L2 charger down to 2.7kwh at 24F.. Should I be worried?

[windblowlc]

Theory busted, ughh! If you continue on past 88% to 100% on this charge, please update us again afterwards. Are you still seeing the final plunge down to 1-2 Kw at >92% SoC?

This morning it charged all the way to 100% at 3.3 kW for me. It was much above normal temp during the night. Outside temp was 45-50F.

Sponsored

 

[Glogic]

I assumed that was the case. The funny part is the draw to warm the battery allowed it to immediately charge at almost full capacity. Then when the battery was sufficiently warm to optimally charge it dropped to 4.1. I didn't see battery temp in abrp, and it was cold and late so I didn't go out to the car when I saw the behavior. I should have but laziness won that day. ?

 

[mkhuffman]

Super disappointing. Charging from 20% SoC. Battery steadily warmed up from 43F to 54F at 80% SoC. Hoped for great things. Battery now at 54.7F. But charge rate has exhibited the same step function. Now 3.3kW at 88% SoC. So 50F is not the magic threshhold, at least not for the R1T I have.

Do you have a 48 Amp EVSE? Is it true your EVSE never hit 11 kW during the entire charging cycle, starting at 20%? This problem is even worse than I thought (if you are using a 48 AMP EVSE).

 

[COMtnEV]

Do you have a 48 Amp EVSE? Is it true your EVSE never hit 11 kW during the entire charging cycle, starting at 20%? This problem is even worse than I thought (if you are using a 48 AMP EVSE).

40A charger. ~9A is max output.

 

[mkhuffman]

40A charger. ~9A is max output.

54 degrees is not that cold. I still cannot believe it is throttling charge when the battery is 54 degrees. I could understand it if the battery was actually frozen, or something below 0 degrees, but 54? Seriously?

My garage rarely drops below 60 degrees, even in the coldest months of the winter. Can I even get a good charge in my relatively warm garage? At what temperature does the Max pack allow full L2 charging speed up past 90%?

When I travel, hotel parking garages are not heated, and they can get very cold. This is what really concerns me about this problem. Because this is the main reason I have been considering a Tri Max.

Arrrg!

 

[COMtnEV]

Theory busted, ughh! If you continue on past 88% to 100% on this charge, please update us again afterwards. Are you still seeing the final plunge down to 1-2 Kw at >92% SoC?

As the eternal optimist, I do think they are on the right track and glad to see the battery warming more. What kind of ambient temps was your truck in for this charge?

Took it to 100%. "Good" news is that it stayed at 3.3kW the rest of the way to 100%. The bad news is that it still took over 17 hours to charge from 20% to 100%. If I had a 48A charger, it would have still been over 15 hours. That's not overnight.

Ambient temps were 30-40F.

Summarizing my 3 charging sessions since the software update;
1 - No charging loss when battery temp was in mid-60s.
2 - Inconsistent heating and final battery temperatures with the two long charge sessions (2nd session peaked at 49F even though the battery was warmer to start than in 3rd session where peak temp was 55F)
3 - There is no apparent correlation between ambient temp and battery start temp (ignore first session, as that was started immediately after truck was driven.
4 -The truck has no clue as to how it is going to charge - predicted finish time was originally 1744, and it finally finished charging at 0130, 7 hours later than originally predicted and taking more than twice as long as predicted. I see similar behavior with L3 charging.

 

[MarkNorman]

54 degrees is not that cold. I still cannot believe it is throttling charge when the battery is 54 degrees. I could understand it if the battery was actually frozen, or something below 0 degrees, but 54? Seriously?

My garage rarely drops below 60 degrees, even in the coldest months of the winter. Can I even get a good charge in my relatively warm garage? At what temperature does the Max pack allow full L2 charging speed up past 90%?

When I travel, hotel parking garages are not heated, and they can get very cold. This is what really concerns me about this problem. Because this is the main reason I have been considering a Tri Max.

Arrrg!

We thought the threshold for throttling L2 charging (above around 75%) was 50F, but with the latest data from @COMtnEV it may be closer to 55F. I have L2 charged to 100% at full speed at 60F and I know we’ve had reports of achieving the same between 50 and 60F.

My concern now is that if throttling starts during an L2 charge session it may not be able to pull out of it even if the battery warms up above the threshold. @COMtnEV If you see temps up near 55F in the future it may be worth unplugging and re-plugging. I know thats not a permanent fix and we need better, but from a practical standpoint, it might speed things up.

 

[SeaGeo]

I would encourage y'all to submit service tickets on this, particularly with the "warm" battery experience recently. I haven't encountered this, nor have a couple of others who I know who have Gen2 max packs, so at a minimum it would be good to formally flag it with Rivian.

I would note: my Gen2 is generally not exposed to very cold temps (it's usually in a garage), so I was assuming the difference was for packs in the 30s. If that's not the cause though, I don't know what the difference would be.

