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Rivian Automotive shares fell 30.5% over the three months to October 19, 2026, while the S&P 500 rose 2.7%. At $12.34, the stock closed at its lowest level in a year, 45% below its December high. It trades at 2.8 times sales. Gross margin turned positive at 7.5% over the twelve months to June 2026, but second-quarter profit came from software and services ($215 million), while the automotive business lost $36 million at the gross level. Analysts expect third-quarter revenue of about $2.02 billion, up from $1.66 billion in the second. Management has warned that a new vehicle launch will hurt automotive gross profit, and that $164 million of first-half regulatory credits will not recur. Rivian is due to report around October 29. The stock fell 11.5% and 8.8% after its last two reports.

Rivian's tesla-rivalling driving assist is almost here, but not for everyone. Published Oct 20, 2026, 12:30 AM EDT Joel was previously an editor at Autoblog for nearly a decade, covering cars from humble economy hatchbacks to high-end sports cars. He has extensive driving experience with plenty of track time, and even dabbles in motorcycling. Joel has shared his experiences in the car world not just in text, but also on podcasts and web videos. He enjoys learning about the nitty gritty technical details of vehicles, something that was bolstered with his education at McPherson College. The school, in addition to typical higher education topics, also has courses on automotive restoration. While he enjoys spending time in high-end cars, the mainstream market is what he's mostly interested in. He's always excited when an automaker brings style and engagement in a vehicle that almost anyone could get into. In addition to expanding its EV range, most recently with the R2, Rivian is aiming to upgrade its semi-autonomous driving assist systems. Part of that has come in the form of robust sensor systems and computer equipment included on the second-generation R1 line and the new R2. Plus, it has been building up its Large Driving Model AI assist software. At the moment, the system allows for hands-free driving on the highway, just like you get from some competitors such as GM and Ford, plus any roads with painted lines. Next up will be hands-free driving anywhere, and the feature will become available by the end of this year, but only for a very select few in select regions. Rivian calls the new feature Point-to-Point. Rivian will be offering early access to new features in its Autonomy+ suite of driver assists through the Rivian Autonomy Early Access Program. The first of the features that will be available for select users will be its Point-to-Point features. Rivian says that the system is meant to let you hop in, set your address in the navigation, and then the vehicle will drive to that point, completely without driver intervention. The driver will still have to pay attention to the road and the car, just like with Super Cruise or BlueCruise, but can be hands-off the entire time, even in town and on roads without painted markings. How do you get it early? Rivian said earlier that Point-to-Point would be available at the earliest by the end of the year, and according to AutoGuide, people in the Early Access Program will get it in December. It's not quite as simple as just signing up, though, despite the fact that signing up is the first step. You need to have Autonomy+ with an R2 or a second-generation R1, which is either a $49.99 monthly subscription, or a one-time $2,500 purchase. Then you need to register for the program using your Rivian account. This is where it becomes more difficult, because Rivian is only letting a limited number of drivers that meet specific criteria to use it, and you have to be invited. The first hurdle is location. While anyone, anywhere can sign up for the Early Access Program, the only regions getting Point-to-Point early, for the time being, are California and Florida. That will expand over time, and registrations will tell Rivian which regions to prioritize, but those two coastal states are it for now. Additionally, you have to have a clean driving record. This isn't based off of government records, but based on data from your vehicle, which you'll need to be comfortable sharing. Examples include incidents when the forward collision warning has been activated, or if any collisions have been detected. Furthermore, you'll have to remain a good driver, with re-evaluations every month. Speaking of evaluations, Rivian is going to be asking you many questions about your experience. After all, it's letting people have this early as a test before it goes to other owners. You'll need to use the feature every week, keep track of issues, and complete surveys. On top of that, Rivian will also have you sign a non-disclosure agreement so that you don't share experiences publicly in the early test period. CarBuzz insight - why this matters: Rivian's strategy with the Early Access Program is rather similar to Tesla when it was further developing the capabilities of its misleadingly named Full Self-Driving system. It allowed select owners to try out the software for testing before it was released to all customers. It's a striking difference compared to traditional car companies such as GM and Ford, which have only released their assist systems when they've felt they were ready for everyone. While beta testing gives a car company an opportunity to get more unique data quickly, and Rivian is taking some precautions to avoid abuse of the systems, it's hard not to be a little concerned about early software controlling cars on public roads without trained testers behind the wheel.

