though, is the length of the cabin allows for quite a spacious boot even with the third row in use, which is definitely not something all seven-seat SUVs can claim. Using a direct conversion from Rivian’s specifications that list cargo capacity in cubic feet, the R1S has a claimed 498 litres with the third row in use and up to 1331L with the third row folded down. There’s also 314L under the bonnet and another 144L underneath the boot floor (although that comes at the expense of a spare tyre).

As mentioned in design, Rivian has nicely integrated the technology into the cabin, with the 12.3-inch digital driver display and 15.6-inch central multimedia touchscreen feeling like a natural part of the car rather than a centrepiece. Rivian has also managed to incorporate eight USB-C charging ports spread around the cabin to keep everyone’s devices charged up.

However, while the technology is nice from an aesthetic design perspective, the same cannot be said about its useability. Like Tesla, Rivian has opted to go it alone with its multimedia system and has developed its own Google-based software that is not compatible with either Android Auto or Apple CarPlay. That would be acceptable, although still disappointing, if the system worked as well as Tesla’s, however the Rivian system is very slow. It repeatedly took several seconds to load between the various functions, which may not sound like long, but when you’re trying to get back to the navigation so you don’t miss your freeway exit a few seconds can make a big difference.

But, honestly, in this day-and-age, systems like this should work quickly and seamlessly, so it’s an area Rivian needs to improve.

On a positive note, Rivian does have some cool accessories for the R1S including what it calls a ‘Camp Speaker’ which is a US$400 option that it integrates into the sound system but is also removable, so you can pull it out of the centre console and listen to your music if you’re around the campfire or having a picnic.

When we drove the R1T in 2023 Rivian was still in the ramp up stage of production and was limited with what it could offer customers. Fast forward to 2025 and the brand now has both the R1T and R1S available with dual or tri motor powertrains, with a quad-motor powertrain expected by the end of the year.

The R1S Dual Standard begins the range at US$75,900 (approx. A$118,000), the R1S Dual steps it up to US$83,900 (A$130k) and the R1S Tri-motor completes the current line-up at US$105,900 (A$165k). While those prices are definitely in the premium end of the market the R1S is actually cheaper than the Tesla Model X, which is still on sale in the US market, and starts at US$86,630 (A$135k) and stretches to US$101,630 (A$158k).

For more context, the Audi Q8 e-tron starts at US$74,800, the BMW iX from US$87,250 and the Mercedes-Benz EQE from US$77,900.

Standard equipment across the range includes the 12.3-inch digital instrument display, 15.6-inch multimedia touchscreen, dual-zone climate control, heated and ventilated front seats, heated steering wheel, eight-way power adjustable driver and passenger seat and panoramic glass roof, so it certainly has premium levels of equipment.

We drove the range-topping RS1 Tri-motor which, aside from an extra motor, gets standard 22-inch alloy wheels, a dynamic glass roof, a soft-touch suede textile headliner as well as unique colour and trim options.

The SportsCat still serves up the same power as its Colorado sibling, with a 2.8-litre Duramax turbo-diesel engine good offers 147kW and 500Nm (or 440Nm with a manual).

It arrives with a six-speed manual as standard, but can be optioned with a six-speed auto (which also unlocks that extra torque).

As mentioned earlier, there are currently three versions of the R1S available, each with a different powertrain. 

The Dual Standard AWD has, unsurprisingly, dual motors (one at the front and one at the rear) which make a combined 397kW/827Nm. That’s enough for it to launch 0-60mph (0-96km/h) in just 4.5 seconds. The R1S Dual AWD has the same power, torque and acceleration figures, however it gets Rivian’s Large battery, which we’ll detail below.

The Tri-Motor AWD obviously has three motors, one on the front axle and two on the rear, which naturally provide more power, 633kW/1495Nm. With so much power and torque the Tri-motor is wickedly fast, taking just 2.9 seconds to launch 0-60mph.

If, for some reason, the Tri-Motor isn’t fast enough for you, Rivian has released the details on the Quad-Motor. It will have two motors on each axle providing a staggering 764kW (that’s 1025-horsepower!) and 1624Nm, enough to rocket it from 0-60mph in just 2.6 seconds and across the quarter mile in 10.5 seconds.

HSV says the SportsCat will sip 8.6L/100km on the combined cycle, and emit 228g/km of CO2. Each is fitted with a 76-litre fuel tank.

Rivian offers three different battery types across the three variants, each with a different driving range. The R1S with the Standard battery (92.5kWh) has a claimed 434km driving range, the R1S Dual with Large battery (109.4kWh) extends that to 530km, while the Tri-Motor comes standard with the Max battery (141.5kWh) that has an impressive 597km of range.

It is worth noting, though, that those range claims are based on US EPA estimates, rather than either the WLTP or NEDC methods usually used.