 

[portdirect]

Hey everyone, I've decided to try and get a bit more organized about this—let's get some solid data so we can push for a resolution or at least closure:

Edit-1: removed extraneous content
Edit-2: Updated table with feedback from @windblowlc & @Glogic
Edit-3: Updated table with feedback from @OYLman

Note: these tables originally came from running OpenAI's o1-pro over this thread, so may well have a load of errors:

Group 1: Users Experiencing the Issue

Username	Vehicle Model & Pack	Motor / Gen	Approx. Delivery/Build Date	Charging Slowdown Pattern	Ambient / Battery Temp Range	Charger (Amps/Type)	Preconditioning Attempts	Service Ticket	Notes on Root-Cause Variables
@Glogic	R1S (Likely Max Pack)	Gen2	~Mid-Dec 2024	Drops sharply above ~80% SoC (from ~11 kW to ~2–3 kW or lower)	~20–30 °F ambient (Massachusetts winter)	Tesla home charger + adapter	Tried battery heat from short drive; still inconsistent	Yes	Never saw this problem with his Tesla in same temps. Finds it “unpredictable.” Does not mention exact battery temperature data. Concern about overnight top-offs.
@portdirect	R1T Tri Motor Max (stated)	Gen2	~Nov 12, 2024 build (mentioned)	“Stair-step” throttle above ~75–80% SoC in cold; reminiscent of BMS limit	Often <50 °F; battery remains cooler	Rivian Wall Charger, Wallbox Pulsar, Clipper Creek tested	No mention of purposeful “DCFC route” trick	Yes	Owns a Gen1 for comparison. Notes Gen2 is significantly worse above ~80%. Hard to sustain higher charge rate if battery never warms enough.
@MarkNorman	R1S (Dual Motor Large)	Gen2	Early Dec 2024	Steps from ~11 kW → 8 kW → 4 kW → ~1–2 kW as SoC rises (80–90%+)	Battery stable around 46 °F during charge	Not specified EVSE	Tried partial DCFC before L2 with varied success	Unclear	Provides extensive logs (via ABRP). Observes battery is not heating enough to avoid throttling. “Thought it was a bug, but remains an issue.”
@COMtnEV	R1T Dual Perf. Max	Gen2	~Sep 2024	Consistent “stair-step” from ~9 kW → 6–7 kW → 3–4 kW as SoC climbs (75–90%)	~40–50 °F (battery often ~45–55 °F)	40 A Eviqo charger; sees mismatch across data tools	Has methodically tried driving first; partial success	Yes (filed)	Very detailed logs show repeated throttling above ~75% in 40–50 °F. Reports it severely impacts daily use. Data conflicts between ABRP & truck’s readouts.
@OYLman	R1S (Dual Motor Large)	Gen2	Dec 6, 2024	Very slow topping from ~80% to 100%; can’t reliably reach 100% overnight	Not specified (car in unheated garage ~50 °F)	Not specified	Attempted partial “drive then charge,” still limited. DCFC preconditioning helped.	Possibly	Service center had the vehicle; no resolution. States charging might drop to near trickle after ~80%. Big complication for road trips.
@Chi_Guy	R1S Dual Max	Gen2	Not specified	Confirmed drop above ~80% SoC; even limiting amps from 48 → 40 didn’t help	Typically <50–55 °F battery for the slowdown	Not specified	Has used DCFC preheat route to push battery above ~65 °F, which helps	Not reported	Says it’s consistent “stair-step” at 80% with battery <50–55 °F. If warmed to ~65+ °F (via nav to DCFC), can maintain 11 kW for longer.
@Riouxgrande	R1S Tri‑Max	Gen2	Factory-gated Sep 17, 2024	OTA updates have not solved the severe L2 throttling above 80% SoC	Not specified	Not specified	Has tried each new OTA; still sees no fix	Yes	*Has an internal perspective (employee?), says Gen2 architecture “does something weird” with AC charging. Filed a ticket.
@bfilippo	R1T Standard LFP	Gen2	Not specified	~13–15 hrs to fully charge to 100%; becomes near-impossible for daily use	Not specified	Not specified	Tried 100% charge multiple times, fails or takes >13 hrs	Yes	Indicates LFP BMS also shows big slowdowns approaching 100%. Not purely a Max-pack phenomenon.
@SparkyR1t	Not specified R1T or R1S	Gen2	Not specified	Mentions initial throttling, minimal details provided	Not specified	Not specified	Reached out to Tesla’s charger support, but presumably truck-limited	Unknown	Details are sparse. Possibly overcame a separate home-charger overheat, but acknowledges the Rivian side was also throttling.
@MrMechanic	2025 R1S (Gen2)	Gen2	Not specified	Observes the same stepwise L2 drop at higher SoC, consistent w/ others	Not specified	Not specified	No mention of preheat strategies or partial DCFC	Not specified	Confirms “same behaviors,” presumably in moderate ambient/cold.
@SSFC5	Possibly an R1T/R1S w/ Max	Gen2	Not specified	Says the latest OTA didn’t fix throttling; still slow at high SoC	Not specified	Not specified	Doesn’t mention preconditioning or other attempts	Possibly	Frustration that software updates had no real improvement.
@windblowlc	Tri Max R1T	Gen2	Delivered December 9, 2024	Must start L2 hours earlier than normal to reach 100%; big scheduling issues	Ambient temperature is 20-50F outside	Rivian EVSE - 48A, on 60A Circuit	Not indicated (some manual preheat?)	Yes	Severe slowdowns hamper using the top 15–20% of SoC effectively. Has not experienced throttling issue in 3 years of Gen 1 R1T Quad ownership. Received a service in January, service advisor did nothing accept noting an OTA 2024.51 will fix the problem. Problem remains the same after OTA 2024.51. Would not have gotten Gen 2 if this was disclosed.

