Rivian的R2车型不会拯救公司；其成本削减的说法不切实际，即便在最理想的情况下，公司仍将无法盈利，且市场需求不足。

In November of 2021, the electric vehicle startup Rivian conducted a blockbuster IPO. On the first day of trading, its stock price surged, giving the company a market capitalization of $100 billion.

This was absurd when you consider that at this point, the company had yet to sell a single car. They started selling their R1 series of luxury EVs in 2022. While they generally received good reviews from critics, their high price points resulted in minuscule sales. Rivian has incurred operating losses since inception and burns billions of dollars per year.

To date, the company's stock price has lost over 80% of its value. Rivian has bet its future on a new model called the R2, which is significantly cheaper than the R1. It began its first customer deliveries this past June. In this video, we'll look at the R2 launch and whether or not this new car can save the struggling company.

As part of the strategic partnership, Volkswagen will pay Rivian up to $5.8 billion, of which $4.3 billion has already been paid, with the remainder expected to be paid by January of 2028. In total, the investment consists of $2 billion of debt, a $1.3 billion payment for technology licensing, a $250 million milestone payments, and $2.2 billion of equity investment. Typically, when a company receives investment by selling equity or debt, this money is not recognized as revenue. But in this case, Volkswagen paid a premium above the trading price of Rivian stock. In total, the premium will be about $410 million. This premium is recognized as revenue, as well as a technology licensing and milestone payments. So, of the $5.8 billion of total money paid, approximately $2 billion is to be recognized as revenue, while $3.8 billion is classified as investment. The $2 billion of revenue is recognized ratably from 2024 through 2028.

In addition, Volkswagen makes payments to the joint venture, which is working on designing the Scout vehicle and possibly some other future Volkswagen vehicles. The joint venture is consolidated onto Rivian's balance sheet, so these payments are also recognized as revenue. But, in economic terms, this money stays within the joint venture, so does not directly improve Rivian's financial position.

While Rivian indeed received significant cash from the Volkswagen partnership, this does not form a sustainable form of revenue, as it will end in 2028. Thus, when analyzing the performance of Rivian's actual operations, we will exclude all the revenue related to the Volkswagen partnership.

There's another part of Rivian's financial statements we need to adjust for. In the past, EV makers, including Rivian and Tesla, made billions of dollars by selling zero-emission vehicle credits to the legacy automakers. There are multiple credit schemes they benefited from. The largest was run by the US federal government, but there are smaller ones in California and Canada. Last year, Trump signed the so-called big beautiful bill, which phases out regulatory credit sales at the federal level. Thus, the majority of Rivian's regulatory credit revenue will soon disappear. We don't know exactly how much Rivian made from the federal EV credits versus California and Canada, but they did disclose that many of the regulatory credit programs they previously benefited from have either been modified or being phased out. Rivian's ability to continue earning and selling the corresponding credits is uncertain.

This chart shows Rivian's reported financial performance. Revenue is lumpy from quarter to quarter. In 2024, they reported negative gross margins, but for the past four quarters, their gross profit has been positive. This seems like an improvement, but it is a mirage. More than 100% of Rivian's gross profit comes from the Volkswagen partnership and regulatory credits. In this chart, I've excluded the VW and regulatory credit revenue. We can see that Rivian continues to have negative gross margins, and they incur an operating loss of more than $1 billion per quarter.

Rivian's original cars, the R1S and R1T, are very expensive to produce. They were forced to cut prices multiple times, but even after the price cuts, they still sell for about $85,000. This puts them out of the price range of most consumers, and sales have been lackluster. Over the past 12 months, Rivian sold 56,000 vehicles. Their factory in Illinois has a nameplate capacity to produce 215,000 cars per year. With such a low rate of utilization, the fixed cost of the factory are spread out across a relatively small number of cars. This results in a very high cost per car.

They plan to solve this problem with their new R2 model. The R2 is basically a smaller and less premium version of the R1S. The R1S is a three-row SUV with seven seats, while the R2 only has two rows and five seats. The R1S has a starting price of $84,000. The R2 has a starting price of $45,000. The R2 comes in three different trims. Currently, only the performance trim is available to purchase. It began customer deliveries in June of 2026. It is the highest price trim, starting at $58,000. It has 330 miles of range and can accelerate from 0 to 60 mph in 3.6 seconds. The middle-tier premium trim will begin deliveries later this year. It will cost $54,000. It also has 330 miles of range, but has slightly slower acceleration. In 2027, they plan to begin deliveries of the cheapest trim, which will start at $45,000. It will have 275 miles of range and accelerate from 0 to 60 mph in 5.9 seconds.

Rivian claims that the R2 cars have a much simpler design and will thus be much cheaper to manufacture. Rivian only has one factory, which produces all of its cars. With its cheaper price point, the R2 should have much greater sales volume, which will improve factory utilization. Rivian began customer deliveries of the R2 on June 9th, but it looks like they only sold a handful within the second quarter. In Q2, their average selling price was $85,000. This indicates that the vast majority of cars sold are still the more expensive R1 models. Production cost per vehicle has remained stubbornly high at around $95,000. So, Rivian is losing about $10,000 per vehicle sold.

