Vincent Anderson: Okay. Okay. Yes, that makes sense. That ties out. Switching over for Denis here. I was just kind of curious if there were inquiries to begin replicating your technology in an established cell manufacturing plant for further testing, thinking along lines like a joint development agreement that could lead to licensing. Is your process kind of dialed in? Obviously, the testing isn’t done, but dialed into the point where you could efficiently transfer that knowledge and training to a partner if one showed up at your door step?
Denis Phares: Yes. The nice thing is that we’re changing the front end in terms of the deposition of the anode and cathode. The rest of the line can be pretty identical. So if — it’s a hard sell, I guess, if companies have a lot invested in their existing lines because with the slurry coating process, you really have to go to scale pretty early to get to profitability there. But yes, if someone came to us and said, yes, we’re interested in applying this technique to the front end, then we’d be ready to demonstrate.
Vincent Anderson: Got you. I mean I ask specifically because we have seen quite a few cell capacity expansions. Maybe getting a little bit more time to plan, I think, is the nice spin on that. But I’m not sure what level of commitment they’ve made on, particularly, that front end of their engineering if they wanted to maybe think about going with something different. I guess switching over to the announcement on the Class 8 auxiliary power supply units. I’m just kind of curious if you could help me visualize what a retrofit would look like in that, particularly to get a sense of like how large of a commitment we’re thinking about in terms of having vehicles out of service versus the simple economics on the battery itself.
Denis Phares: The installation itself is pretty easy. So we’ve developed the product so it’s more or less a drop-in from what they’re used to having in there in terms of a conventional APU. But the fact that we have so many pilots out there when you have to take trucks off the road is indicative of the interest because these are trucks that are not making revenue during those changeovers. So now that we’ve got a lot out there and we’ve got some very good data coming in, it bodes very well in terms of their ability to use this to save money on diesel fuel and to comply with anti-idling regulations. So we’re excited about the prospects for this new market because it’s no longer a luxury. Oh, here, have lithium batteries and you can do things you couldn’t before. This is truly a cost-saving measure for the fleet, and it’s resonating quite well.
Vincent Anderson: Excellent. And I don’t believe there’s a ton of precedent for a retrofit quite like this in the trucking industry. But have you received any indication about how long their test cycle would likely last?
Denis Phares: We’ve had tests out there for up to 8 months. So they definitely want to try summers, they want to try winters. But as soon as — I will say that we are working with standard bearing-type fleets, where if some of these change over, it will affect the changeover of others as well.
Vincent Anderson: Excellent. And then last one on that point. The supply chain for the components around kind of the BMS and the broader system, how comfortable are you with that, that your suppliers that you have now could scale quickly, if necessary?
Denis Phares: We’re very comfortable.
Operator: Your next question comes from Brian Dobson from Chardan.
Brian Dobson : So you mentioned the potential for a 2024 recovery in the RV market. I guess, what are you seeing that would drive that recovery? And what are you hearing from your contacts in the RV industry?
John Marchetti: Sure, Brian. Part of that is obviously looking at some of the RVIA forecast data for the industry and things along those lines, both in terms of what the dealers are giving back up to the OEMs as well as where some of the inventory levels and things like that stand today. I think there still is a pretty good and healthy debate about what the slope of that recovery looks like and how early or late in ’24 it may actually start to occur. We have seen some of the year-over-year declines in unit shipments start to shrink. So it’s — we are, at least, I think, getting back to more of that level of normalcy that the industry was expecting to achieve. And I guess the only other comment I would make there is despite some of the challenges, and we certainly have talked about the overall industry weakness, but even some of the specific things we have with our largest OEM customer, we continue to win share elsewhere.
