GM’s interest in hydrogen fuel cell technology may seem like a recent endeavor following their work with Honda, but the American automaker has been tinkering with the stuff since the 1960s. While NASA was busy figuring out how fuel cells could help them conquer the space race, GM was busy figuring out how to make hydrogen work on Earth.

Related: GM’s Electrovair Is The Precursor To The Company’s Electric Future

Batteries of the time didn’t have the beans to power the Apollo command module’s communications, drinking water, lighting, and air conditioning systems, so NASA turned to fuel cells, which turn hydrogen into electricity.

And at the same time, GM, having already created two purely battery-powered EVs in the form of a pair of converted Corvairs, Electrovair I and II, was looking to explore the possibilities for hydrogen power back on Earth.

A Fuel Cell System Too Big for the Job

The fuel cell it created with the help of Union Carbide was so massive there was no way it was going to fit into a Corvair, so GM switched to the Handi-Bus, a passenger version of its Handi-Van and a VW Type 2 bus and Ford E-series rival. Even then, the powertrain’s bulk turned the van into a two-seater.

The system, which combines hydrogen and oxygen in an electrochemical reaction that produces water, heat, and electricity, wasn’t only big due its large hydrogen and oxygen tanks, but heavy, too. A total curb weight of 7,100 lbs (3,220 kg) makes most modern EVs – GMC Hummer EV aside – look like lightweights, and 3,900 lbs (1,770 kg) of that was down to the fuel cell equipment.

Predictably, performance was abysmal, zero to 60 mph (96 km/h) taking around 30 seconds, though to to fair ,a stock Handi-Bus with the base 90 hp (91 PS) 2.5-liter four was no fireball either. GM reckoned the range was around 150 miles (240 km) but never tested that on the public road due to safety concerns that turned out to be well-founded. During one test an external fuel tank exploded, shooting debris a quarter mile (400 m) away.

A Test Project, Not a Production Vehicle

This was a true test-bed project and GM never intended to put the Electrovan into production. But it showed that a fuel-cell vehicle could work and paved the way for more efficient, more compact successors that get their oxygen from the air rather than from space-eating tanks of compressed oxygen.

Almost 60 years later, GM is still committed to both BEV and fuel-cell technology, particularly believing that its Hydrotec fuel cell cubes makes more sense in big commercial vehicles like Komatus’s mining trucks than batteries, which are better suited to lighter passenger cars, trucks and SUVs.

In a world racing toward the future on silent electric motors, the idea of electrifying a post-war Land Rover might sound like forcing a flip phone to run TikTok. Still, that’s exactly what UK-based company Inverted is doing, taking the legendary Land Rover Series I, II, and III and giving them a fully electric drivetrain while staying largely true to their iconic design.

Inverted already offers EV conversions for Range Rover Classic models and is using this expertise with old Land Rovers. The original Series I, Series II, and Series III models were built between 1948 and 1985 with 4-, 6-, and 8-cylinder petrol and diesel engine options. The EV specialist ditches these engines and slots in a 62 kWh battery pack that’s been split across the front and rear to optimize weight distribution.

Read: Electric Toyota FJ40 – Your Grandpa’s Off-Roader Gets A Tesla Heart

That battery sends power to a single electric motor producing 160 horsepower and a hefty 664 lb-ft (900 Nm) of torque. Thanks to that torque, these once-slow utility vehicles can now hit 60 mph (96 km/h) in a surprisingly brisk 8 seconds.

Even more interesting is that Inverted keeps the original transfer box, which still offers high and low range gearing and works seamlessly with the electric setup. A locking differential is also included, maintaining off-road capability.

Short Range That (Sort of) Fits the Mission

Inverted says its electric Land Rover models can travel up to 120 miles (193 km) on a full charge. That’s peanuts compared to most EVs on the market, but it’s worth remembering that very few owners of old Land Rovers like these use them as a daily driver. One hundred twenty miles is probably more than enough for the occasional trip through town.

The battery pack supports 6.6 kW Type 2 charging and 60 kW DC fast charging, allowing it to be charged from 20-80% in 38 minutes. Eco, Traffic, and Off-Road driving modes have also been incorporated, and new electric power steering has been added.

“Series Land Rovers are beautiful, iconic machines,” Inverted founder Harry Millington said. “But let’s face it, not everyone wants to wrestle with a choke on a cold morning or breathe in exhaust fumes that waft through the car. Our electrified versions preserve everything people love about these classics while making them more fun, more reliable, and infinitely more usable.”

Just don’t expect this upgraded nostalgia to come cheap. Inverted’s conversions start at £150,000 (roughly $199,000), though that price does include the donor vehicle. For collectors or enthusiasts who want a cleaner, quieter, and more practical take on the classic Land Rover, it’s a steep price, but also a unique way to bridge past and future without losing the charm of either.

Are classic Porsche 911s best left untouched, with their original charm preserved for posterity? Some would certainly argue yes. But, for every purist clinging to that idea, there’s a growing crowd fascinated by the restomod scene, people who crave the iconic looks of these cars but want something more modern under the hood.

Enter Everrati, a company known for electrifying classic Porsches, which recently unveiled its latest project known as “The Viper Commission.”

The tuner stripped down the 911 to its core, replacing the body panels with lightweight carbon fiber, which gives the car a much wider stance. Then they gave it a striking new coat of Viper Green, paired with Fuchs-style black wheels and polished silver rims. To complete the look, they added a ducktail spoiler and updated the headlights.

Read: Everrati Teams Up With Singer Design’s Secret Helper To Bring Electric Porsche 911 Conversions To USA

From the outside, the car looks like any other well-modified 964—sharp, aggressive, and unmistakably Porsche. But things get interesting when you peer underneath the surface.

Electric Power Takes Over

Unlike your standard 964, the heart of this particular 911 has undergone a radical transformation. Gone is the iconic air-cooled engine, replaced by a 62 kWh battery pack and an electric motor. While Everrati has been tight-lipped about specific power numbers, they claim this electric 911 can accelerate to 60 mph (96 km/h) in under 4 seconds. Not too shabby for a car that once purred its way through the streets on gasoline.

According to the British company, the owner of this 911 has a “profound commitment to combating climate change,” so it makes sense why they decided to ditch the engine for an electric motor. Of course, the addition of a relatively large battery pack has inevitably added some weight to the car, and we’d be intrigued to know the effect this has on the handling dynamics.

As for the interior, Everrati didn’t skimp on the details. The cabin has been upgraded with black leather across most surfaces, complemented by grey striping and a distinctive green 12 o’clock stripe on the steering wheel.