Audi RS4 vs Rivian R1T

What's the difference?

What a way to send off this generation of Audi RS4 and RS5. The extra focus courtesy of those trick coil overs and drama from the exhaust plus the sharper gear changes deliver the best Audi has done with these RS products. 

There are some compromises, with the suspension favouring outright control over low-speed comfort. It’s also true that the current BMW’s M3 and M4 are more impressive, but when the products are nearly seven years fresher than Audi’s, what do you expect? 

Plus, those looking for a more restrained and polite fast executive sedan (or wagon) will gel with the Audi’s sophistication. There aren’t many of these Competition Plus RS4 and RS5s coming to Australia and they are impressive visually and from behind the wheel. It’s a fitting way to send off the current generations.

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

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.

The RS4 Avant’s 'Progressive Red' metallic helps the black milled 20-inch alloy wheels pop. Its stance is hugely purposeful with wheels tucked right up in the blistered arches courtesy of the lowered ride height — it's how the Avant would have looked in a design sketch.

The visual bulk of the long-roofed RS4 gives it the sort of proportions motoring journalists love to wax lyrical about, even if plenty of buyers still prefer coupes or lifted SUVs. 

The RS5's more flowing, elegant lines match well with the Navarra Blue paint work, silver-accented wheels and conventional leather-appointed seats within. 

Both cars have effectively identical front cabins reflecting Audi’s classy and sleek design language. The integration of technology is pretty good and the RS4’s additional red styling pack really makes it feel sporty within.

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 RS4's cabin is excellent, with a good mix of physical buttons and responsive touchscreens for control. There’s enough storage space for this kind of vehicle, with good door bins and well-sized cupholders in the centre as well as USB-C and -A charge points. 

Audi’s multimedia system is friendly though the large touch targets and dark background aren’t as crisp as those fitted to the latest rivals. The screen isn't as big, either, measuring 10.1 inches for the multimedia item. The RS4 supports wireless Apple CarPlay and Android Auto.

That said, Audi’s 12.3-inch digital driver’s display with bright and poppy mapping software and generous customisation remains right at the head of the pack. 

There is a panel of switches below the touchscreen for climate control, physical selection of the five-or-so drive modes and a collection of helpful buttons on the perfectly-shaped and sized leather-appointed steering wheel.

It lacks F1 or DTM wow-factor compared to the C63 and M3 with their easy-access driver mode buttons and toggles on the steering wheel but the RS4's restrained looks will resonate with those that prefer a bit more elegance inside. 

Neither the RS4 nor RS5's back seats are designed for those over about 175cm. The RS4’s roof is a little higher so it is good enough for most adults but the RS5’s sloping profile compromises things. It has two individual buckets compared to the RS4’s three-wide bench. 

Rear seat passengers get air vents, an individual climate zone, bottle holders in the doors, USB charge points and ISOFIX attachments for the outboard seats, with matching top tethers in the seat backs.

The Audi RS4’s boot is a generous 505L with under floor storage and a netted area on the driver’s side. Folding the 40/20/40 split-fold bench increases space to 1495L. That said, the RS5’s 465L is still very good, though it is not quite as practical in the real world. 

Being fitted with roof rails makes for sleek integration of roof racks for the RS4 to slip roof pods, bike racks or whatever else you might choose to take on a trip away.

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.

Audi’s 2.9-litre twin-turbo petrol V6 has seen plenty of use across performance products from Audi and Porsche, including the Macan S and Audi S6. 

In the RS4 and RS5 Competition Plus, it develops the same 331kW (at 5700-6700rpm) and 600Nm (at 1900-5000rpm) as the regular car. This makes it an extremely flexible engine that delivers predictable punch anywhere in the power band.

That said, it lacks the explosive character of BMW’s twin-turbo inline six — the figures are only 15kW and 50Nm higher on paper yet the M3’s response is that much more ferocious. 

Audi’s RS division has tried to capture a bit more emotion, retuning the eight-speed torque converter automatic transmission for crisper shifts. This also benefits the RS4’s 0-100km/h sprint time, which falls two tenths to 3.9 seconds in Competition Plus guise. 

