Kia Tasman vs Rivian R1T

What's the difference?

The new Kia Tasman X-Line might not win everyone over with its styling, but as the saying goes, it’s what’s on the inside that counts. And in this case, Kia has delivered a ute that stacks up impressively where it matters most with its passenger comfort, towing ability, and on-road manners.

It also offers relative good value for the segment and plenty of thoughtful features for families and weekend DIYers. I’ve grown to like it and judging by my son’s enthusiasm, Kia has at least one very young brand ambassador already sold.

Having finally experienced the Rivian R1T from the driver's seat I think this is a ute that would have plenty of appeal in the Australian market. Not as a competitor to a Toyota HiLux Workmate or similar working-class ute, but as an alternative to the likes of the HiLux Rogue, Ford Ranger Raptor or even the new Ranger Platinum.

This is a high-end, luxury ute that also happens to be electric, which only expands its appeal. It has seriously impressive performance and, while we didn't get to test them first-hand, strong off-road credentials. Add to that a premium look and feel to the cabin and loads of practicality and it's easy to see this finding an audience here.

The biggest question will be cost, because even at a direct price conversion (which isn't a clear reflection of shipping and local tariffs) the R1T will start well over $100,000. Even by today's standards of six-figure US utes like the Chevrolet Silverado 1500 and incoming Ford F-150, that will be a hard sell and could restrict its chances.

Which would be a shame because while Tesla has a clear head start in Australia, it's possible for Rivian to follow in its wheel tracks and have plenty of mainstream success.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

If there’s one thing the Kia Tasman won’t do, it’s blend in. This ute has probably attracted more comments from my friends and family than any other car I’ve tested (and not all of them have been glowing).

With its distinctive, almost swollen curbside stance, the Tasman is a polarising sight. That said, it looks far better in person than in photos, and if you’re unsure, it’s worth giving it a proper once-over before making up your mind.

Kia has leaned hard into the bruiser aesthetic, with chunky 18-inch machined alloy wheels, large body panels, thick plastic wheel-arch mouldings, a bold grille, and a bonnet that seems to stretch on forever.

The details add to the effect, with LED projection headlights, vertical LED daytime running lights, and a handy little storage pocket above the rear wheel arch - which my son immediately claimed as a treasure box, though it’s really meant for practical items like work gloves.

At the rear, corner steps make climbing into the tray easier, but curiously, despite its 224mm ground clearance, Kia hasn’t added side steps for easier cabin access.

Step inside, and any doubts about the exterior styling may quickly fade. The Tasman’s cabin is impressive, with a spacious, premium feel that punches above expectations for a first-time ute.

There’s synthetic leather upholstery and trims, plenty of soft-touch materials in all the right places and a neat honeycomb detail framing the air vents.

The centrepiece is a sleek panoramic display set-up that combines dual 12.3-inch screens with a dedicated 5.0-inch climate control panel, giving the dash a thoroughly modern and upmarket look.

There's a lot to say about the design of the R1T. Unlike Tesla, which has gone radical in the design of its Cybertruck, Rivian clearly made a decision not to be too polarising but also leverage the advantages of electrification. The result is a ute that stands out even amid the glut of pick-ups on American roads.

Rivian also opted not to compete directly with the massively popular Ford F-150, Ram 1500 and Chevrolet Silverado in the US, instead sizing the R1T in what's considered the 'compact pick-up' market in the US. That makes it pretty much on par with the likes of the Ford Ranger and Toyota HiLux that we flock to in Australia. The R1T measures 5514mm long, 2077mm wide and 1986mm tall, which compares to 5446mm, 1852mm and 1977mm for the Ranger dual-cab.

Inside, like so many modern cars (and not just EVs), Rivian has opted for a minimalist design aesthetic, running almost every function through the central multimedia touchscreen, with only two physical buttons in the entire cabin, a pair of dials/buttons on the steering wheel and a pair of stalks behind the wheel (left for the indicators and right for the gear selector).

