And we will look to do that as we’re getting into production and have even more direct confidence based on actual vehicles put out to fleets. But that contribution margin I guess my direct message is, it’s a margin with a price that’s in line with what we’ve talked about historically and one that with HVIP voucher program in California today gets fleets in their use case to a TCO that they’re comfortable went to start the program that we described that you see in the potential from the agreement in place with performance food.
William Peterson: Yeah, okay, that makes sense. So the second question for me is if we think about your 200 kilowatt and I understand that you’re going to put it into your own vehicles, but if we were to go out a few years even, I don’t know, two, three, four years, would this be something that you would sell to other OEMs? I know you had the engagement with Hylane, but I mean are you working with some traditional truck makers? Are they kind of kicking the tires, so to speak? I mean, what would you think would be the long-term strategy between supporting your own vehicles versus potentially supporting third-party OEMs? If you look maybe in the second half of the decade?
Parker Meeks: Yeah. So this is again a topic that is really critical to Hyzon’s future. And I’ll start with a blanket statement that Hyzon is a fuel cell technology and powertrain deployment company, right? So we’re driving it into trucks that we are — we’ve prototyped ourselves to get them to a mature design to go to a third-party assembly because we have to because the traditional OEMs, when you look at the timeframes that they’re putting out generally are going to take a long time, right. And we think that the technology is ready now. That technology, as you see with our deal with Hylane is one that we’re excited to work with OEMs or other parties that want to put fuel cell trucks on the road. And by the way, that’s in trucking today because trucking is ready to go today.
We didn’t talk about it deeply because it’s not our direct focus today, but we still have future applications in mobile power in the aviation ecosystem, with ground support equipment, vehicles and in areas like rail that over time our fuel cells will go into with a third-party partner that takes our standard 200 kilowatt or future 300 kilowatt fuel cell as the base. And we’re providing the fuel cell system and integration support and they’re driving a product that’s powered by Hyzon. So in the truck space, we’ve disclosed all the major agreements that we have in place today formally, right. But our goal is to drive real penetration with the 10-ish fleets, major large fleets in the US and 10-ish major large, large fleets in Europe. We think that over time that can scale to 1000 trucks a year in each region.
We know what that does for us in terms of progress towards cash breakeven. And if we are at a place where we have ten major fleet customers, which are also major customers of other truck makers in the space, we believe we’ll be a pretty attractive option to look at collaboration differently in the future. Coming back to the point that our goal is to have our fuel cell powertrain technology deployed in as many applications as possible and doing trucks is a mechanism for us to drive that out faster now.
