DAILY: BMW Produces New i3, Rivian Strips Costs From R2 and Walmart Add Chargers | 05 Feb 2026

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Welcome back to EV News daily.

Today, BMW produces their new i3 Rivian Strips costs from the R2

and Walmart adds charges.

Plus, stay tuned later in the show.

I'll tell you why January shattered a 10-year record

for new car registrations thanks to EVs.

We'll start with news of BMW beginning pre-series production of their first Neuer-classer vehicle

that is Munich plant, marking the end of the 18-month refit

that converted a third of the facility to their new iFactory.

The i3 nameplate is coming back.

One of the vehicles that still makes me smile when I see one on the roads.

The CEO Oliver Zipsa confirming that the Saloon,

basically three series would be the old Vision Neuer-classer concept.

That's the new BMW i3 on their Neuer-classer platform and a touring version.

But that will follow pre-series production has now begun.

So what that means is BMW can test logistics and production processes all under real conditions.

Full-scale output is then what happens next.

Engineers use the first batch to do things like training the assembly workers,

validating that the new facilities integrate properly.

You're always going to have a snagging list before you get to a wider production system

that just works.

The head of BMW Group Plant in Munich, Peter Weber or Weber says the trial

demonstrates BMW's modern production technology work.

The dress rehearsal matters because BMW is transforming a century old plant

into its template for EV manufacturing.

Full production begins in the second half of 2026.

Following BMW's typical pattern of cautious tooling and an extended period

of validation rather than rushing a launch to market.

The timing drops the electric three series, the new i3.

Do we call it new i3 or just i3?

Haven't decided.

It arrives at a very competitive time.

Many of its rivals are refreshing their saloons and

subsidies are evaporating in certain parts of the world, which is shifting the market.

And it signals BMW now treats electric powertrains as the default

of how they go around making cars, converting its core three series

nameplate to a high volume EV on one of their regular production lines

shows the firm applying lessons from the original i3 and the i8 back in the day

where those vehicles weren't produced at huge scales on main production lines.

But now the iX3 and the i3 are whether those lessons

prove sufficient is going to be the next question.

Now, Rivian says it's engineered.

It's R2.

It's two series models to make money where the R1s didn't.

The mass market SUV.

We should have got a big vehicle, by the way.

We'll find out more in the next week or so as some of the content creators

and YouTubers will be dropping videos with some early access to R2.

Mass market SUV strips the production costs to the bone,

but does not sacrifice the capability that made the original

Rivians, the R1s and the R1t so admirable.

Engineers at the company's recent walkthrough explain they designed the R2

from manufacturing limits outwards, not starting with styling preferences

and backwards reverse engineering it.

The body uses far fewer stampings and castings than the R1

with more shared components, slashing tooling expenses and assembly time.

Rivian adopted large aluminium castings, a method pioneered by others.

Tesla famously bought the South Korean presses, wasn't it?

To to do that, they got a lot publicity around that time as well.

To eliminate underbody pieces and welds,

features like the rear drop down glass and sliding quarter windows

sit within a simpler modular architecture that reduces complexity.

The interior follows the same logic.

Rivian cut control units and wiring complexity

while designing the dashboard and seats for more rapid installation.

Common sub assemblies replace bespoke parts.

The R1 software platform transfers directly to the R2,

eliminating months of integration.

The powered frunk remains, so does the flexible seating in the back.

Both now live, though, in fewer integrated modules.

Battery packs, what about them?

Will they accommodate multiple chemistries without any reengineering?

Motor variants all share more common parts.

The modularity allowing future derivatives without retooling.

That is a big advantage.

If consumer preferences shift faster or slower than the production lines can adapt,

that's an issue.

Well, Rivian will launch our two production at their facility,

which is in Normal, Illinois.

They will transition volume in time to their Georgia plant.

The phased approach reduces financial risk and capital investment

while converting advanced order demand into manufacturing

that's immediately profitable.

The question is whether the company can scale fast enough.

You've got to satisfy those reservation holders.

The competition is definitely going to close the gap

and also to become famous for making a certain type of vehicle.

Now, Walmart is next in the news, adding 78 owned and operated

EV charging sites in 19 different states,

expanding beyond earlier trials with new providers.

The installations feature the DC fast chargers that are rated at 400 kilowatts

and Walmart controls them directly with over 90 percent of Americans

living within 10 miles of a Walmart, which always blows my mind.

90 percent of Americans living within 10 miles of a Walmart.

The footprint of the retailer transforms EV charging.

This is one of the great underreported stories of the last couple of years.

I'm pleased to say my friend Tom Malogany from EVChargingStations.com

website and the YouTube channel, State of Charge has talked a lot about this.