There isn't even a button to alter the power adjustable steering column, instead steering wheel position and mirrors are controlled via the touchscreen and the dials on the wheel. You have to select what function you want and that activates the wheel switches, allowing you to adjust for both reach and height.

It's arguably an unnecessarily complex system for something that should be simple, but for owners that can most likely do it once and then save their preferred position it's ultimately not a big deal; still, would one small button set on the steering column have been that complicated?

As you should expect for the price, the R1T quad-motor has a premium look and feel to its interior. The synthetic leather and dark ash wood make for a luxury car feeling, feeding to that simplistic but very hi-tech and polished design aesthetic.

The Kia Tasman impresses when it comes to passenger space. This is a genuine five-seater for adults, which is remarkable for a ute that hasn’t gone full-American-behemoth like a Ram or Chevrolet.

At 168cm (5' 6") the only small challenge for me is the lack of side steps because with its 224mm ground clearance and higher seating, climbing in and out can be a bit of a workout, especially on a slope.

Surprisingly, my eight-year-old had little trouble getting in, though he’s not always graceful on the exit. Expect to lend a hand with younger kids.

Seat comfort is excellent across both rows. Long seat bases provide proper under-thigh support and padding is generous. Both front seats are heated across three levels, though it’s a bit disappointing that only the driver’s seat is electric at this grade.

The rear bench is wide enough to comfortably fit three adults, and the flat floor ensures legroom is consistent for everyone. ISOFIX child-seat mounts and top-tether anchor points are present on the outboard seats, though there’s none in the middle, which might disappoint larger families.

Storage options are abundant, making the cabin easy to keep tidy. Up front, there are dual glove boxes - one large enough for more than just the manual and another more well-suited to a phone and wallet.

The middle console is shallow but long and features a 12-volt socket and a lid that flips over to create a picnic tray. There are a couple of generously-sized cupholders and drink bottle holders in each row, perfect if you have one of those emotional support water bottles!

The centre console also houses most of the charging options, including two USB-C ports and two wireless charging pads. There are another two USB-C ports unusually placed on the dash.

The rear offers zipped soft map pockets, device holders on the backs of the front seats, and more in the fold-down armrest.

The rear bench slides forward in a 60/40 split, and the seat bases lift to reveal 31L of storage, when accommodating the jack. Rear passengers also enjoy directional air vents, two USB-C ports and a 240-volt domestic outlet.

Technology in the cabin is mostly intuitive. The touchscreen is responsive, wireless Apple CarPlay is easy to connect, and the built-in sat nav comes with 10 years of map updates.

My only minor gripe is the climate control panel, as the steering wheel occasionally blocks it and the toggle symbols can be tricky to read.

Outside, the tray offers solid practicality with a soft-drop tailgate, full-size spare wheel, LED tray lights, and a payload capacity of 1027kg.

Tray dimensions are 1512mm H x 1572mm W x 540mm D, giving 1173L of storage, plus an extra 240-volt domestic outlet for DIY or worksite convenience.

This is one of the areas that Rivian has excelled at and it makes the R1T a real standout in its class. Because it's a bespoke design there are a number of clever practical features around the cabin.

Starting with the Bluetooth speaker that slides out of the centre console. So you can play your music through the car's speakers or, when you leave the car, take your tunes with you. The sound system is another in-house Rivian set-up, like the multimedia, with the company splitting with original partner, audio specialist, Meridian.

Other clever interior touches include the charging pad (complete with tiny Rivian logo pattern), a sizable centre console box and a torch recessed in the door. There are also a power outlets in the cabin, rather than just USB ports, so you can charge your electronics on the move.

Rivian has also developed a 'Pet Mode' for the cabin, which the company claims allows owners to safely leave their pets in the car. The system allows the air-conditioning to keep running, even while the ignition is off, so your pet doesn't get overheated or freeze, and the media screen displays a message saying that your pet is okay (so no good Samaritan smashes your window to save your animal friend).

The R1T's other major party trick is the 'cargo tunnel' that runs the width of the car, taking advantage of the empty space between the cabin and the tray. This is a unique feature for the R1T, allowing for an extra 331 litres of lockable storage, which can be accessed on both sides or through the cabin via the rear seats.

