Straight answers at prototype stage.

No. CORVO-001 is in prototype development. The first Rev A physical prototype has been ordered, and the design must pass physical validation, vehicle testing, and production validation before any release. There is no confirmed release date or price. Early access members will be the first to know when that changes.

The initial development platform is the Mazda MX-5 Miata (NA/NB generations are the working reference). The architecture uses a replaceable threaded adapter, and candidate thread standards under consideration include M10×1.25, M10×1.5, M12×1.25, and M12×1.5 — which would cover many manual-transmission vehicles. No fitment is confirmed until the adapter system is validated on hardware and verified per platform.

No. The Miata is the development platform, not the boundary of the product. CORVO-001 was deliberately designed so vehicle-specific threads live in a replaceable insert rather than the knob body. Supporting additional platforms means engineering additional inserts, not redesigning the knob.

A steel adapter seats in a bore in the base of the knob and carries the vehicle-specific thread. It also acts as low-mounted ballast that shapes the knob's balance. Two separate joints hold it: a Ø16 mm hex form-lock that resists rotation through six flats, and a single M6 screw entering from below that resists pull-out. Neither load path uses adhesive, and backing out that one screw releases the adapter for a swap. The architecture is resolved but still labeled provisional — it was sized with first-order load estimates and has not yet been proven on a physical part.

Three material expressions are on the roadmap: 6061-T6 aluminum (the flagship, currently in development and the material of the first prototype), Grade 5 titanium (under evaluation), and C360 brass (planned). Only aluminum has a prototype ordered; the others remain in digital development.

The current aluminum assembly calculates to approximately 217 g against a 205–220 g design target. The titanium study calculates to roughly 312 g, and brass is targeted at roughly 440–480 g. All of these are development figures from the digital model, not final production weights.

Possibly — that is what prototyping is for. The exterior geometry is locked as a Rev A baseline and only changes in response to physical testing, manufacturability, or safety findings. Internal details are further along than they were: the adapter retention architecture is now resolved, though still provisional until hardware confirms the load estimates behind it. Published specifications reflect the current development model and may change before production.

Prototypes are being sourced with a preference for local and U.S. CNC shops, where iteration and machinist feedback are fastest. Production sourcing decisions have not been made and won't be announced until supplier qualification is complete.

A community prototype program is planned: a small serialized run evaluated over a structured test window across different driving profiles, from daily commuting to track days. It begins only after internal validation of the Rev A part. Joining early access is the way to be considered when the program opens.

Join early access. You'll receive prototype updates, testing notes, material announcements, and initial release information — and vehicle details you share help prioritize which insert thread patterns get engineered first. No spam, and you can unsubscribe at any time.