Sherry House : Yeah. And it far — if you look at total inventory. You would have noticed that went down by 6%. Raw material went down about 12 that was due to some of the better material planning we had talked about as well as inventory management. Finished goods actually went down as well around that same amount. But we’re in processing up and that went up because of these specific SKDs. But again, on the whole, you’re down about 6% on an inventory basis. You’re just going to see a different composition of it now going forward.
John Murphy : Okay. That’s real helpful. And then just, Peter, just real quickly, a second one. The idea of licensing powertrain technology seems like it should be coming more and more appealing to the industry at large is everybody is struggling to get these EVs launched profitably. It’s not just you, but it’s literally everybody. Has anything changed in the tenor of discussions? Or is there anything new you can say directly on this? And maybe you could kind of confirm that you might be having these conversations [Indiscernible] in Korea, Japan, Europe and North America, maybe all the major regions and China, obviously, too.
Peter Rawlinson : There’s nothing specific I can talk to, but I will say this. We’ve closed successfully like to close our agreement with Aston Martin. And that’s indeed, awareness of that has definitely catalyzed a degree of inbound interest. Now that said, the sort of technology we’ve got right now suits pretty high-end cars like Aston Martin. But as we transition to our technology, which is appropriate for a midsized platform, that’s when we are — we will be in a position to attract a whole new strata of clientele. More family cars, more affordable Echelon altogether. And so really, we’re looking at how could we accelerate that technology for the powertrain to midsize that we could be in a position to capture any inbound interest in that position of the market.
Sherry House : And I want to provide maybe an ecosystem productive on this as well. I mean we’re not going to prognosticate about what other OEMs are going to do. But if you read a lot of the earnings scripts that just came out. People are starting to look at the portfolio they have of ICE products and EV and you hear some hinting as to possible pull back a bit on EV. If that were to be the case, we’re not saying that it is we do think that us having this technology licensing program puts us in an advantaged position. We can possibly help some of these OEMs as a partner.
Peter Rawlinson : And I think there’s also a recognition as well, John. It’s relatively straightforward to do a kind of average okay EV, because you just buy the parts of the shelf. But that is going to be unacceptable is already. And I think it’s such a recognition that we got something very special with our technology. And theirs is more and they still haven’t got the message out, just how affordable our technology is in its own rights. But when you overlay the true power of efficiency that our efficiency of drive units and our whole system means we can go further with less batteries. This is a drive cost of the battery. And I think because our growing was of this, which is our strategic advantage and our customers can leverage this, Aston martin can leverage this. And it can mean that Aston Martin can be light at the same range because it’s got less battery. And that’s an incredibly valuable attribute for the super sports car like Aston.
John Murphy : Very helpful. Thank you, guys.
Operator: Thank you. Our next question comes from Steve Fox — Steven Fox from Fox Advisors, LLC. Please go ahead.