Rivian even showed off a 'Camp Kitchen' that could slide in and out of the tunnel. This elaborate accessory was designed to make camping easier, featuring an induction cooktop, sink and crockery, but it has since been removed from the company's website as it is reportedly redesigned. Hopefully it's available again by the time the R1T makes it to Australia.

This would work in tandem with the 'Camp Mode' function that lets the ute self-level its suspension so the body is flat on uneven ground and turns off the exterior lights and sounds not to distract others, while still allowing you to use the power outlets in the tray and cargo tunnel.

As for the space in the cabin, it's good in the front and rear. With a 3449mm wheelbase there's generous room for the rear occupants that allows for two adults to sit in comfort, and Rivian claims it's wide enough for three child seats.

As for storage, in addition to the cargo tunnel, there's under bonnet storage measuring 314 litres, so there's plenty of out-of-sight space despite it being a ute.

The tray measures quite square, at 1374mm long and 1297mm wide, but Rivian has designed the tailgate to sit flush with the tray bed, which can extend the usable length to 2131mm.

The tray itself has several handy features. These include multiple power outlets and an air-compressor, so you can add extra pressure to your tyres if you let them down to go off-roading or pump up camping equipment.

Underneath the tray is the housing to keep the spare tyre on the off-road package, but as a spare isn't available on all models as standard, it can be used as storage for wet or dirty items because it's washable and has a drainage hole.

As many of these new car companies have found, including Tesla with its long-gestation periods for the Model 3, Model Y and now Cybertruck, mass-producing motor vehicles isn't an easy task. So, to simplify things and help get its business up and running, Rivian has focused on a single R1T variant for the US market initially.

This is the range-topping quad-motor R1T, with four electric motors (two per axle), which is priced from US$89,000 (approx. A$139,000)

That should give you an idea of where Rivian has positioned the R1T in the US market. This isn't a 'working-class ute'. This is one of the new breed of lifestyle vehicles that have become increasingly popular in the US and Australia.

Rivian has plans for a more affordable dual-motor (one per axle) model, which will start at US$73,000 (approx. A$114,000), and be able to be upgraded with a 'Performance' motor package for US$5000 or the choice of a 'Large' battery for US$6000 (approx. A$9000) or the 'Max' battery for US$16,000 (approx. A$25,000). We'll explain the technical difference between those motors and batteries below.

As for standard equipment, the R1T comes with a 21-inch alloy wheel and 'road' tyre, a built-in air-compressor, 'Gear Guard' security cable (again, we'll explain in-depth later), synthetic leather trim, dark ash wood inlays, heated and ventilated seats and a heated steering wheel.

Notably absent is Apple CarPlay and Android Auto, with Rivian preferring its own bespoke Google-powered system.

There is an 'All-Terrain' package available, too, which swaps out 20-inch alloys with all-terrain tyres, underbody protection and a full-size spare, that's stored under the tray.

Rivian also offers a variety of accessories including MaxTrax recovery boards, first aid kits for humans and pets and an off-road recovery kit that includes straps, hitch link and gloves.

The company has also partnered with Yakima, an American company that specialises in adventure accessories, to offer a roof-mounted tent for the R1S (but doesn't currently offer it on the R1T configurator).

And if that's not enough accessories for you, Rivian sells a huge array of branded merchandise via its website, including shirts, hats, chargers, bike mounts, drink bottles and even pet gear.

All Kia Tasman variants are powered by the same 2.2-litre, four-cylinder turbo-diesel engine, producing 154kW of power and 440Nm of torque.

That places it close to its Isuzu D-Max counterpart in terms of output, though Ford and Toyota rivals still offer slightly higher torque which is something to consider if you’re planning to tow larger toys or heavy trailers.

The X-Line holds its own with a 3.5-tonne braked towing capacity, a rear differential lock, and three terrain modes ('Snow', 'Mud' and 'Sand') for added confidence off the beaten track.

