BMW announced the start of mass production of its sixth‑generation (Gen 6) lithium‑ion cells at the newly built plant in Shenyang, China. The Gen 6 chemistry, a high‑voltage nickel‑cobalt‑manganese (NCM) blend with a solid‑state‑inspired electrolyte additive, promises an energy density of 260 Wh kg⁻¹ at the cell level—about a 15 % jump over the previous Gen 5 platform.

The first demonstration vehicle, the Neue Klasse i3, completed a 1,213 km (754 mi) endurance test on a single charge, cruising at an average speed of 100 km h⁻¹ on a mixed‑city/highway route. The test used a 75 kWh pack composed of 480 cylindrical 21700 cells, delivering a continuous discharge of 300 A (≈4 C) without thermal excursions.

BMW says the Gen 6 line will initially produce 30 GWh per year, scaling to 80 GWh by 2029 to meet the growing demand for its “i” series and upcoming electric SUVs. The plant leverages a “cell‑to‑pack” architecture that eliminates module brackets, shaving 12 % weight and 8 % cost versus the previous design.

Strategically, the move deepens BMW’s partnership with Chinese battery supplier CATL, which supplies the cathode material and co‑develops the electrolyte additive. By localising production, BMW reduces logistics emissions by an estimated 18 % per vehicle and shortens the supply chain lead time from 12 weeks to under 6 weeks.

Industry analysts view the Gen 6 launch as a benchmark for European OEMs that have been lagging behind Asian rivals in cell‑level innovation. If the performance and cost targets hold, the technology could enable sub‑300 km h⁻¹ top speeds for long‑range EVs without sacrificing interior space.

BMW Gen 6 Production (CnEVPost)

Rivian disclosed a major upgrade to its battery‑recycling operation, aiming to process up to 30 GWh of end‑of‑life packs per year by 2028. The new facility, located in Normal, Illinois, integrates mechanical shredding, hydrometallurgical leaching, and direct cathode recycling—a “closed‑loop” approach that recovers lithium, nickel, cobalt, and manganese at >95 % purity.

The company will initially handle scrap from its R1T trucks and R1S SUVs, as well as de‑rated modules from its commercial delivery vans. Rivian estimates that each recycled pack can supply raw material for two new high‑energy‑density cells, effectively halving the need for virgin mining. The plant’s capacity translates to roughly 1.2 million vehicle‑equivalent packs, enough to offset the carbon footprint of about 3 million new EVs.

Rivian’s recycling loop is tied to its upcoming “Energy‑Storage as a Service” (ESaaS) platform, which repurposes retired vehicle packs for stationary storage. Early pilots in California have already deployed 200 MWh of second‑life capacity, delivering peak‑shaving services to a utility that reports a 12 % reduction in diesel‑generator usage.

Financially, Rivian expects the recycling division to become cash‑flow positive by 2027, driven by revenue from recovered metals (projected $1.8 billion annually) and service contracts for second‑life storage. The move also aligns with the U.S. Inflation Reduction Act’s tax credits for domestic recycling, which provide a 30 % credit on recovered material value.

The announcement positions Rivian ahead of most OEMs, many of which still outsource recycling to third‑party firms with lower recovery rates. If Rivian’s technology scales, it could set a new industry standard for circular battery economics.

InsideEVs – Rivian Recycling (InsideEVs)

According to data released by the China Association of Automobile Manufacturers (CAAM), battery installations in September 2026 reached 87.2 GWh, pushing the cumulative total for the year to 312 GWh—a 14 % year‑on‑year increase. The surge was driven by three main segments: utility‑scale energy‑storage projects (38 GWh), fast‑charging infrastructure for public EV networks (27 GWh), and residential/commercial battery‑as‑a‑service deployments (22 GWh).

The utility‑scale segment was dominated by state‑owned grid operators deploying lithium‑iron‑phosphate (LFP) systems from CATL and BYD, with an average plant size of 500 MWh. Notably, the Guangdong‑Shenzhen inter‑city grid added a 2.1 GWh LFP battery farm, the largest single installation in the country to date.

Fast‑charging rollout accelerated after the Ministry of Industry and Information Technology (MIIT) relaxed permitting rules for 350 kW chargers. Over 1,200 new high‑power stations were commissioned in September, each equipped with modular battery packs that can be swapped in under five minutes to reduce grid stress.

Residential storage saw a shift toward “hybrid” systems that combine solar PV with battery capacity. Companies such as Sunwoda and EVE Energy reported a 28 % rise in sales of 10‑15 kWh LFP modules, reflecting growing consumer interest in backup power amid recent grid reliability concerns.

Analysts warn that the rapid expansion could strain raw‑material supply chains, especially for nickel and cobalt, unless recycling and alternative chemistries (e.g., sodium‑ion) scale proportionally. However, the data also suggests that China’s aggressive policy incentives—subsidies of up to ¥1,200 per kWh for storage projects—are effectively translating into tangible capacity growth.

The record installations reinforce China’s position as the world’s largest battery‑storage market, a status that will likely influence global pricing and technology roadmaps for the next decade.

CNevPost – China Battery Installations (CnEVPost)