Rivian's CEO says autonomy will enable 'dramatically different' vehicle designs | TechCrunch. Rivian is going full steam ahead on developing autonomous vehicle software for its EVs, to the point that it is willing to delay profitability. Founder and CEO RJ Scaringe said last week at TechCrunch Disrupt that he thinks autonomy will allow his company to build radically different kinds of vehicles than the outdoorsy SUVs and trucks it currently makes. "Where it gets really interesting is when you think beyond R2 and R3 and start to imagine the form factors that you want to build for a personally owned autonomous vehicle. You know, it opens up all kinds of design opportunities. It can create dramatically different experiences," he said in an interview with TechCrunch. "I'm wildly excited about what the next 10 years look like in transportation because of what this enables us to dream and think about." This is not a new idea, to be sure. A decade ago, autonomous vehicle companies, legacy automakers, and many others promised that autonomy, combined with the proliferation of battery-electric drivetrains (which are simpler and take up less space than their gas-powered predecessors), would produce a Cambrian explosion of new mobility form factors. This led to all kinds of crazy concepts getting bandied about at the time. Mercedes-Benz touted a bubbly pod-like design, as well as a long sedan packed with tech. Toyota and others dreamed up "rooms on wheels." Hyundai once even showed off its idea for a car with legs. This promised design revolution never escaped the concept and prototyping phase. Autonomy took longer than those companies anticipated to develop, and automakers (new and old) struggled with the harsh realities of manufacturing and selling an entirely new category of vehicle. The difference now is that Scaringe's comments come at a time when there are real robotaxis roaming the streets of multiple cities around the world. The software that powers them has seemingly developed to a level that is capable enough to operate them safely on public roads at scale, even if there are still some issues to work out when it comes to integrating them into the urban fabric of cars, bikes, pedestrians, and emergency vehicles. The components that make up electric vehicle motors and batteries have gotten cheaper, and companies like Tesla and Rivian (and many more in China) have gotten better at building them at scale. Rivian has a lot of work ahead before it gets to driverless vehicles. The company is at the beginning of its effort to scale production of the R2 SUV, which it needs to get right in order to reverse years of losses that it incurred to become a major EV player. On the autonomy side, Rivian is just a few years removed from completely reworking its approach to self-driving software, and it still has a ways to go. The company has shipped a driver-assistance system that allows drivers to take their hands off the wheel, while still watching the road. It has promised that, by the end of this year, that software will be capable of driving from start to finish - which the company calls "point-to-point navigation" - without intervention, though still under driver supervision. And it is working toward full autonomy, which it plans to deploy in robotaxi versions of its R2 SUV that will be available on Uber's ride-hail app. But if Rivian achieves full autonomy, most of that driving will be done in personally owned vehicles, Scaringe said in the interview, echoing previous comments he's made. "You know, 95% of the miles driven in the United States - so this is trillions of miles - 95% of these miles are in things that we personally own, so like you own it, or your household owns it. And so our view is it's unlikely, even with Level 4 capabilities, that we're going to see a dramatic societal shift away from that," he said, referencing the Society of Automotive Engineers' classification for autonomous vehicles that operate in a specific area. That figure "may go from 95% to 90%, it may go from 95% to 80%, but still the vast majority of the miles driven for a lot of societal and psychological reasons are likely to stay the same," he said. It's this belief that has Scaringe dreaming about the design of a fully autonomous, personally owned Rivian, he said. As for what that looks like, though, Scaringe was mum. "So we did R1, then we did R2, then we did R3. The thing after R3 is going to be called R4 - we just haven't shown what it looks like," he said. "It's going to be cool. It's going to be great." When you purchase through links in its articles, Egerin Inc. may earn a small commission. This doesn't affect its editorial independence. Sean O'Kane is a reporter who has spent a decade covering the rapidly-evolving business and technology of the transportation industry, including Tesla and the many startups chasing Elon Musk. Most recently, he was a reporter at Bloomberg News where he helped break stories about some of the most notorious EV SPAC flops. He previously worked at The Verge, where he also covered consumer technology, hosted many short- and long-form videos, performed product and editorial photography, and once nearly passed out in a Red Bull Air Race plane. You can contact or verify outreach from Sean by emailing [email protected] or via encrypted message at okane.01 on Signal.