Kia has also included a clever ‘Tow Mode’, accessible via its own menu under Trailer on the media display. This feature allows you to select the weight range of whatever you’re towing, which fine-tunes the driving experience, especially how the eight-speed automatic shifts under load.

There are three main powertrain options for the R1T - Dual-Motor AWD, Performance Dual-Motor AWD and Quad-Motor AWD.

Even as the entry-level model the Dual-Motor AWD makes 397kW/827Nm and can sprint from 0-60mph (96km/h) in just 4.5 seconds.

The Performance Dual-Motor AWD steps things up to 495kW/1123Nm and a sprint time of 3.5 seconds, while the Quad-Motor makes a very potent 622kW/1231Nm and takes just 3.0 seconds to run 0-60mph.

The Quad-Motor we tested comes standard with eight 'Drive Modes' that adjust the ride height, suspension stiffness, brake regeneration, stability control and torque distribution. The eight modes are - 'Sport', 'Off-Road Drift', 'All Purpose', 'Off-Road Auto', 'Off-Road Rock Crawl', 'Off-Road Rally', 'Conserve' and 'Towing'.

The ability to change torque distribution is the key function, as it allows for a wide variety of driving characteristics. For example, in Sport and Off-Road Drift it can send the majority of the power to just the rear wheels, allowing the R1T to perform like a rear-wheel drive vehicle. While in the Conserve setting it can send power only to the front motors to save energy. Or in the Rock Crawl setting it can send power to individual motors to help climb over obstacles.

The X-Line claims an official combined fuel consumption of 7.8L/100km and comes with a generous 80L fuel tank, giving it a theoretical driving range of around 1000km.

In real-world use, a mix of school runs, grocery trips, and a few longer drives, I recorded 8.8L/100km, which is a strong result for a ute of this size and capability.

Of course, this figure doesn’t account for towing a trailer or fully loading the tray, but for everyday family life, the Tasman strikes a good balance between power and efficiency. It’s the kind of ute you can happily drive all week without constantly hunting for a fuel station.

The range of the R1T depends on how much you're willing to spend. The standard battery provides 435km for the Dual-Motor AWD but if you pay for the Large battery that extends to 560km while the Max battery buys you a range up to 640km.

The Performance Dual-Motor comes standard with the Large battery, so it has a range of 560km with the option of 640km with the Max battery.

The Quad-Motor comes equipped with the Large battery as standard and has a 530km range, but it isn't available with the Max battery.

Rivian claims the R1T has a 220kW max charging rate on a DC fast charger. The company is rolling out its own network of charging stations in the US but crucially it also recently signed a deal with Tesla. 

A new 'Magic adapter' is now available so Rivian owners can access Tesla's network of more than 12,000 chargers in the US. Hopefully that deal carries across to the Australian market when Rivian arrives here.

The X-Line has enough power to feel confident on the open road, though I’d have liked a touch more grunt for overtaking or quick acceleration.

The eight-speed automatic shifts smoothly most of the time, but occasionally drops out of lower gears a bit too quickly, giving a slightly luggy feel when you need an extra burst of speed.

The higher ride height has its pros and cons. Visibility is excellent and you can see the road ahead clearly but it can act a bit like a windsail on the highway, pushing the ute around in strong crosswinds. There’s some roll through corners, though less than I expected.

A practical consideration for families is that from the driver’s seat, it’s often tricky to see small children or pets near the car, so vigilance is key when they’re outside the vehicle!

Ride comfort is decent for a ute. The Tasman absorbs most bumps with ease, though it’s not always perfectly poised on rougher surfaces. Overall, it’s a comfortable open-roader and the cabin remains relatively quiet despite the rumbling turbo-diesel engine.

At over 5.4m in length with a 12.3m turning circle, manoeuvring takes a bit of planning. Thankfully, the 360-degree camera system, along with front, side, and rear parking sensors helps a lot, though I feel more comfortable backing in than reversing out of tight spaces.

Like all EVs the R1T manages to combine rapid performance with a whisper-quiet powertrain, but what stands out is how refined the Rivian feels. For a car company's first effort the level of isolation you feel from the outside world is impressive. It doesn't have any of the squeaks, rattles and mechanical groans that plagued some other start-up EV car companies in their early days.