Group 2: Users Not Experiencing the Issue

Username	Vehicle Model & Pack	Motor / Gen	Approx. Delivery/Build Date	Any Throttle Observed?	Ambient / Battery Temps	Charger (Amps/Type)	Preconditioning Attempts	Service Ticket	Notes on Root-Cause Variables
@SeaGeo	R1T or R1S (Max Pack)	Gen2	Not specified	No—no major throttling reported	Not specified	Not specified	None needed (didn’t see slowdown)	No	Suggests personal usage may keep battery warmer; never replicates others’ slowdowns

Group 3: Users Commenting / Concerned (No Personal Issue Reported)

Username	Vehicle Model / Pack	Motor / Gen	Has This Issue?	Approx. Delivery	Key Comment / Concern	Ambient / Battery Temps	Charger	Ticket Filed	Additional Observations
@mkhuffman	Not an owner yet; possibly looking at Tri Max	Gen1	N/A	N/A	States the throttling is “unacceptable”	N/A	N/A	Unknown	Worried about low-temperature top-off; says it’s a deal-breaker if not fixed
@tbross319	N/A	N/A	N/A	N/A	Only inquires about software release evidence; no personal charge issues	N/A	N/A	No	Has no reported throttling, just verifying if new OTA is real/fixes anything
@hobbyjogger71	Not specified; a friend’s Gen2 is impacted	Likely Gen2	No (just referencing friend)	N/A	Reports friend’s issues (matching slow L2 speeds); worried about reliability	N/A	N/A	Not reported	Possibly sees same pattern with a friend’s Tesla UWC EVSE. Concerned by cold
@DeafPug	Not specified; offers advice only	Advisory	Does not say if impacted	N/A	Suggests calibrating or topping to 100% as workaround; no personal data	N/A	N/A	N/A	Not personally impacted—giving potential solutions (charging to 100% more often)

 

[mkhuffman]

Hey everyone, I've decided to try and get a bit more organized about this—let's get some solid data so we can push for a resolution or at least closure:

Edit: removed extraneous content

Note: these tables originally came from running OpenAI's o1-pro over this thread, so may well have a load of errors:

