Electric vehicle startup Revival EV brings classic cars into the future

In this blog, we talk to Scott Anderson who, along with co-founder Chris Mander, created the new electric vehicle startup Revival EV.

First of all, I believe congratulations are in order?

Yes, thank you! We took our newly converted 1972 Electric BMW 2002 to the Bay to Birdwood and won first prize for best electric conversion. It was a fun way to celebrate our achievement and kickstart our journey to convert many more classic cars to electric. As an electric vehicle startup, your first EV conversion is essentially your mobile business card and we’re very proud to have achieved this mile-stone.

What led you to launch an EV startup?

I’ve wanted to convert a classic car to electric for over a decade and creating the Revival Electric Vehicle startup was a way to realise that dream. I looked into it back in the days of lead-acid batteries and forklift motors, but I lacked the space, funds and time. That changed during COVID, while I was working at Space Tank on a medical product. I met Chris Mander, who was fixing a stretched limo to participate in the Variety Bash. We both had been considering converting a classic car.

Electric vehicle technology, including batteries, has matured significantly. There’s growing appetite for electric conversions, especially among classic car owners. The timing felt right, our conversation evolved from a passion project to a business opportunity to offer conversion services.

With access to fabrication and prototyping facilities at Space Tank and when we realised our combined skills and resources lined up, we decided to make it happen.

Revival Cofounders, Scott Anderson and Chris Mander winning first prize for Best Electric Conversion at the 2025 Bay to Birdwood classic car show

What’s your background, and how does it help you in this venture?

My background’s pretty mixed. I started out in mechanical engineering and worked on high-end cars like Lamborghinis and Ferraris, before switching to IT, where I managed coding teams and later business operations for multinationals overseas.

Coming back to Australia, I wanted to build something tangible again. Looking back, that mix of engineering, technology, operations and strategy is ideal for a startup like this. You need to understand both the technical and the business side.

And tell us about Revival’s co-founder Chris Mander

Much like me, Chris has always loved classic cars. He restored his first car at 18 years old, a 1971 Morris Mini K which led to a love affair with many Minis over the years. Like with many enthusiasts, cars took a back seat to professional work up until recent years. He’s worked in digital marketing, software design and product development since the birth of the internet. He shares a love bringing the digital together with the physical with Revival.

What’s the opportunity in the Australian EV market?

There are an estimated 1.3m registered cars that are over 30 years old, many more sitting in sheds unused.  This is our target market, focusing on converting pre-1990 classic cars.

The Australian market for electric vehicle conversions is massive

We have two sectors of opportunity. Firstly, the enthusiast car collector who love their classics but rarely drive them because they’re breaking down mechanically. Secondly younger urban professionals who love the styling and class of a classic but are turned off by the dinosaur juice burning, noisy unreliable engine. They might not know anything about classic car motors or not interested in driving a manual. There’s an appeal for a cool converted classic as a daily driver that can keep up with modern traffic. Something you can take the kids to soccer in on the weekend. These groups are growing as EV awareness spreads. For a lot of people, converting a vintage car to electric is the perfect blend of nostalgia, sustainability and getting the next generation interested.

Would you consider commercial conversions or fleet retrofits?

That opportunity’s mostly passed. A few years ago, before commercial EVs hit the market, there was room to convert fleets like 4WDs, utes, things like that. Now, new EV options are everywhere and when you factor in safety compliance and cost, converting whole fleets doesn’t make much sense. Our focus is high-quality, bespoke car conversions.

How does Revival differentiate itself from other EV conversion companies?

There are only a few operators in Australia. At one end, you’ve got high-end conversions; at the other, DIY-style shops. We position ourselves in the middle. OEM-quality conversions at a reasonable price. We respect the car’s original character but add modern performance, safety and reliability. It’s about honouring the past while integrating the future.

How are the regulations for EV conversions in Australia?

The EV conversion regulations are outdated, to be honest. The national standard is still largely based on lead-acid battery conversions from 20 years ago.  Whilst that presents a good baseline, we go well beyond the current requirements, applying modern technology and best practices in electrics and safety systems.