Walmart going all in on EV charging is a really big deal.

Each site brings fast charging closer to drivers without home chargers

or those traveling long distances who want a reliable stop

but also a stop where there are amenities.

Direct ownership gives Walmart control.

They control pricing.

They control maintenance.

A.K.A. uptime.

They control having spare parts in the back of the van.

So to speak, I mean, maybe there is a Walmart van with parts in the back.

But do you know what I mean?

Like they can choose the level of stock that they want to keep in house

so that when something inevitably breaks, because EV charges are machines

and all machines break at some point, they will have an engineering team

that isn't waiting for a part from a different country.

I mean, I'm presuming here.

They will control that level of let's get the charger fixed

not just within a month, but what's the time now?

10 past 10. All right.

Well, let's have that done by lunchtime.

So do you know what I mean?

Like this is a huge deal because you turn up a Walmart.

The charges are broken.

That's bad for Walmart because it's their logo above it.

They can control Q management if you think about it.

They draw shoppers inside during charging sessions,

even though the charging sessions are going to be short.

The expansion signals a shift in who builds America's charging network.

Retail giants getting in on the act alongside utilities

and even dedicated charging firms.

Now, if this pace continues, a substantial share of public charging

will come from retail car parks.

So till now, it's been highways, municipal lots,

free of adoption.

The message strengthens charge where you stop your car,

which I've been banging on about for a long time.

The conversation about AC charging doesn't happen enough, by the way.

But if your car is not moving, it should be charging.

My car sits at 50% all the time.

It just a lesson doing a long journey tomorrow.

I know if I'm doing more than 100 miles

tomorrow in my calendar, so it just sits at 50 in my driveway.

And for many people that can't charge at home,

this is reliable DC charging.

So the AC slow charging conversation is where I think we can get better.

But the DC charging conversation, thanks to Walmart,

is about to get a lot better in the United States.

Now, Duracell eCharge has opened its second

EV charging station in the UK in Swalwell, Newcastle upon time.

Now, I love these Duracell stations, by the way.

The locations have six ultra rapids,

which is classed as 300 kilowatt charges, and they serve two cars.

So 12 bays, six units.

If somebody pulls up next to you, OK, you're going to split 150 each.

But honestly, that's mostly fine near the A1 motorway.

And what I like about this site, which mirrors the company's first one

in Cheltenham, by the way, the chargers look like Duracell batteries,

which is their famous look, isn't it?

And so I love it because for many people, it's a shorthand.

And I don't know why it makes me smile so much.

But you see the chargers and they are with the gold top.

They just look like little Duracell batteries.

And for a lot of people, I think they'll think, oh, like that's cool.

I charge my car here.

It's the distinctive copper and black colors.

It's the Duracell eCharge network.

Drivers get free parking for up to an hour if you are plugged in and actively

charging, which is probably going to be a 25 minute or half hour stop

for most people if you unplug at 75 or 80 percent.

The launch forms the second phase of a two hundred million

pound investment planned over the next decade.

More sites appearing, they say, near motorways, retail venues

and urban gateways by using decades of brand building.

And I would say brand trust in the Duracell name.

For those of us who grew up watching TV commercials with the Duracell bunny,

this charging network is really recognizable in terms of its branding

and the hardware is really good as well.

So the network success will depend on delivering that performance

that reliability and uptime all the things that every DC charging

network needs to hit.

Now, let's go to Canada.

Ottawa has scrapped their EV sales mandates in its place comes

a one point one billion US dollar or one point five billion Canadian dollar

fund aimed at battery production and supply chains.

And I think this is a good idea because mandates push back on a certain

kind of person when you say we've all got to be driving

cars that don't emit emissions by a certain date, whether that is

electric or another technology.

But there is always an element of the population when you mandate

something that they would they're just what I think psychologists

call them polarity responders.

You said the sky is blue.

They go, no, it's red.

Like some people are just like that.

They'll just argue for the sake of it.

And, you know, I think social media has helped in making people

more argumentative.

But so get rid of the mandate.

Fantastic idea.

Help people into EV.

The original mandate would have required 60 percent zero

emission vehicles in Canada by 2030 and 100 percent emissions

cut in 2035.

Carmakers missing quotas did face fines, though compliant firms

could then trade credits.

Industry groups protested that the timelines are outpacing demand.

This new fund concentrates on battery cell production, cathode

materials, component manufacturing, Ottawa's existing

federal rebate remains in place.

Three thousand six hundred US or five thousand Canadian dollars.

And so in Quebec and British Columbia, you got provincial

programs there.

And this approach prioritizes factory investment and supply

chains, things like that.

The other places like Quebec and British Columbia maintain

their own zero emission mandates.

They've got their own enforcement.