The V6 breathes a little easier, too, with a different exhaust. Audi says the extra sound is down to 8.0kg less sound deadening in the car.

There’s more resonance at idle that does feel tiring sitting in traffic idling but the trade-off is a brawny mid-range baritone that develops into a shrill bark approaching the redline.

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 Audi RS4 wagon is rated to use 9.5L/100km in ADR combined cycle (urban/extra-urban) consumption testing while the slipperier RS5 returns 9.4L/100km in the same test. 

We weren’t able to run accurate or particularly relevant fuel figures on the event but the trip computers showed around 12L/100km in both RS4 and RS5. 

While these numbers are high compared to your average passenger car, the Audi is more efficient than BMW's rivals, and gets remarkably close to the hybrid C63 in the real world.

The fuel tank is quite small for this kind of vehicle at 58 litres. That limits the RS4’s theoretical driving range to 611km. 

Unsurprisingly, the Audi RS4 and RS5 require 98 RON premium unleaded petrol. 

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 time allocated to driving the RS4 Avant Competition Plus was fairly limited and we were sadly unable to sample how the highly adjustable coil over suspension performed where it makes most sense — on the racetrack. 

Still, winding country roads between Sydney and the Southern Highlands served up some challenges, demonstrating how the Competition Plus pack changes the character of the RS4 and RS5. 

The only real negative is comfort, specifically over those horrible plastic speed bumps that litter shopping centre car parks. With adaptive dampers, carmakers can set programs for these kinds of obstacles to soften and stiffen the clever shocks at just the right time. Not so the Competition Plus pack cars, which ride these bumps harshly.

That about does it, though, and everything thing else is a net benefit. The steering system addresses some criticism of the earlier RS4s. Further than a retune, the Competition Plus gets a new rack, that is non-progressive with a fixed ratio of 15:1 (instead of 13.3:1) and 2.4 turns lock-to-lock. The reactions to each input feel a hint more faithful. 

When above 40km/h the coil overs come into their own. Even though the RS4 rides firmly it doesn’t constantly jiggle over small bumps. Over sharp-edged hits, the suspension rounds the hits off so, while you feel them, there’s a sense of control and sophistication. 

Having speed limits to contend with means it is essentially impossible to find the limits of grip of the 275/30R20 Continental SportContact 6 tyres on the road and there isn’t much body roll, either.

The RS4 is still rewarding, though, getting up on its toes just enough through a series of bends to feel engaging. It gives an impression of being quite light and at 1820kg it is now considered featherweight next to rivals.

The RS4's Quattro all-wheel drive system favours the rear wheels when driving normally (60 per cent rear) and can send up to 85 per cent of the drive to the back axle. 

The tweaked electronically-controlled rear limited-slip differential amplifies the throttle steer-ability of the RS4, giving you the confidence to squeeze the gas on exit. 

It helps that the Competition Plus bucket seats are a little thinner and set closer to the floor giving you more feedback. This is the key differentiator between the RS4 and RS5 we drove — the buckets make the car feel alive. 

Strong brakes are made up of 375mm front rotors clamped by six-piston calipers. Optional carbon ceramic brakes with larger 400mm front rotors help save 6.5kg and, if you plan to use the RS4 on track, are a smart buy along with a set of Pirelli P Zero Corsa semi slick tyres ($850). 

Really, though, neither the RS4 nor RS5 are the perfect car for the track. They are plenty capable and fast on the road with just enough fun, reward and character thrown in to keep you coming back for more.

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.

Audi covers the RS4 and RS5 with a five-year/unlimited kilometre warranty which is now the expected norm across the premium part of the market. 

A five-year service plan can be pre-purchased, costing $3630 for both models with maintenance due annually or every 15,000km. 

After the five-year warranty period, owners can choose to extend the service packaging and warranty for two extra years at a cost of $4260. This can be done twice, extending the warranty up to nine years.

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.