While the R2 is supposed to be a mass-market car, Rivian's own guidance is pretty disappointing. In the first half of 2026, they delivered 22,500 vehicles to customers. They recently gave full-year delivery guidance of 67,500. That means they expect to sell 45,000 vehicles in the second half of the year. While that is a doubling of sales volume, it's still less than half of their factory's nameplate capacity. At $58,000, the R2 performance trim is still very expensive. Its main competitor is a Tesla Model Y, which starts at just $40,000.

The real test will come in 2027 when they start selling the $45,000 base version. In a best-case scenario, they max out their factory's capacity and sell 215,000 per year, of which the majority of sales will probably be the standard trim R2. Sales of the R2 will not be fully additive. They're likely to cannibalize sales of the R1 cars to significant degree.

I expect we'll see something similar with Rivian. Why would you pay $84,000 for an R1S when you can get an R2 for $45,000?

Over the past 3 years, Rivian's average selling price has remained roughly stable at about $85,000 per car. Back in 2023, their production costs were about $130,000, so they were losing more than $40,000 for every car they sold. Such a rate of losses is obviously unsustainable. In the summer of 2024, they significantly redesigned the R1 vehicles to make them simpler and cheaper to manufacture. At the time, Rivian said that this would bring them to gross profitability. Production costs did eventually decrease to about $95,000 per vehicle, but they're still losing about $10,000 for each car they sell.

In a recent investor presentation, Rivian claimed that the R2 will have a bill of materials 50% less than the R1. Bill of material refers to all the parts they have to buy from suppliers. The R2 has a much simpler design than the R1 with fewer parts and less internal wiring. They expect non-bill material costs to fall by more than 50% because the R2 is so much simpler than the R1, it should take far fewer labor hours per vehicle. The 50% cost reduction also assumes that they'll be selling 215,000 units per year, and thus the factory will be working at full capacity.

The claimed 50% cost reduction strains the limits of credulity. The R2 is only about 10% smaller than the R1S. And remember that the R1's design was already simplified in 2024. You would think that all the low-hanging fruit has already been picked. But even if you take Rivian's claims at face value, they'll still be losing money. Remember that the R2 has three different trims. The cheapest trim has a much smaller battery and less powerful drivetrain. The battery is the most expensive part of an electric car. The 50% cost reduction presumably refers to the standard trim. In the most recent quarter, it cost Rivian $97,000 to produce each car. A 50% cost reduction is still almost $50,000. The cost reduction assumes that the factory goes to max utilization. So the majority, if not the vast majority of the sales, will likely be the standard trim of the R2, which will sell for only $45,000. At best, Rivian will barely break even on a gross basis. Rivian spends about $4 billion per year on corporate overhead. So even if they break even at the factory, they'll still be losing billions of dollars per year.

We also have to keep in mind that the US EV market is now shrinking thanks to the recent abolition of the federal EV tax credit. According to Cox Automotive, US EV sales declined by 24% in the first half of 2026 compared to the first half of 2025. The best-selling EV in the US was a Model Y, which sold 163,000 units in the first half of 2026. It has a starting price of $40,000. The second best-selling EV is a Tesla Model 3, which sold 67,000 units and starts at $37,000. The third best-selling is a Hyundai Ioniq 5, which sold 21,000 units. It starts at just $35,000. Number four is a Toyota bZ4X, which sold 18,000 units and starts at $35,000. Number five is a Chevy Equinox EV, which sold 16,000 units and also starts at $35,000. Of the top five best-selling EVs in the US, all of them start at $40,000 or less. Total US EV sales in the first half of 2026 was 463,000 units. So, the entire size of the US market is about 1 million units per year. Rivian needs to sell close to 200,000 R2s per year just to break even. In other words, they need to take 20% market share with a car that is more expensive than any of the top five best-selling EV models on the market today. In my opinion, this is extremely unlikely to happen.

Rivian is currently burning cash at a rate of $3.5 billion per year. They've raised a lot of capital, but it will not last forever. As of July 2026, they have about $6.6 billion of cash plus $500 million left on their line of credit. Later this year, they're planning to receive another $1 billion loan from Volkswagen and potentially a $250 million equity investment from Uber. That would bring their liquidity up to $8.4 billion. They also talk about a $4.5 billion loan they might get from the Department of Energy, but this money will have to go towards building a new factory in Georgia. So, it doesn't actually help their liquidity position. At the current rate of cash burn, they're likely to run out of money by the end of 2028. And then, they have a $1.5 billion bond that matures in 2029. Given that the company is so heavily indebted, they will likely resort to dilutive equity issuance to raise additional capital. This will put further pressure on its share price, which has already declined by more than 80% since its 2021 IPO.