Group 1: Users Experiencing the Issue

Username	Vehicle Model & Pack	Motor / Gen	Approx. Delivery/Build Date	Charging Slowdown Pattern	Ambient / Battery Temp Range	Charger (Amps/Type)	Preconditioning Attempts	Service Ticket	Notes on Root-Cause Variables
@Glogic	R1S (Likely Max Pack)	Gen2	~Mid-Dec 2024	Drops sharply above ~80% SoC (from ~11 kW to ~2–3 kW or lower)	~20–30 °F ambient (Massachusetts winter)	Tesla home charger + adapter	Tried battery heat from short drive; still inconsistent	Possibly	Never saw this problem with his Tesla in same temps. Finds it “unpredictable.” Does not mention exact battery temperature data. Concern about overnight top-offs.
@portdirect	R1T Tri Motor Max (stated)	Gen2	~Nov 12, 2024 build (mentioned)	“Stair-step” throttle above ~75–80% SoC in cold; reminiscent of BMS limit	Often <50 °F; battery remains cooler	Rivian Wall Charger, Wallbox Pulsar, Clipper Creek tested	No mention of purposeful “DCFC route” trick	Yes	Owns a Gen1 for comparison. Notes Gen2 is significantly worse above ~80%. Hard to sustain higher charge rate if battery never warms enough.
@MarkNorman	R1S (Dual Motor Large)	Gen2	Early Dec 2024	Steps from ~11 kW → 8 kW → 4 kW → ~1–2 kW as SoC rises (80–90%+)	Battery stable around 46 °F during charge	Not specified EVSE	Tried partial DCFC before L2 with varied success	Unclear	Provides extensive logs (via ABRP). Observes battery is not heating enough to avoid throttling. “Thought it was a bug, but remains an issue.”
@COMtnEV	R1T Dual Perf. Max	Gen2	~Sep 2024	Consistent “stair-step” from ~9 kW → 6–7 kW → 3–4 kW as SoC climbs (75–90%)	~40–50 °F (battery often ~45–55 °F)	40 A Eviqo charger; sees mismatch across data tools	Has methodically tried driving first; partial success	Yes (filed)	Very detailed logs show repeated throttling above ~75% in 40–50 °F. Reports it severely impacts daily use. Data conflicts between ABRP & truck’s readouts.
@OYLman	R1S (Likely Max)	Gen2	Dec 6, 2024	Very slow topping from ~80% to 100%; can’t reliably reach 100% overnight	Not specified (car in unheated garage ~50 °F)	Not specified	Possibly attempted partial “drive then charge,” still limited	Possibly	Service center had the vehicle; no resolution. States charging might drop to near trickle after ~80%. Big complication for road trips.
@Chi_Guy	R1S Dual Max	Gen2	Not specified	Confirmed drop above ~80% SoC; even limiting amps from 48 → 40 didn’t help	Typically <50–55 °F battery for the slowdown	Not specified	Has used DCFC preheat route to push battery above ~65 °F, which helps	Not reported	Says it’s consistent “stair-step” at 80% with battery <50–55 °F. If warmed to ~65+ °F (via nav to DCFC), can maintain 11 kW for longer.
@Riouxgrande	R1S Tri‑Max	Gen2	Factory-gated Sep 17, 2024	OTA updates have not solved the severe L2 throttling above 80% SoC	Not specified	Not specified	Has tried each new OTA; still sees no fix	Yes	*Has an internal perspective (employee?), says Gen2 architecture “does something weird” with AC charging. Filed a ticket.
@bfilippo	R1T Standard LFP	Gen2	Not specified	~13–15 hrs to fully charge to 100%; becomes near-impossible for daily use	Not specified	Not specified	Tried 100% charge multiple times, fails or takes >13 hrs	Yes	Indicates LFP BMS also shows big slowdowns approaching 100%. Not purely a Max-pack phenomenon.
@SparkyR1t	Not specified R1T or R1S	Gen2	Not specified	Mentions initial throttling, minimal details provided	Not specified	Not specified	Reached out to Tesla’s charger support, but presumably truck-limited	Unknown	Details are sparse. Possibly overcame a separate home-charger overheat, but acknowledges the Rivian side was also throttling.
@MrMechanic	2025 R1S (Gen2)	Gen2	Not specified	Observes the same stepwise L2 drop at higher SoC, consistent w/ others	Not specified	Not specified	No mention of preheat strategies or partial DCFC	Not specified	Confirms “same behaviors,” presumably in moderate ambient/cold.
@SSFC5	Possibly an R1T/R1S w/ Max	Gen2	Not specified	Says the latest OTA didn’t fix throttling; still slow at high SoC	Not specified	Not specified	Doesn’t mention preconditioning or other attempts	Possibly	Frustration that software updates had no real improvement.
@windblowlc	Tri or Dual Max R1T	Gen2	Not specified	Must start L2 hours earlier than normal to reach 100%; big scheduling issues	Not specified	Possibly Tesla Universal Wall Connector or others in other posts	Not indicated (some manual preheat?)	Unknown	Severe slowdowns hamper using the top 15–20% of SoC effectively. “No fix from Rivian.”

Group 2: Users Not Experiencing the Issue

Username	Vehicle Model & Pack	Motor / Gen	Approx. Delivery/Build Date	Any Throttle Observed?	Ambient / Battery Temps	Charger (Amps/Type)	Preconditioning Attempts	Service Ticket	Notes on Root-Cause Variables
@SeaGeo	R1T or R1S (Max Pack)	Gen2	Not specified	No—no major throttling reported	Not specified	Not specified	None needed (didn’t see slowdown)	No	Suggests personal usage may keep battery warmer; never replicates others’ slowdowns

Group 3: Users Commenting / Concerned (No Personal Issue Reported)

Username	Vehicle Model / Pack	Motor / Gen	Has This Issue?	Approx. Delivery	Key Comment / Concern	Ambient / Battery Temps	Charger	Ticket Filed	Additional Observations
@mkhuffman	Not an owner yet; possibly looking at Tri Max	Gen1	N/A	N/A	States the throttling is “unacceptable”	N/A	N/A	Unknown	Worried about low-temperature top-off; says it’s a deal-breaker if not fixed
@tbross319	N/A	N/A	N/A	N/A	Only inquires about software release evidence; no personal charge issues	N/A	N/A	No	Has no reported throttling, just verifying if new OTA is real/fixes anything
@hobbyjogger71	Not specified; a friend’s Gen2 is impacted	Likely Gen2	No (just referencing friend)	N/A	Reports friend’s issues (matching slow L2 speeds); worried about reliability	N/A	N/A	Not reported	Possibly sees same pattern with a friend’s Tesla UWC EVSE. Concerned by cold
@DeafPug	Not specified; offers advice only	Advisory	Does not say if impacted	N/A	Suggests calibrating or topping to 100% as workaround; no personal data	N/A	N/A	N/A	Not personally impacted—giving potential solutions (charging to 100% more often)

LOL. That bot got me pegged.

