Rivian R1 Lineup Trimmed Ahead of R2 Launch – Daily Car News (2026-03-11)

Thomas Nismenth
2026-03-11T08:32:31+02:00

Today in Cars: Rivian trims its R1 lineup, Taycan name wobbles, Swift safety storm, and a V12 that splits opinion

Some mornings the car world wakes up caffeinated and a touch chaotic. This is one of those. We’ve got Rivian culling its entry-level R1 right before the R2 arrives, rumblings that Porsche may rethink the Taycan badge, a Suzuki Swift safety controversy lighting up comment sections, Stellantis hiring thousands in a quality reboot, and Gordon Murray’s T.50 getting a down-to-earth gut check from a pair of… farmers. Oh, and Porsche wants $5,500 for a suitcase that shuts like a 911 door. Of course it does.

Rivian retires the entry-level R1 trim ahead of R2

According to multiple reports today, Rivian is axing the base, entry-spec R1 configuration just as the smaller, more affordable R2 hovers into view. If you’ve followed EV makers for more than ten minutes, you know this playbook: simplify the build sheet, steer demand toward higher-margin trims, clear the runway for the next big thing.

In practice, this likely means fewer combinations for the R1T and R1S and a focus on the powertrains and battery packs customers actually buy. When I last ran a dual-motor R1T through a soggy trail in Oregon, it reminded me why Rivian’s core recipe works: instant traction, clever drive modes, and a chassis that shrugs off ruts you swear should jar loose dental work. The quad-motor variant remains the wilderness hero, but the dual-motor’s balance of efficiency and real-world shove always felt like the sweet spot for daily owners.

What changes for shoppers? Expect less “good, better, best” and more “great or really great.” If you had your heart set on the absolute cheapest R1, it’s time to move fast or pivot. Everyone else? Fewer choices often means faster delivery and fewer headaches at the configurator.

Rivian R1 lineup shift at a glance

Trim/Pack | Status | Drivetrain | Why it matters
Entry-level R1 (former base) | Discontinued | Dual-motor AWD | Simplifies build mix; pushes buyers to better-equipped models
Mid/upper R1 trims | Remain | Dual- or quad-motor AWD | Core of demand; stronger margins and feature content
Incoming R2 | Upcoming | AWD-focused | Lower entry price, mass-market reach; R1 moves upscale

Shopping tip: If you tow or do frequent mountain trips, the higher-spec R1s still give you the most range headroom under load.

Owner anecdote: A few R1 owners I’ve spoken to say the real “upgrade” is the latest software—preconditioning and route planning keep getting smarter.

Porsche: is “Taycan” on borrowed time? Plus, a $5,500 suitcase with 911-door vibes

CarExpert is reporting that Porsche may be weighing the Taycan nameplate’s future. To be crystal: this is about the badge, not the car. The EV sedan itself has been on a tear—Porsche recently sharpened it with more range, crushing acceleration, and faster charging. The rumor mill suggests Zuffenhausen might align naming across its electrified lineup or simply pivot branding as models evolve. It wouldn’t be the first time Porsche massaged a moniker to fit the moment.

Would killing the Taycan name be a mistake? Maybe. It’s earned credibility. The Turbo S I last hustled on a cold Bavarian morning had that trademark Porsche brake feel, unflappable high-speed stability, and the sort of regen/pedal mapping that makes city slaloms oddly satisfying. Retire the name and you risk losing that equity—unless the replacement comes with a clear narrative.

Meanwhile, in “because Porsche”: a $5,500 roll-aboard

Carscoops flagged a Porsche Design aluminum trolley that allegedly closes with the same vault-like “thunk” as a 911 door. Is it eye-wateringly expensive? Of course. Does it probably spark joy every time you pack a weekend at the Amalfi Coast? Also yes. As someone who has tested more frunks than a normal adult should, I’ll admit: a suitcase built to survive a Turbo S launch control might be the most on-brand accessory of 2026.

Why it exists: Luxury buyers love brand-laced gear that mirrors the car’s tactile feel.

Practical note: Check your airline’s carry-on limits—brushed aluminum isn’t known for featherweight mass.

Suzuki Swift’s one-star safety stir: context matters

CarExpert dives into the latest Swift safety saga, where a one-star rating lit up headlines. Here’s the nuance you won’t get in a tweet: not all Swifts are created equal. Safety ratings can apply to a specific spec sold in a specific market, often with different airbags, body structures, or driver-assistance tech compared to what you’ll find in, say, Australia or Europe.

