Itay Michaeli: Got it. Perfect. That’s helpful with one of that classification. And just secondly, maybe going back to the PEAR to the earlier commentary on the Blade Computer and the new electrical architecture, are you able to quantify maybe at a high level how much of that is contributing to more efficient R&D spending this year as well as what you think the ultimate BOM kind of benefit would be of that next-generation architecture?
Dr. Geeta Gupta-Fisker: At overall vehicle level, it’s enormous. It’s just enormous because you’re reducing the number of hardware and you fundamentally able to upgrade features through the application layer. So, once your hardware is in, your operating system is in, you’re fundamentally changing things through your application layer. So, reducing hardware means a lower BOM. I think this is our trade secret. So I would hate to give our trade secret on what the BOM is. But what I can tell you is that we are starting to develop the entire vehicle from the basis of the EE architecture because at the end of the day, you decide which ECUs to virtualize, but more importantly you also start to impact supply chain and you start to create a more beneficial supply chain and you also need less complexity in purchasing.
So, I think that for us, this is really critical to get a very, very sophisticated EE architecture. It does, by the way, impact powertrain and it impacts pretty much every other module. I just want to see if Burkhard wants to add anything.
Dr. Burkhard Huhnke: Besides reduction of the BOM cost, it increases the performance drastically. So, that is an interesting trade-off. Although the BOM cost is being reduced, the high-performance compute allows you future features and functionality, which is even beyond anything you could imagine. So that is quite amazing that you have a super powerful computer with a network inside the car which is even giving us more opportunity for the life cycle management.
Dr. Geeta Gupta-Fisker: The one item I do want to add Itay is, if in the future, you want to upgrade the vehicle, the more and more that sits on the application layer means you have less cost for model year changes or upgrades because they are software-driven rather than hardware-driven or black box driven that comes from suppliers.
Itay Michaeli: That’s very helpful. Thanks for that color. Just a final question. With cash at over $700 million in the guidance you outlined today, just curious how you’re think about minimum cash this year liquidity? And just kind of your overall plans there.
Dr. Geeta Gupta-Fisker: I think we are self-sustainable. So, we have a very good cash position. And as you see, the guidance is $535 million to $610 million. I think year-on-year, we’ve shown that we are always at the lower end or below guidance. So I would let you do your model yourself.
Operator: Ladies and gentlemen, we currently have no further questions. I will now hand back to Henrik Fisker for final remarks. Please go ahead.
Henrik Fisker: Thank you very much. This was a super exciting earnings call, but I will be jumping on the plane back to Austria to make sure we get full speed in the production. And as soon as homologation is there, we’re going to start delivering a bunch of cars. I’m super excited. Thanks for joining in, and have a fantastic week.
Operator: Ladies and gentlemen, this concludes today’s call. Thank you for joining. You may now disconnect your lines.