Charging times vary depending on the type of charger used, in the US Tesla has given access to its network to other EV brands and the Rivian is available with a plug adaptor to use a Tesla charger. The R1S is capable of charging up to 220kW, which means it takes approximately 40 minutes to take the battery from 10 to 80 per cent. 

“We see it as performance, just a different kind of performance.” That's the word from HSV on its updated SportsCat, an obvious nod to the fact that this Colorado-based ute is missing the one key attribute that defined HSVs of old - more power.

Instead, it’s intended to strike a balance between on-road manners and off-road chops, with HSV changing the suspension and brakes to get the best of both those worlds.

It’s easy to write all of that off as marketing guff, but after a day spent putting the HSV through its paces at Holden’s proving ground outside Melbourne, you can’t help but think they’ve somehow managed it. 

One of the Colorado’s best features is its easy-going nature when driven on the road, with Holden’s engineering team tweaking the ride and handling to produce a car-like feeling on Australia’s mostly dodgy road surfaces. 

And the good news here is that HSV hasn't changed that feeling - they have enhanced it.

Pushing the SportsCat to above the legal speed limit on a track designed to mimic a genuine road saw the newest HSV acquit itself surprisingly well. A sports car this ain’t, and yet the ride especially manages to blend comfort with control, sitting mostly flat through bends and leaving you confident you're going to burst out the other side of a corner roughly where you were expecting to. 

The steering still has that vagueness common to off-road-focused vehicles, but Holden’s tuning arm has produced a confident, composed drive experience, which does elevate the base Colorado's sportiness.

Perhaps most impressive, though, is the SportsCat’s ability to switch from road to rough track, pushing through an off-road course every bit as challenging as a car like this will ever get asked to face, without so much as breaking a sweat. From water crossings to wheel-articulating bumps and steep, muddy hill climbs, the SportsCat devoured all with serious ease.

There are some drawbacks, of course. The engine can feel loud and gruff, especially when really pushed, and it produces not much in the way of top-end speed for all its fanfare. The low-end nature of the diesel engine ensures the SportsCat feels punchy enough on take-off, but it quickly runs out of puff, and the climb from around 65km/h to 100km/h does feel like it's taking its sweet time. 

But despite all the HSV stickers, you can't lose sight of the fact that this is still a ute, and one that can carry, tow and tackle an off-road run, and so you still find yourself pleasantly surprised by the performance on offer, rather than disappointed by the lack of speed. 

The R1S and R1T are Rivian’s first mass-produced cars, and it shows. It’s not all bad news by any stretch, but there are some major issues the brand will need to address in the future if it wants to succeed globally (or even just in the US). 

The biggest issue is the ride, which just doesn’t feel as well resolved as the more established brands that have been designing, developing and building cars for decades. The R1S isn’t bad to drive by any stretch, but the ride is too firm at times and it also lacks control and feels too soft at others. 

All R1S grades come standard with Air Suspension that has multiple levels of firmness and can adjust the ride height. However, in the ‘normal’ setting the ride feels too busy, with the heavy (3096kg) SUV skittering over the imperfections in the road rather than absorbing them. The problem is, if you adjust the suspension to the softer setting it lacks control and has a tendency to bounce over bigger bumps and take a few seconds to settle. This was particularly noticeable on LA’s concrete freeways, but it would be an issue on any road with undulations or joints.

But while the ride needs improvement, the R1S has strengths in other areas - namely performance. The Tri-motor AWD we sampled had immense punch from its three motors and it certainly felt like 633kW and 1495Nm was on tap. We didn’t test its acceleration claim officially, but any take-off could be made into a rapid one with just a squeeze of the accelerator pedal. 

The R1S is also capable of towing up to 3500kg, so it’s a strong and capable SUV too, rather than just a speedy EV.

Another strength is the regenerative braking system. There are multiple settings but we found the lowest regen was the best option, as it still provides powerful regen but is more progressive than the more powerful modes.

The R1S comes loaded with safety equipment across the range, including eight airbags, adaptive cruise control, autonomous emergency braking, blind spot monitoring, forward collision warning, lane departure warning, lane keeping assist and rear cross-traffic alert.

It also comes with what’s called the ‘Rivian Autonomy Platform’ that includes 11 cameras and 12 ultrasonic sensors for mild-autonomous functionality in specific circumstances, such as freeway driving or on well-marked roads. 

The SportsCat is covered by a five-year, unlimited-kilometre warranty, and requires servicing every nine months or 12,000kms. HSV does not offer capped-priced servicing.

Rivian offers a four-year/80,000km warranty for the R1S vehicle as a whole, as well as a separate battery pack and drivetrain specifically. The Standard battery is covered for eight years/190,000km while the Large and Max batteries are covered for eight years/240,000km.

As for servicing, Rivian uses an app-based system, which allows owners to schedule a service at any time via the app and then either have a Rivian technician come to your home for a small service or drop it off at a service centre if it’s a bigger job. The app is also connected to the car, so if the car’s own diagnostic system recognises a problem, it can prompt you to book a service proactively.