I just want this issue resolved, and I don't understand the reason it can't be fixed.

I have a weak theory: there is no buffer at the top of the pack. Because there is no buffer, they have to be very careful how it charges to 100%. The previous max pack had a bigger battery, and a bigger buffer, so it could handle a full L2 charge for longer.

In order to reduce cost, Rivian reduced the total capacity of the max pack while keeping the useable capacity the same. Therefore, for reliability of the pack, they need to manage the charging more carefully.

The Gen1 max pack was 148 kWh. The Gen2 max pack is 141.5 kWh. So Gen2 uses 100% of the capacity, putting a lot more stress on the battery. Gen1 only used 141 kWh of the 148 kWh total capacity, which allowed it to charge faster as it approached 100% SoCD.

Keep in mind this is just something I made up to explain what might be going on. Because it really does not make any sense for Gen1 to be fine and Gen2 to have an unsolvable issue with L2 charging speed.

 

[portdirect]

LOL. That bot got me pegged.

I just want this issue resolved, and I don't understand the reason it can't be fixed.

I have a weak theory: there is no buffer at the top of the pack. Because there is no buffer, they have to be very careful how it charges to 100%. The previous max pack had a bigger battery, and a bigger buffer, so it could handle a full L2 charge for longer.

In order to reduce cost, Rivian reduced the total capacity of the max pack while keeping the useable capacity the same. Therefore, for reliability of the pack, they need to manage the charging more carefully.

The Gen1 max pack was 148 kWh. The Gen2 max pack is 141.5 kWh. So Gen2 uses 100% of the capacity, putting a lot more stress on the battery. Gen1 only used 141 kWh of the 148 kWh total capacity, which allowed it to charge faster as it approached 100% SoCD.

Keep in mind this is just something I made up to explain what might be going on. Because it really does not make any sense for Gen1 to be fine and Gen2 to have an unsolvable issue with L2 charging speed.

GPTs & RAG make the world a scary place for sure! ?

Could you share where you found that the Gen2 Max Pack has a nominal gross capacity of 141.4 kWh? I haven’t seen that figure on sources like Copart or eBay. Your theory has some merit - I‘ve wondered the same - but I doubted they would remove all the overhead. Additionally, this could potentially explain why Rivian appears so hesitant to explain why this issue occurs. However I would have expected if this were the sole cause then DC charging and Level 2 would also be impacted at high charge levels regardless of temperature if it were the sole cause of what we are seeing?

 

[mkhuffman]

GPTs & RAG make the world a scary place for sure! ?

Could you share where you found that the Gen2 Max Pack has a nominal gross capacity of 141.4 kWh? I haven’t seen that figure on sources like Copart or eBay. Your theory has some merit - I‘ve wondered the same - but I doubted they would remove all the overhead. Additionally, this could potentially explain why Rivian appears so hesitant to explain why this issue occurs. However I would have expected if this were the sole cause then DC charging and Level 2 would also be impacted at high charge levels regardless of temperature if it were the sole cause of what we are seeing?

I made up 141.4 based on what OOS added after running the car down to zero. I don't know the true total capacity of the pack, but OOS was able to put more than 141 into it, and I think it was less than 142.

I remember a post about the Gen1 max pack (maybe it was a Sandy teardown video) and the total pack capacity was 148 with 141 usable. But my memory could be wrong about that. I am just saying it could explain what is happening if true.

 

[windblowlc]

Hey everyone, I've decided to try and get a bit more organized about this—let's get some solid data so we can push for a resolution or at least closure:

Edit: removed extraneous content

Note: these tables originally came from running OpenAI's o1-pro over this thread, so may well have a load of errors:

