Questions worth a straight answer.

The car. A deployed shell presents about eleven square metres of sail, and a freestanding version would need roughly 584 kg of ballast to hold a 90 km/h gust by friction alone. Your car brings 1,500 kg or more and the load path runs into its structural mounting points. At 90 km/h there is 2.7× margin against tipping. The system refuses to deploy above 65 km/h and retracts itself at 90.

The whole standby budget is about 283 Wh a day, and roughly four fifths of that is ventilation — which only runs when it is hot. Thin-film PV on the cassette tops and arch crowns generates around 927 Wh on a clear day, so the system is energy-positive exactly when it is working hardest. With no sun and no charging at all it holds about 3.4 days, and a retraction reserve sits beneath all of it so the shell always comes down.

No, because it is shaded and ventilated rather than sealed. In Miami at noon an uncovered car absorbs about 9,120 W of solar; inside the enclosure it absorbs 3,876 W — a 57% reduction from shading alone, before a fan turns on. Carrying the remaining heat away costs about 43 W of airflow, against roughly 927 Wh a day generated by the shell’s own solar. The cabin sits near 46 °C instead of 65 °C. A sealed box would be an oven; this is not a sealed box.

Yes. Deployed, the envelope is 4.86 × 2.45 m against a US standard stall of 5.49 × 2.59 m — 0.63 m of length and 0.14 m of width to spare. It occupies the one space the car was already in, which is also why it does not take revenue parking away from a venue.

It can warm the enclosure about 20 K before you leave, on battery, for roughly 338 Wh — schedule it from the app. It cannot hold that warmth all night on battery: even with a twin-wall shell that costs about 1,467 W continuously and the pack would last thirty-nine minutes. Plugged in at home it is a different machine entirely — with a heat pump it holds far more temperature difference than any winter asks for.

It is vehicle equipment, not a structure. It is bolted to the car, it retracts before the car moves, and it never touches the ground — the same regulatory category as an RV awning or a roof tent. A freestanding enclosure on a forecourt would be a different matter entirely, and that is one of the main reasons this one is not freestanding.

No. The shell is held 150–250 mm away from every surface by the arches, and the arches stand on the cassettes rather than on the bodywork.

No, and we will not say it is. Transparent ballistic armour is heavy and thick enough to break the retractable architecture and the price. BRO ARMOR is an impact-resistant, vandal-deterrent enclosure. A ballistic variant is a separate engineering programme.

Production target is 35–60 seconds. The first prototype is allowed 90, because reliability across 5,000 cycles is worth more than a fast demonstration.

No. A vehicle-specific fit kit mounts to approved structural points. The universal system is the expensive part; the fit kit is what changes between cars.

That is the point. Remove the system, buy a fit kit for the new vehicle, transfer it.

Yes — 36 months from US$349, with ownership at the end and vehicle changes accommodated mid-term. There is also a venue programme for hotels, valet operators and storage facilities.

A reserve is ring-fenced in firmware that guarantees one full retraction, and there is a manual mechanical release that needs no power at all.

The area is scanned before anything moves and watched while it does, by optical sensors and by motor current. Any anomaly stops the motion and reverses it slightly.

It is in engineering development. Reserving puts you in line and tells us which vehicles to release fit kits for first. No payment is taken.