Instead, the R1T feels like a very complete and well resolved package. Like many modern EVs, starting it up is as simple as climbing into the driver's seat, with a sensor immediately preparing the car for you to head on your way without needing to press a 'start/stop' button.

Tap the gear selector stalk down for 'Drive' and you immediately experience the immense torque from Rivian's quad-motor powertrain. Even at suburban speeds you get a sense of the power that lurks beneath the surface of this ute.

Once we found a safe spot to unleash the full potential of the four motors they did not disappoint. It has the kind of sickening acceleration that we've come to expect from electric vehicles, with Rivian's 0-60mph (0-96km/h) claim of just 3.0 seconds feeling completely legitimate.

The regenerative braking is extremely powerful, and that's a pro and a con. That's because there are only two modes - standard and strong - but even in the lower setting there's powerful retardation as soon as you release the accelerator. This is very much an EV that can be driven on one pedal, which is fine, but it does take some getting used to.

A number of carmakers have begun offering much lower levels of regen braking, which allow you to drive more like a conventional internal combustion engine vehicle by using both the accelerator and the brake pedal, so perhaps a lower setting is something Rivian will have to consider in the future.

It also doesn't help that adjusting the regen braking is another function that requires you to dive back into the touchscreen menu, rather than using steering wheel-mounted paddles like other EVs have adopted.

The ride felt quite firm on the streets of Los Angeles, but that's not entirely surprising for what is a very heavy vehicle (it tips that scales at just over 3250kg) that's riding on 21-inch alloy wheels. However, given air suspension is standard across the range, it feels like it could be tweaked to make for a more compliant ride, especially on Australia's choppy roads.

The standard air suspension also allows for a variety of ride heights for improved off-road performance, with R1T able to adapt from as low as 241mm in 'Sport' mode all the way up to 378mm in its 'rock crawl' setting.

The R1T comes fitted with the usual array of airbags and passive safety systems, but Rivian founder Scaringe spent years working on autonomous vehicles as he built up his company so there's an array of active safety features that make the ute semi-autonomous.

Rivian calls this system 'Driver+' and it features all the now-normal active safety items like autonomous emergency braking, adaptive cruise control, lane change assist, lane keeping assist and blind-spot warning. The combination of these systems allows for some mild autonomous functions under the right circumstances.

Another interesting safety feature is called the 'Gear Guard' system. It's a complex system that includes a camera array, an external warning system and a physical cable in the tray.

Rivian calls it a 'family' of technologies but in simple terms it uses five of the pick-up's 11 cameras to monitor the surrounding area and sound an alarm if people are getting too close. If it sets off the alarm, the car will also send you a text message alert so you can check what's happening.

It also includes the Gear Guard cable, which is a braided steel cable with a nylon cover that you can thread through anything - such as a bike or other sporting equipment - and then lock into a connection built into the tray. Again, it uses the cameras to record anyone getting too close so you know who's tried to pinch your stuff.

The system also includes a cute monster mascot that pops up on the media screen to let people know they are being recorded. Plus it gives Rivian something to put on t-shirts to sell on their website.

The Kia Tasman comes with a seven-year, unlimited-kilometre warranty, which is a solid term for the class.

Complementing that is a seven-year capped-price servicing plan, with services averaging $610 per visit. That’s a little higher than some rivals.

For context, the Ford Ranger averages $399, the Toyota HiLux $580, and the Isuzu D-Max $449 per service but it does include roadside assistance if you service through a Kia dealership.

Services are spaced every 12 months or 15,000km, whichever comes first. With around 162 Kia service centres across Australia, city and regional owners are reasonably well covered.

Overall, the Tasman offers relatively straightforward ownership, even if servicing isn’t the cheapest in the segment.

In the US Rivian offers a five-year/60,000-mile (approx. 96,000km) warranty for the quad-motor models and a four-year/50,000-mile (approx. 80,000km) warranty for the rest of the range. But the battery and drivetrains are covered for up to eight years.