5- was able to handle the weights of the Endurance cab and box. Everything has been able to be slowed down, so I haven’t had to change a bunch of VFDs or go through gear changes. Typically an OEM like GM or Toyota would design the equipment at a 70% capacity, so it’s easier for me to be able to adjust those speeds to slow down based on the tack times we’ll be running. We’ve verified all of those in the plant, so I didn’t have to change any VFDs or gears. It was a very quick change. I did add some new AGVs to the system and a new marriage line because the Endurance is larger than the Cruze. I had to change the old clamshell line. I had to take it out and put in a new marriage line. With that, it covers most of the big investments. A body shop would have cost me $500 million, but I was able to use that body shop with all new orfanics? And the paint shop I was able to use, which is like a $300 million dollar investment, I only had to put like $14 million in to put in new applicators from Duron. We’ve had very low CAPEX at the plant. I have had to increase some of the CAPEX at the plant based on supply chain, supply, and bill of materials cost. We’ve had to do business case scenarios to reduce the risk and bring in more product in-house. So we have added a battery pack line and a frame line for instance. Some of that I would have typically bought from a tier 1, but based on the pricing, it made a business case for us to bring it in-house and that is where we have spent a little bit of capital to improve our bill of materials cost and make sure our supply chain was more robust. M: How much capital are you seeking? RS: Currently the plant is built for a capacity of 20,000. I can make it into May of 2022 with no additional funding.  That’s the business model we presented to KPMG and in our quarterly reports. That’s where we stand.  We are funded and we’ll still have $25-50 million in the bank in May of 2022. It depends on how fast we want to grow and how fast we want to reduce the BOM cost to become more profitable. Once we get those orders and increase those orders, we’ll get a better business case on how fast we need to retool the rest of the shops. Most of the shops are already tooled to 60,000 units, but we had to pull back the hub motor line and the battery line a little bit to be close to 30,000 units. In general, most of the plant runs at 20,000 units currently. M: You had a going concern notice that said you couldn’t make it another year. May 22 sounds like you can make it another year. Is this a change here? Are you basically flush until 12 months from now and the truck is gone? or are you still actively raising money? RS: We’re still actively raising money. Like I said, we become more profitable with the harder tooling and the more I can bring in house. We are still raising money. M: I’ve got some questions for Darren about the hub motors. One person asks if you are going to stick with those. Another asks, with the hub motors, high voltage cables are going to undergo a lot of flexing and potential fatique. How do the cables hold up under hundreds of thousands of real-world bumpy nasty Michigan roads? It seems unlikely to have the durability required for a work truck. DP: We are sticking with the hub motors. They are durable and provide the right type of power. Relative to the interface and connections, we are developing buss bars with a key supplier. They actually come off the motor and attach to the knuckle of the suspension. This would be a hard copper buss bar encapsulated in some type of composite insulator. From there, the wires are welded to the buss bars and then go to the inverters and all four corners. This buss bar technology is new and we are in the process of implementing that right now on our builds. Next it will be validated.  Basically, the flexing