McLaren 750S vs Rivian R1S

What's the difference?

Not just a love letter to the intoxicating delights of the mighty V8 engine, the McLaren 750S is a genuine joy across the board.

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

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.

McLaren concedes the cosmetic updates for the 750S are “relatively subtle”, but there have been some key changes.

The front bumper and splitter are new, as is the rear bumper, while the rear wing is now bigger, with 20 per cent more surface area.

Also at the back, a new (and lighter, of course) stainless steel exhaust is now centre-exit, rather than off to either side.

Like the 720S before it, the 750S looks more like a statement of intent than a designer’s dream, with aerodynamic function over form the order of the day.

In the cabin, you’re looking at two sports seat, a grippy Alcantara steering wheel, and two relatively small screens by today’s sizeable standards.

You can have your cabin trim in full Nappa leather, or the leather mixed with Alcantara, and the audio is taken care of by Bowers & Wilkins.

Still, the 750S delivers everything you need and nothing you don’t in a car in this category.

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.

Next question, please. This is a stripped-back, lightweight, two-seat supercar designed to get you to, and then around, a corner in the least amount of time possible. So, no, you can’t fit much in the way of grocery shopping in the back.

You can, however fit a total 150 litres (front) and 210 litres (rear) in the 750S, and it gets bonus points for having deep cut-outs in the roof that make slipping in under those scissor doors far easier than you might expect.

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.

Ah, now we’re talking. In the huge-displacement world of supercars, a 4.0-litre twin-turbo V8 might sound a little on the small side when put up against V10s and V12s out of Italy. 

But this mid-mounted, twin-turbo powertrain perfectly compliments the overall balance of the 750S, and when its 552kW and 800Nm (fed through a seven-speed automatic) meets the lightweight McLaren, the results are staggering.

The zero to 100km/h dash is dispatched in 2.8 seconds, while 200km/h flashes by in 7.2 seconds. Want to push to 300km/h? You’ll need just 19.8 seconds.

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.

McLaren says you can expect 12.2L/100km on the combined cycle, with emissions pegged at 276g/km. But you can also expect to win the lottery. It doesn’t make it likely.

It’s hard to imagine how softly you’d have to treat the 750S to get anywhere near those numbers, but I know you almost certainly won’t. The temptation is simply too great.

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. 

Usually we wouldn’t be dedicating much space to the kilogram’s shaved here and there off the total weight of a vehicle, but it’s important in this case.

In the 750S, that starts with a bespoke carbon-fibre monocoque platform, which is not only light, but also so inherently stiff that even chopping the roof off for the Spider version required no extra bracing or supports, and only marginally impacts the performance figures.

Then, there are the lightest alloys ever fitted to a series McLaren, which reduce unsprung weight by up to 14 kilos.

That rear wing isn’t just bigger, but also lighter, saving another 1.6 kilos, the carbon-fibre-backed seats save a whopping 17.5kg, the new suspension springs shave another two-or-so kilograms. The list goes on and on.

All up, they've found 30 kilos between 720S and 750S, which is now 1389kg total.

The result is a vehicle that feels endlessly athletic — light, lithe and perfectly balanced — but also one that, when you’re feeding on that endless power, feels as though it might suddenly take flight.

Flat-footed acceleration is laugh-out-loud fun, the tyres scrabbling for grip with each donkey-kick gear shift, even past 100km/h, with the rear end shifting around slightly as the Pirelli rubber deals with the physics of what’s happening. It’s loud, visceral and intoxicating, and you absolutely never tire of it.

But the magic in this McLaren is that it's more than just brutally fast in a straight line, it's also one of the most engaging vehicles I've ever driven, and one that provides a near-telepathic connection to the car, its tyres, and the tarmac below.

The more time you spend behind the wheel, the more tameable it feels, and even at warp speeds (somewhere above 270km/h), you feel connected and in control, owing mostly the open lines of communication between the tyres, the steering and the driver.

Also ferocious is the McLaren's braking force, combining carbon ceramic discs with a rear wing that doubles as a jet-style air brake, and stamping on the brake pedal produces vision-blurring force that leaves you feeling like you're not just stopping, but hurtling backwards through time.

So, race track, tick. But away from it, the McLaren – with its 'Proactive Chassis Control' hydraulic suspension – is surprisingly compliant when you want it to be, with its 'Comfort' drive mode delivering exactly that, softening the important bits so you don’t rattle yourself to death on the freeway.

If the 720S was a benchmark, then this 750S is something else entirely, shifting the needle in every important way to create a vehicle that sparks pure, unadulterated joy from behind the wheel.

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 750S is covered by a standard three-year, unlimited-kilometre warranty, which is fully transferable.

Owners can also spring for an extended warranty, which can cover the McLaren for up to 15 years.

Servicing is required every 12 months or 15,000km.

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.