Frequently asked questions

It's a fair challenge, and one we get regularly at car shows. Our view: the greatest threat to classics isn't electrification — it's irrelevance. Some love the styling and heritage of classic cars but find them unreliable, temperamental, and impractical for everyday life. An EV conversion addresses all of that while preserving what matters most: the body, and the character.

Our approach is fully reversible. We use existing mounting points, make no chassis modifications, and store all removed original components. If someone wants to put the original drivetrain back in one day, they can.

Most classics are good candidates — the key factors are available space for battery packs and a structurally sound body and chassis. A car that's mechanically tired but bodily solid is often ideal: the original drivetrain is being replaced anyway, so worn mechanicals aren't a problem.

If you have something specific in mind, get in touch — we can quickly assess feasibility and talk through the options. EV conversion isn't right for every car or every owner, and we'll tell you honestly if we think it's worth going ahead.

We follow a structured seven-step process:

1. Free initial consultation — your vision: the car, how you want it to drive, your budget.
2. Free vehicle assessment — inspection, mapping out the ideal conversion: motor size, battery range, power, and any bodywork or mechanical repairs needed first.
3. Free custom build proposal — a written proposal covering components, timeline, and pricing.
4. The build — the car comes into our workshop. We remove the original drivetrain, scan the vehicle, validate component fit, fabricate custom parts, and fit the EV systems, complete wiring.
5. Testing and tuning — road testing and fine-tuning the drive experience: throttle response, regenerative braking, and all safety systems.
6. Handover — a full walkthrough of how to operate and how to get the best out of your newly converted classic. Full documentation provided.
7. Engineering certification — we handle the VASS approval and registration paperwork so you drive away road-legal.

Around six months from intake to completion is typical, though this varies with complexity and our current schedule. We'll give you a realistic timeline at the proposal stage and keep you informed as the build progresses.

Yes. If you don't have a car yet, we can help you find one and can advise on what to look for. A solid body and chassis is the priority — the mechanical condition matters much less since it's all coming out anyway.

Everything removed is crated and stored — engine, fuel tank, transmission, exhaust, radiator, and more. If you ever want to return the car to original specification, you can. We think that matters.

Our BMW 2002 conversion uses a 42 kWh battery and delivers around 250 km of real-world range — more than enough for the way a classic typically gets driven. Battery size is tailored to each car and each owner's needs, balancing range against weight and available space. We'll discuss this with you at the assessment stage.

From a standard 240V household outlet or public charger — it's the same socket you'd use for a new electirc car. Our BMW 2002 uses a 6.6 kW on-board charger, so an overnight charge is all you need to get to 100%. No special infrastructure required.

The improvement is significant. The original BMW 2002 produced 73 kW at 5,500 rpm and ran 0–100 km/h in about 13 seconds. Our conversion produces 120 kW peak (comparable to the legendary BMW 2002 Turbo) with 280 Nm of peak torque, and does 0–100 in around 6 seconds.

The bigger difference is feel. An electric motor delivers full torque from zero rpm — there's no waiting to get into the powerband. The throttle response is instant and linear. It surprises people at lights.

The BMW 2002 is about 90 kg heavier after conversion (1,160 kg vs 1,070 kg). But the more interesting change is weight distribution — removing the heavy front-mounted engine and redistributing battery weight front and rear improved the balance from 56/44 to 50/50.

Yes. EV conversions are legal in Victoria and across Australia. The relevant standards are the National Code of Practice for Light Vehicle Construction and Modification (NCOP14) and the National Guidelines for the Installation of Electric Drives in Motor Vehicles. Once a conversion meets these standards, it can be registered and driven on public roads.

In Victoria, EV conversions require VASS (Vehicle Assessment Signatory Scheme) approval from a VicRoads-approved engineer. This involves documentation of the conversion, a vehicle inspection, a road test, and a final inspection at VicRoads. We manage this entire process as part of every build — you receive a car that's fully certified and road-registered.

Conversions start from $60,000. Something like our BMW 2002 is around $100,000.

The range reflects the variation in battery size, motor specification, custom fabrication, and instrumentation. We'll present you with a detailed proposal before any work begins so there are no surprises.

Everything: motor, battery, controller, vehicle control unit, on-board charger, DC-to-DC converter, wiring harness, instrumentation, all labour, custom fabrication, and VASS engineering certification. If anything falls outside the standard scope — bodywork, upholstery, additional custom instrumentation — we'll call it out separately in the proposal.

Much less than before. No oil changes, no timing belt, no cooling system for the engine, no fuel system — and far fewer moving parts overall. You'll still need to maintain tyres, brakes, and the classic bodywork, but the drivetrain itself is largely set-and-forget. It's one of the wonderful things about EV conversion.

Yes — gauges and instrumentation, gear selectors, battery boxes, and wiring harnesses are available for those building their own conversions. Get in touch and we can talk through what your project needs.