They've got their own subsidies.

But without federal sales requirements, Canada's EV transition

may vary.

It'll probably vary by province.

A patchwork driven by regional policy.

And you know what? That's honestly OK.

The policy shift hands carmakers what they wanted.

Manufacturing support over regulatory pressure.

Yet it removes the certainty that product planners need

sometimes when investing those really big amounts of money.

Let's take a break.

We'll come back and talk about used EV sales and well,

there's a dealers conference happening in America.

What are they said about the Chinese cars?

You'll be interested in that.

Stick around.

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and lowering your bills.

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Welcome back to the podcast.

Now, Britain's used EV market cranked open in 2025

and the reason was simple.

It was money.

There's an online marketplace called Cinch.

They sent me this press release.

They sold 26% more electric cars year on year.

They sold 9% more petrol cars

and they sold more diesels as well.

In the single figures,

but 26% more pure bevs.

Average used EV prices went down.

They dropped from 30,000 pounds

and a bit of change in 2022

to 24 and a half thousand pounds in 2025.

The gap between used EV prices

and used petrol prices narrowed.

Petrol prices dropped more gently

and there is a great balancing

of what used cars cost.

Diesel cars, by the way, falling a lot

as people don't really want to use diesel cars anymore.

Oh, some people do, obviously,

but a smaller subset of the population,

increasingly smaller.

Monthly payments for EVs edged closer

to combustion equivalents.

Not quite price parity in the used market,

at least on this online platform.

Nearly new stock was flooding the market

from fleet operators and salary sacrifice schemes

as cars came off of those.

Sharper price cuts by Tesla and the Chinese brands

for new cars to shift new metal

did affect the second hand channels

at rates that were undercutting dealers

and taking them by surprise at times.

The effect was, at times, a glutz of stock

that made EV ownership more viable.

I think that's a good thing.

So I feel for dealers where the market moves quickly.

I feel for online marketplace.

Obviously, I want everyone to,

I like the market to be a little more stable

than it has been,

but ultimately, I care the most about consumers.

And if you can get a great used EV for a great price,

then I'm all about that.

At the minute, since the online platform

still sells more petrol and diesel,

but EV is catching up.

So I have a ton of alerts set up on AutoTrader.

You can get email alerts for new vehicles listed

and when vehicles hit certain prices.

And don't always read them every day,

but they always drop into my inbox

and then I have a little AutoTrader session

maybe at the weekend.

If the, I don't know when the kids are in bed or something.

And there's just sort of certain vehicles

that I keep an eye on.

You know, certain Teslas like Model 3s or Model Ys.

And when you see them hitting certain price points,

I mean, I follow the Polestar too,

because I own ones.

I want to know how depreciation's hitting me.

So I bought that for 25,

I bought a three year old Polestar

for 25 grand two years ago in January.

So I've had it 25 months now.

And I see them listed for about 16 or 17 now.

I suppose you probably offer a little bit lower.

Maybe you're getting 16 for one.

So maybe I've lost nine grand in two years on that Polestar.

But then I try and step back.

And I think, well, this is a car

that updates itself pretty regularly.

But I still get in and still feel,

it's five years old now,

but I still think it feels pretty current.

And this year, there'll be a new experience

coming to all Volvos and Polestar.

It's a huge over there update

that everything made in 2020,

using all the latest Android and Google AI, Gemini stuff.

And so the car's gonna feel new again in some ways.

And although, yeah, 16,000 pounds is a huge amount of money,

I still think for the kind of car

that you can get in EV world now,

and yeah, I've lost a ton of money on EVs,

but I think that that's,

I don't think there's a petrol car for 16 grand

that I'd want to go and drive

that would feel as special as this.

And then, you know,

touch wood hasn't broken yet,

but if it did,

then it would be a different conversation probably.

But still, your ultra reliable hasn't missed a beat.

But I still think the pricing on used EVs

is incredibly competitive for the car that you get.

Anyway, let's talk about America's car dealers.

America's car dealers have discovered

a convenient new Patriot flag to wave themselves.

The National Automobile Dealers Association

representing 16,000 franchise dealers in the US

now backs the Commerce Department

in its efforts to block Chinese automakers

from entering the US market.

The mechanism is national security provisions

under what's called the International Emergency

Economic Powers Act, aimed at connected vehicles.

Chinese built EVs depend on software updates over the air.

They have embedded connectivity.

They'll connect to your home Wi-Fi if you connect to it.

And if not, they've got SIM cards inside.

Sensor arrays that continuously record if they want to data

and if they want to beam that back to the manufacturers.

Now I suppose you could rip the SIM card out,

you could not connect it to Wi-Fi

and then you could, I don't know,

or you could connect to your home Wi-Fi

and through some sort of firewall,

look at what your car is trying to send back to China.