We have to ensure a balanced approach to the conversions; factoring weight, power, range and cost. We remove about 200–400 kg of old components, then add batteries, motors and control systems. Of course, we don’t want to add too much weight. Presently, batteries are the lion’s share of the weight, however with battery energy density improving rapidly, this will become less of a limiting factor in the near future.

What battery systems do you use?

We use new automotive-grade lithium batteries, a common chemistry for cars. They’re common in many brands including the Nissan Leaf. They offer a good balance of energy density, performance and safety in a form factor we can use. Battery technology is evolving incredibly fast, so our approach must be flexible. To cater for this, we’ve designed modular battery boxes that can be adapted as new chemistries emerge.

We apply modern control and safety system, including high-voltage interlocks, service disconnects, crash detection shutdown and advanced battery management systems that monitor voltage across every individual cell.  That’s a lot of wiring considering a conversion has over 120 cells.

Would you ever consider hydrogen systems?

I think hydrogen’s a dead duck for cars. It’s got niche industrial uses, but as a fuel it’s too complex to make, distribute and use. You lose energy at every stage, from creating, compression to conversion. Battery EVs already outperform hydrogen in most areas and will only keep improving. Hydrogen fits the petrochemical business model of make, transport and sell, but it’s not the future of personal transport.

How exposed are you to Chinese supply chains?

Like most of the industry, we rely on some Chinese-made components. They dominate global battery and motor manufacturing. There’s always risk, but we manage it by building direct relationships with reliable suppliers in China and the U.S. The quality of components from China has improved dramatically and their technology is leading the EV movement. As the global EV market matures, that supply chain will stabilise even more.

What’s your view on Chinese EV imports flooding the market?

Most new EVs feel a bit soulless, like white goods on wheels. But their impact is positive for us. As more people drive EVs, the whole idea of electric motoring becomes normalised. Once people experience driving EVs firsthand, converting a classic suddenly makes perfect sense. As the EV market grows, we will see economies of scale, further innovation and improved component quality, which benefits the entire conversion industry.

The first Revival EV being 3D scanned

What does a typical conversion cost?

They’re bespoke projects, so prices vary, but around $100,000 plus the base vehicle is typical. It is important we start with a solid chassis, rust-free and structurally sound car. You’re paying for high-quality components and careful engineering. Range, performance and battery size all affect price.

Would you consider partnerships with car dealers or restoration shops?

Definitely. We’ve spoken with several and they see the appeal. Converting classics to electric gets them out of the shed more. It’s good for business and good for the culture. It keeps these cars on the road instead of in museums. The more people drive electric, the more open they become to conversions. Eventually, it’ll just be another accepted path for classic car ownership.

What’s the biggest bottleneck for scaling Revival?

Right now, it’s building the pipeline, getting more conversions underway while refining our process. Supply chain challenges are manageable; workforce is the bigger one. There aren’t many people experienced in EV conversions yet, but there are plenty with passion and technical aptitude. We’ve had great results bringing in interns and training them up. We’re not chasing global scale; we want a strong, sustainable Australian business that delivers quality work, so we want to expand in step with our learnings.

How has being based at Space Tank helped Revival?

Space Tank has been a game-changer. Having 3D printers, laser cutters, CNC machines, welding gear all under one roof means we can prototype fast and iterate constantly. It’s accelerated our progress tenfold. It’s not just the equipment though. Being surrounded by other makers and startups creates this constant energy and exchange of ideas. It’s a community that keeps you motivated and sharp.

Revival EV at Space Tank Studio

If you had a magic wand, what would you wish for Revival right now?

More capital. That’s the fuel to scale, to take on more projects, hire faster and build momentum.

What advice would you give to someone starting a hardware or EV startup?

If you’re not passionate, don’t do it. Startups take enormous energy and passion is what gets you through the grind. Every founder who succeeds is obsessed with their idea. That’s what keeps you going when everything gets hard. Passion isn’t optional; it’s the engine.