Group 1: Users Experiencing the Issue

Username	Vehicle Model & Pack	Motor / Gen	Approx. Delivery/Build Date	Charging Slowdown Pattern	Ambient / Battery Temp Range	Charger (Amps/Type)	Preconditioning Attempts	Service Ticket	Notes on Root-Cause Variables
@Glogic	R1S (Likely Max Pack)	Gen2	~Mid-Dec 2024	Drops sharply above ~80% SoC (from ~11 kW to ~2–3 kW or lower)	~20–30 °F ambient (Massachusetts winter)	Tesla home charger + adapter	Tried battery heat from short drive; still inconsistent	Possibly	Never saw this problem with his Tesla in same temps. Finds it “unpredictable.” Does not mention exact battery temperature data. Concern about overnight top-offs.
@portdirect	R1T Tri Motor Max (stated)	Gen2	~Nov 12, 2024 build (mentioned)	“Stair-step” throttle above ~75–80% SoC in cold; reminiscent of BMS limit	Often <50 °F; battery remains cooler	Rivian Wall Charger, Wallbox Pulsar, Clipper Creek tested	No mention of purposeful “DCFC route” trick	Yes	Owns a Gen1 for comparison. Notes Gen2 is significantly worse above ~80%. Hard to sustain higher charge rate if battery never warms enough.
@MarkNorman	R1S (Dual Motor Large)	Gen2	Early Dec 2024	Steps from ~11 kW → 8 kW → 4 kW → ~1–2 kW as SoC rises (80–90%+)	Battery stable around 46 °F during charge	Not specified EVSE	Tried partial DCFC before L2 with varied success	Unclear	Provides extensive logs (via ABRP). Observes battery is not heating enough to avoid throttling. “Thought it was a bug, but remains an issue.”
@COMtnEV	R1T Dual Perf. Max	Gen2	~Sep 2024	Consistent “stair-step” from ~9 kW → 6–7 kW → 3–4 kW as SoC climbs (75–90%)	~40–50 °F (battery often ~45–55 °F)	40 A Eviqo charger; sees mismatch across data tools	Has methodically tried driving first; partial success	Yes (filed)	Very detailed logs show repeated throttling above ~75% in 40–50 °F. Reports it severely impacts daily use. Data conflicts between ABRP & truck’s readouts.
@OYLman	R1S (Likely Max)	Gen2	Dec 6, 2024	Very slow topping from ~80% to 100%; can’t reliably reach 100% overnight	Not specified (car in unheated garage ~50 °F)	Not specified	Possibly attempted partial “drive then charge,” still limited	Possibly	Service center had the vehicle; no resolution. States charging might drop to near trickle after ~80%. Big complication for road trips.
@Chi_Guy	R1S Dual Max	Gen2	Not specified	Confirmed drop above ~80% SoC; even limiting amps from 48 → 40 didn’t help	Typically <50–55 °F battery for the slowdown	Not specified	Has used DCFC preheat route to push battery above ~65 °F, which helps	Not reported	Says it’s consistent “stair-step” at 80% with battery <50–55 °F. If warmed to ~65+ °F (via nav to DCFC), can maintain 11 kW for longer.
@Riouxgrande	R1S Tri‑Max	Gen2	Factory-gated Sep 17, 2024	OTA updates have not solved the severe L2 throttling above 80% SoC	Not specified	Not specified	Has tried each new OTA; still sees no fix	Yes	*Has an internal perspective (employee?), says Gen2 architecture “does something weird” with AC charging. Filed a ticket.
@bfilippo	R1T Standard LFP	Gen2	Not specified	~13–15 hrs to fully charge to 100%; becomes near-impossible for daily use	Not specified	Not specified	Tried 100% charge multiple times, fails or takes >13 hrs	Yes	Indicates LFP BMS also shows big slowdowns approaching 100%. Not purely a Max-pack phenomenon.
@SparkyR1t	Not specified R1T or R1S	Gen2	Not specified	Mentions initial throttling, minimal details provided	Not specified	Not specified	Reached out to Tesla’s charger support, but presumably truck-limited	Unknown	Details are sparse. Possibly overcame a separate home-charger overheat, but acknowledges the Rivian side was also throttling.
@MrMechanic	2025 R1S (Gen2)	Gen2	Not specified	Observes the same stepwise L2 drop at higher SoC, consistent w/ others	Not specified	Not specified	No mention of preheat strategies or partial DCFC	Not specified	Confirms “same behaviors,” presumably in moderate ambient/cold.
@SSFC5	Possibly an R1T/R1S w/ Max	Gen2	Not specified	Says the latest OTA didn’t fix throttling; still slow at high SoC	Not specified	Not specified	Doesn’t mention preconditioning or other attempts	Possibly	Frustration that software updates had no real improvement.
@windblowlc	Tri or Dual Max R1T	Gen2	Not specified	Must start L2 hours earlier than normal to reach 100%; big scheduling issues	Not specified	Possibly Tesla Universal Wall Connector or others in other posts	Not indicated (some manual preheat?)	Unknown	Severe slowdowns hamper using the top 15–20% of SoC effectively. “No fix from Rivian.”