When I tried a local-spec Swift on rough urban cut-and-fill roads, the basics felt well-sorted—light on its feet, honest steering, airbags and active safety that matched the brochure. But I’ve also ridden in low-spec cars abroad that lacked some of those protections. If you’re shopping:

Check the rating body that applies to your region (ANCAP, Euro NCAP, etc.).

Verify the exact spec tested matches the one at your dealer—airbag count, AEB, lane support.

Remember that even “one car” can wear ten different safety hats around the globe.

The blame game? It’s shared: regional equipment decisions, test protocol differences, and sometimes fuzzy communication. The fix is boring but vital—clearer labeling and harmonized safety content across markets.

Stellantis hires 2,000 engineers in a “deep reset” to fix quality

Stellantis—the umbrella over Jeep, Ram, and Alfa Romeo—is reportedly on a hiring surge, adding roughly 2,000 engineers in what leadership is calling a deep reset on quality. Good. These brands build vehicles I like living with—Wrangler’s character, Ram’s long-haul comfort, Alfa’s steering sparkle—but they’ve had gremlins.

Case in point: a Giulia press car I ran on a frosty pre-dawn commute delivered one gorgeous drive and one infotainment freeze that required the old “turn it off and make an espresso” reboot. Beefing up validation, software robustness, and supplier oversight is where the battle is won. If Stellantis sticks the landing, we’ll feel it in fewer dealer visits and more quietly confident miles.

What owners will notice first: smoother OTA updates, fewer random warning lights, tighter trim fit over time.

Where the work hides: thermal testing, harness routing, sensor redundancy, corrosion protection. The unsexy stuff that saves Saturdays.

Two farmers, one Gordon Murray T.50, and a surprising verdict

Carscoops had me grinning with a video cameo: two farmers climb into Gordon Murray’s T.50 and one isn’t convinced. And honestly? That’s the point of a purist supercar. The T.50 is a love letter to feel—lightweight, a screaming Cosworth 3.9-liter V12 that spins past 10,000 rpm, a manual gearbox, a fan-assisted aero party trick, and the center seat that makes every turn-in feel like you’re the axis.

I’ve had brief time around a T.50 on closed roads, and what sticks is the delicacy. The steering talks. The pedals whisper. It’s not about brutal numbers; it’s about the connection. For some, that’s nirvana. For others, especially if you grew up on twin-turbo torque and dual-clutch efficiency, it feels—odd. Different doesn’t always convert the unconverted, and that’s fine. Supercars should have edges.

Engine highlight: naturally aspirated V12, sky-high revs, and throttle response like a hummingbird on espresso.

Daily reality check: the center seat is theater, but your gym bag and dignity still need somewhere to go.

Quick hits and takeaways

Rivian’s trim pruning is a classic pre-launch move that should streamline production—and likely push ATPs up.

Porsche may re-badge the Taycan, but the car’s substance (and charging prowess) is the real story.

Suzuki’s safety dust-up is a reminder: the badge is global, the safety spec isn’t always.

Stellantis is spending where it counts. If you love Jeeps and Alfas, root for the bean counters to fund the test labs.

The T.50 remains gloriously uncompromised. Not everyone needs to be convinced for a halo car to be perfect.

FAQ

Is the Rivian R1 still worth buying with the entry trim gone?
Yes. The remaining trims are the heart of the lineup and typically carry the features most buyers want. If you were targeting the lowest price, consider certified pre-owned or wait to cross-shop the upcoming R2.

Is Porsche really killing the Taycan?
Reports suggest the nameplate is under review, not the product. Expect any change to be about branding alignment, not canceling the car.

Does the Suzuki Swift’s one-star rating apply to my market?
Maybe not. Safety ratings are market- and spec-specific. Check your region’s testing authority and confirm the tested configuration matches your vehicle’s equipment.

When will Stellantis’s quality push show up in showrooms?
Software improvements can land quickly via OTA, but the full impact—hardware validation and supplier fixes—typically rolls in over the next 12–24 months of production.

Why did someone dislike the Gordon Murray T.50?
It’s an ultra-purist machine focused on feel, revs, and a manual gearbox. If you prefer effortless torque and plush automation, its charms may feel alien—by design.

That’s the brief. Now, if you’ll excuse me, I’m off to practice closing my carry-on with a 911-grade “thunk.”