My personally, my life is too short to worry about that,

but for many of my listeners

that have pushed back when I've said that before,

I'm being slightly flippant when I say that, of course,

for effect, but they push back on that and go,

this is a very serious stuff that is going on

if China is snooping on certain restricted sites

and also forming a huge amount of information

about potential world and political adversaries

and I appreciate all of that.

Now, this is not the podcast to discuss that.

The dealership Lobby in America brands

a cybersecurity matter, though, not to trade protection.

So keep the Chinese out for the patriot reasons,

not because it would be a trade issue

with the U.S. car makers.

They want regulators to carry on acting

and swiftly as well.

Chinese EV makers like BYD are flooding Europe,

Latin America, BYD is everywhere in Mexico,

soon to be Canada as well,

on America's borders,

with very competitively priced EVs.

Chinese makers face already tariffs to come in

to the U.S. market, which keeps them out,

but for dealers navigating really thin profit margins,

rising costs of their buildings

and in some places, very soft consumer demand in the U.S.

This barrier provides a couple of things.

Firstly, it's insulation from low-cost Chinese cars,

but what if you could have

your dealership selling those Chinese low-cost cars?

You could probably make a lot of money

out of selling Chinese cars.

So it's a bit of a double-edged sword,

but for now, they're saying keep them out.

Couple more stories,

and Tesla's grip on the U.S. is slipping.

Tesla captured 46% of the U.S. bearth market last year.

It was 49% in 2024, according to Kling Technica.

General Motors was 13%, Ford was 7%,

the Detroit automakers combining at 20%,

the 3% drop at Tesla was not a precipitous decline,

but a gradual increase of competition

here in Europe.

Tesla is down into the single figures in many places as well,

so the U.S. and Europe are still entirely different

in terms of what an EV feels like in your head.

So for half of Americans or for the American market,

when you say EV, half the time it's gonna be a Tesla,

and for us, maybe it's 5% or 8% of the time

it might be a Tesla, so nearly half of electric cars

sold in the U.S., obviously still Tesla,

legacy automakers are expanding,

they're lineups and more competition.

The market's ability to sustain a 46% leader,

which I think is a wonderful position to be in,

shows Tesla's advantage from back when they were pioneers

back in the day, but there's some maturing landscapes.

And finally, January, let's come back to the U.K.

January last month shattered a 10-year record

for new car registrations.

Battery electric vehicles were 21%

of the market plug-in hybrids, almost 10%.

Together, they were a third of all sales,

up from 23% a year ago.

The record is company fleets pushing the numbers higher.

It was Bev registrations surging 42%

as fleet managers slashed their running costs

to meet their profit targets and emissions targets as well.

Private buyers are not driving the move

to EV here in the U.K.

Petrol was slightly ahead at 38% of fleet sales.

Diesel collapsing, 7% and about to be zero any minute.

Tesla, BMW, Mercedes and Hyundai all racking up

strong Bev gains in the Model Y, the I4, the EQE,

the Ioniq 5 all doing well with Bev fleets here in the U.K.

We have a mandate, the zero emission mandate,

of course, which is not consumer facing

as much as it is manufacturer facing,

they have to lift their Bev share or face fines

or buy credits from their rivals like Polestar

who sell exclusively electric vehicles

and have a surplus of credits.

Fleet managers are going electric at speed.

The market is moving towards electric transport,

certainly in terms of fleets.

Often these can be vehicles that do more miles

as if for a good thing, for emissions

and cleaning up the air that would breathe.

The gap is narrowing while charging infrastructure

is improving very quickly here.

And that is your podcast for today.

Thanks for listening.

Thanks to our premium partners,

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The number one resolution for people last year

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where your money's going and where you're overspending.

From there, the app cuts waste

by canceling your unused subscriptions

and lowering your bills.

No customer service needed.

With that money freed up,

the app will automatically set some cash aside

for your goals,

whether it's an emergency fund,

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Users love the app with over 186,000 five star ratings.

And on average, users can save up to $740 a year

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DAILY: BMW Produces New i3, Rivian Strips Costs From R2 and Walmart Add Chargers | 05 Feb 2026

About this episode

BMW i3

iFactory

electric powertrains

BMW iX3

Rivian R2

production costs

Rivian R1T

Rivian R1S

DC fast chargers

Dodge Charger

DC charging

AC charging

Duracell

ultra-rapid charging

electric cars

petrol cars

diesel cars

BEVs

used EV prices

EV

AutoTrader

Tesla Model 3

Tesla Model 3S

depreciation

grand

listed

Volvo

tariffs

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BMW I4

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Hyundai Ioniq 5

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