Group 2: Users Not Experiencing the Issue

Username	Vehicle Model & Pack	Motor / Gen	Approx. Delivery/Build Date	Any Throttle Observed?	Ambient / Battery Temps	Charger (Amps/Type)	Preconditioning Attempts	Service Ticket	Notes on Root-Cause Variables
@SeaGeo	R1T or R1S (Max Pack)	Gen2	Not specified	No—no major throttling reported	Not specified	Not specified	None needed (didn’t see slowdown)	No	Suggests personal usage may keep battery warmer; never replicates others’ slowdowns

Group 3: Users Commenting / Concerned (No Personal Issue Reported)

Username	Vehicle Model / Pack	Motor / Gen	Has This Issue?	Approx. Delivery	Key Comment / Concern	Ambient / Battery Temps	Charger	Ticket Filed	Additional Observations
@mkhuffman	Not an owner yet; possibly looking at Tri Max	Gen1	N/A	N/A	States the throttling is “unacceptable”	N/A	N/A	Unknown	Worried about low-temperature top-off; says it’s a deal-breaker if not fixed
@tbross319	N/A	N/A	N/A	N/A	Only inquires about software release evidence; no personal charge issues	N/A	N/A	No	Has no reported throttling, just verifying if new OTA is real/fixes anything
@hobbyjogger71	Not specified; a friend’s Gen2 is impacted	Likely Gen2	No (just referencing friend)	N/A	Reports friend’s issues (matching slow L2 speeds); worried about reliability	N/A	N/A	Not reported	Possibly sees same pattern with a friend’s Tesla UWC EVSE. Concerned by cold
@DeafPug	Not specified; offers advice only	Advisory	Does not say if impacted	N/A	Suggests calibrating or topping to 100% as workaround; no personal data	N/A	N/A	N/A	Not personally impacted—giving potential solutions (charging to 100% more often)

My R1T is a Tri Max with a delivery date of December 9, 2024. Charger is a 48A Rivian hardwired to 60A circuit. Ambient temperature is 20-50F outside. Have never experienced throttling issue in 3 years of Gen 1 R1T Quad ownership. I drove 420 miles round trip for a service in January, service advisor did nothing except noting an OTA 2024.51 will fix the problem. Problem remains the same after OTA 2024.51. Would not have gotten Gen 2 if this was disclosed.

 

[SeaGeo]

I have a weak theory: there is no buffer at the top of the pack. Because there is no buffer, they have to be very careful how it charges to 100%. The previous max pack had a bigger battery, and a bigger buffer, so it could handle a full L2 charge for longer.

Gen1 max and Gen2 max are the same capacity. Same cells, and same number of cells. Unless they snuck a change in there that nobody has documented.

 

[Glogic]

Hey everyone, I've decided to try and get a bit more organized about this—let's get some solid data so we can push for a resolution or at least closure:

Edit: removed extraneous content

Note: these tables originally came from running OpenAI's o1-pro over this thread, so may well have a load of errors:

