Colin Rusch: Thanks so much guys. As you’ve gotten OEMs starting to work with some of the velocity data in a little bit more detail. Can you talk about what you’re seeing in terms of how they’re using it and what it’s allowing them to do in terms of differentiating between different types of objects as well as simplicity navigation systems?
Soroush Dardashti: Yeah, Colin. Happy to answer that. So look, I think we have been talking about kind of the general transition from perception and sensing standpoint over time, which is not overnight, but over time from more time of flight, especially in the long-grain sensing towards FMCW. And this is in automotive, but also in other applications in industrial that’s also we’re seeing. I think with analysis we’ve been talking about this week, with the validation that we see with the production deal with May Mobility, for example and with Nikon. We are seeing some of those actually formed and reality. But in automotive, for example, there is number of reasons that OEMs go and look at actually switching over to Eva for really expanding with it.
We don’t want to be a always about switching. It’s actually also more about being able to do what they cannot really do before, which is really enabled, right? It’s enabling how they actually can expand their operating design domains. So as you go from lower speeds to higher speeds, the highway speed as you’re able to do that, there are a number of use cases that need to be met. And especially in working with a number of the OEMs customers we have so far they have always had challenges in risk in regards to the technology they used before. And when they still are using Aeva and our TW approach, that’s when it starts to critically using the velocity dimension, having the advantages of no interference, the long rate sensing and the over-dilution features, it starts to actually — it’s not about the specs and the fees, the stars to actually help them solve actual global use cases to deploy safe highway autonomy type applications.
And that’s where I think is from what’s very exciting for us is seeing that actually happen on the road with real testing. So — and that’s the case, for example, with top 10 OEM. And May Mobility case, we’ve briefly mentioned, they are looking to also scale their offering design domain, right? And with the existing solutions they had, that was a challenging proposition with our approach they see the potential with the velocity and the MSW approach to be able to actually do that and scale their operations group. So that’s an automotive and industrial separately, we also see the opportunity, which really highlight the flexibility of the technology to continue to expand in industrial applications where performance, size and cost all have to be continuously improved.
And that’s where we see some of that potential and the momentum we’ve gained, for example, micron now validating it and really moving towards the production. So it’s about enabling new use cases. It’s about helping the customer solve what they not before, and that’s, I think, what we’re all about. So I hope that answers your question.
Colin Rusch: Yes. It’s incredibly helpful. And then on the manufacturing side, as you ramp up with Fabrinet, can you talk about where the real meaningful challenges are for you guys right now between now and we start delivering the micron it would seem that you guys have to be getting awfully close. So I want to understand what sort of hurdles are remaining before you feel really confident on scaling out?
Soroush Dardashti: Yes. So as we said, so maybe just talking briefly about opportunity with micron and answer your question in that. So we’ve been working in of course for a couple of years now. And even about two years ago, we set out a target to go to production by 2025. This week, we announced that we are not only on track. We have completed the validation and meeting the stringent requirements from micron-level precision, which, by the way, is also a unique feature to FMCW, to our understanding versus timeline. I think from a timing standpoint, obviously, as we said, that means that we need to go start our production ramping for an micron late next year so that Nicobar availability can happen by 2025. And we’ve been working on this for some time.