Group 1: Users Experiencing the Issue

Username	Vehicle Model & Pack	Motor / Gen	Approx. Delivery/Build Date	Charging Slowdown Pattern	Ambient / Battery Temp Range	Charger (Amps/Type)	Preconditioning Attempts	Service Ticket	Notes on Root-Cause Variables
@Glogic	R1S (Likely Max Pack)	Gen2	~Mid-Dec 2024	Drops sharply above ~80% SoC (from ~11 kW to ~2–3 kW or lower)	~20–30 °F ambient (Massachusetts winter)	Tesla home charger + adapter	Tried battery heat from short drive; still inconsistent	Possibly	Never saw this problem with his Tesla in same temps. Finds it “unpredictable.” Does not mention exact battery temperature data. Concern about overnight top-offs.
@portdirect	R1T Tri Motor Max (stated)	Gen2	~Nov 12, 2024 build (mentioned)	“Stair-step” throttle above ~75–80% SoC in cold; reminiscent of BMS limit	Often <50 °F; battery remains cooler	Rivian Wall Charger, Wallbox Pulsar, Clipper Creek tested	No mention of purposeful “DCFC route” trick	Yes	Owns a Gen1 for comparison. Notes Gen2 is significantly worse above ~80%. Hard to sustain higher charge rate if battery never warms enough.
@MarkNorman	R1S (Dual Motor Large)	Gen2	Early Dec 2024	Steps from ~11 kW → 8 kW → 4 kW → ~1–2 kW as SoC rises (80–90%+)	Battery stable around 46 °F during charge	Not specified EVSE	Tried partial DCFC before L2 with varied success	Unclear	Provides extensive logs (via ABRP). Observes battery is not heating enough to avoid throttling. “Thought it was a bug, but remains an issue.”
@COMtnEV	R1T Dual Perf. Max	Gen2	~Sep 2024	Consistent “stair-step” from ~9 kW → 6–7 kW → 3–4 kW as SoC climbs (75–90%)	~40–50 °F (battery often ~45–55 °F)	40 A Eviqo charger; sees mismatch across data tools	Has methodically tried driving first; partial success	Yes (filed)	Very detailed logs show repeated throttling above ~75% in 40–50 °F. Reports it severely impacts daily use. Data conflicts between ABRP & truck’s readouts.
@OYLman	R1S (Likely Max)	Gen2	Dec 6, 2024	Very slow topping from ~80% to 100%; can’t reliably reach 100% overnight	Not specified (car in unheated garage ~50 °F)	Not specified	Possibly attempted partial “drive then charge,” still limited	Possibly	Service center had the vehicle; no resolution. States charging might drop to near trickle after ~80%. Big complication for road trips.
@Chi_Guy	R1S Dual Max	Gen2	Not specified	Confirmed drop above ~80% SoC; even limiting amps from 48 → 40 didn’t help	Typically <50–55 °F battery for the slowdown	Not specified	Has used DCFC preheat route to push battery above ~65 °F, which helps	Not reported	Says it’s consistent “stair-step” at 80% with battery <50–55 °F. If warmed to ~65+ °F (via nav to DCFC), can maintain 11 kW for longer.
@Riouxgrande	R1S Tri‑Max	Gen2	Factory-gated Sep 17, 2024	OTA updates have not solved the severe L2 throttling above 80% SoC	Not specified	Not specified	Has tried each new OTA; still sees no fix	Yes	*Has an internal perspective (employee?), says Gen2 architecture “does something weird” with AC charging. Filed a ticket.
@bfilippo	R1T Standard LFP	Gen2	Not specified	~13–15 hrs to fully charge to 100%; becomes near-impossible for daily use	Not specified	Not specified	Tried 100% charge multiple times, fails or takes >13 hrs	Yes	Indicates LFP BMS also shows big slowdowns approaching 100%. Not purely a Max-pack phenomenon.
@SparkyR1t	Not specified R1T or R1S	Gen2	Not specified	Mentions initial throttling, minimal details provided	Not specified	Not specified	Reached out to Tesla’s charger support, but presumably truck-limited	Unknown	Details are sparse. Possibly overcame a separate home-charger overheat, but acknowledges the Rivian side was also throttling.
@MrMechanic	2025 R1S (Gen2)	Gen2	Not specified	Observes the same stepwise L2 drop at higher SoC, consistent w/ others	Not specified	Not specified	No mention of preheat strategies or partial DCFC	Not specified	Confirms “same behaviors,” presumably in moderate ambient/cold.
@SSFC5	Possibly an R1T/R1S w/ Max	Gen2	Not specified	Says the latest OTA didn’t fix throttling; still slow at high SoC	Not specified	Not specified	Doesn’t mention preconditioning or other attempts	Possibly	Frustration that software updates had no real improvement.
@windblowlc	Tri or Dual Max R1T	Gen2	Not specified	Must start L2 hours earlier than normal to reach 100%; big scheduling issues	Not specified	Possibly Tesla Universal Wall Connector or others in other posts	Not indicated (some manual preheat?)	Unknown	Severe slowdowns hamper using the top 15–20% of SoC effectively. “No fix from Rivian.”

Group 2: Users Not Experiencing the Issue

Username	Vehicle Model & Pack	Motor / Gen	Approx. Delivery/Build Date	Any Throttle Observed?	Ambient / Battery Temps	Charger (Amps/Type)	Preconditioning Attempts	Service Ticket	Notes on Root-Cause Variables
@SeaGeo	R1T or R1S (Max Pack)	Gen2	Not specified	No—no major throttling reported	Not specified	Not specified	None needed (didn’t see slowdown)	No	Suggests personal usage may keep battery warmer; never replicates others’ slowdowns

Group 3: Users Commenting / Concerned (No Personal Issue Reported)

Username	Vehicle Model / Pack	Motor / Gen	Has This Issue?	Approx. Delivery	Key Comment / Concern	Ambient / Battery Temps	Charger	Ticket Filed	Additional Observations
@mkhuffman	Not an owner yet; possibly looking at Tri Max	Gen1	N/A	N/A	States the throttling is “unacceptable”	N/A	N/A	Unknown	Worried about low-temperature top-off; says it’s a deal-breaker if not fixed
@tbross319	N/A	N/A	N/A	N/A	Only inquires about software release evidence; no personal charge issues	N/A	N/A	No	Has no reported throttling, just verifying if new OTA is real/fixes anything
@hobbyjogger71	Not specified; a friend’s Gen2 is impacted	Likely Gen2	No (just referencing friend)	N/A	Reports friend’s issues (matching slow L2 speeds); worried about reliability	N/A	N/A	Not reported	Possibly sees same pattern with a friend’s Tesla UWC EVSE. Concerned by cold
@DeafPug	Not specified; offers advice only	Advisory	Does not say if impacted	N/A	Suggests calibrating or topping to 100% as workaround; no personal data	N/A	N/A	N/A	Not personally impacted—giving potential solutions (charging to 100% more often)

I do indeed have a service ticket. I should be taking it in March 3 but don't see the point in it

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