For years, the idea of an electric Saab Sonett existed somewhere between engineering curiosity and philosophical provocation. It was discussed in forums, shown in workshop videos, and debated among purists who questioned whether such a transformation could ever be finished properly – let alone approved for public roads.
Now, that question has been answered.
The Saab Sonett III converted to electric power by Dutch engineer Theo van de Poll is no longer an experiment or a prototype. It has successfully passed inspection by the RDW, the Netherlands’ national vehicle authority, and is officially registered as a road-legal electric vehicle. What once lived only as a project documented on SaabPlanet in 2022 has become a fully certified, daily-driven EV – without sacrificing the character that made the Sonett special in the first place.
From Workshop Curiosity to RDW Reality
When we first covered this car in 2022 in “A Tesla Battery for a Saab Sonett III”, the conversion was still very much a work in progress. At that time, Theo van de Poll had just begun integrating Tesla Model S battery modules into a 1971 Saab Sonett III, driven by a carefully selected 88 kW AC electric motor.
What made the project noteworthy even then was not just the choice of components, but the philosophy behind it. This was not a shortcut build using generic EV kits or improvised hardware. Theo approached the conversion as a systems engineer, with a clear objective: make the car function as a coherent whole, mechanically, electrically, and legally.
That last part – legal approval – is where most classic EV conversions quietly stall.
Why RDW Approval Changes Everything
The RDW (Rijksdienst voor het Wegverkeer) is known for being thorough, conservative, and uncompromising when it comes to vehicle safety. Their inspections go far beyond visual checks or basic emissions compliance. Structural integrity, electrical safety, battery mounting, insulation, cabling, thermal protection, torque limits, and driver information systems all fall under scrutiny.
Theo knew from the start that without a clear understanding of RDW requirements, the project would fail at the final hurdle.
“If I hadn’t had a detailed checklist of what the RDW inspects,” Theo admitted, “I would have been completely stuck. There are so many aspects you must get right – and rightly so, because this is about safety.”
This mindset shaped every engineering decision, from cable thickness to torque limitation.
Preserving a Fragile Saab Drivetrain – On Purpose
One of the most critical challenges was pairing a modern electric drivetrain with a 50-year-old Saab gearbox. Instead of replacing it or bypassing it entirely, Theo made the deliberate decision to retain the original transmission, including Saab’s characteristic freewheel system.
That choice required restraint.
The Tesla-derived system is capable of producing immense torque, but the Sonett’s gearbox is not. Theo therefore limited torque output to 130 Nm, a figure that still exceeds what the original petrol engine delivered, yet remains safely within the mechanical limits of the transmission.
The result is an unusual but effective setup:
- No clutch pedal
- Retained gear lever
- Fully functional Saab freewheel
- Smooth, controllable power delivery
It is an EV that still requires the driver to think like a Saab driver.
Battery Integration Without Compromising Balance
A common criticism of electric conversions is weight distribution. In this case, the numbers tell a different story.
The electric Sonett gained just 60 kilograms compared to its original configuration:
- 20 kg on the front axle
- 40 kg on the rear axle
For a car weighing under 900 kg, this is remarkably restrained. RDW inspectors reportedly complimented the balance of the vehicle – an outcome that speaks volumes about careful battery placement and structural reinforcement.
The six Tesla battery modules are securely mounted, properly shielded, and thermally managed according to regulatory expectations. No shortcuts, no exposed components, no compromises.
Making Old Gauges Speak Electric Language
Regulations require that an electric vehicle displays battery charge status clearly to the driver. Theo complied – but in his own way.
Rather than installing a modern screen that would visually clash with the Sonett’s cockpit, he re-engineered the original fuel gauge to reflect battery charge. By converting data from the charging controller into a resistance signal that mimics a traditional float sender, the needle now shows remaining battery energy instead of fuel level.
Below 15 percent charge, the original fuel warning light illuminates. If temperatures exceed safe thresholds, an audible warning alerts the driver.
This is not cosmetic nostalgia. It is functional integration.
A Name With History: Sonett III “Utenpolle”
Upon registration, the car entered the RDW database under a unique designation: Sonett III Utenpolle.
The name is personal. “Uten Polle” traces back to Theo’s family name in the 13th century, evolving over centuries into “Van de Poll.” By assigning that name to the car, Theo placed a piece of personal history alongside Saab’s industrial heritage.
The tachometer, ironically, remains unresolved. “A rev counter in an EV is completely pointless,” Theo admits with a smile, “but I still want it to work.” Some habits never disappear.
Range, Use, and Daily Reality
This is not a showpiece that lives under a cover.
The electric Sonett delivers a real-world range of 180 to 200 kilometers, depending on temperature and driving style. Theo drives it regularly, including commuting to work. Cold weather affects range, just as it does in modern EVs – but within predictable limits.
In other words, the EV Sonett functions exactly as a car should.
Sacrilege or Saab Logic?
Reactions remain divided. Some see the conversion as sacrilege, a violation of Saab’s mechanical purity. Others argue the opposite – that the project aligns perfectly with Saab’s historical willingness to challenge convention, rethink engineering norms, and pursue technical independence.
Even Theo acknowledges the split.
“One person loves it, another hates it. Both reactions are fine. It passed inspection, and I enjoyed building it. That’s what matters.”
It is difficult to argue with that logic.
From Concept to Certified Saab
Four years ago, this Sonett was an idea. Two years ago, it was an ambitious project. Today, it is a fully approved, road-legal electric Saab – inspected, registered, and driven.
For Saab enthusiasts, this marks an important moment. Not because it signals a future where all classic Saabs must go electric, but because it demonstrates what is possible when engineering discipline meets respect for heritage.
Whether you view it as innovation or provocation, Theo van de Poll’s electric Saab Sonett has crossed the line from experiment to reality – and it did so under the strictest scrutiny imaginable.
There is alreaddy one in Sweden, 1968 sonett II
As a classic car it had historical value. Now it is worth the value of the batteries
Converting a vintage car to a battery and electric motor. Has nothing to do with the vintage car hobby and is in the long term harmful to the vintage car environment. Since a vintage car is a driving museum. To obtain protected status, being almost original is a legal requirement. This is the beginning of the end. If you have to convert to electricity to be allowed to drive. Can quickly become a government requirement in today’s environmentalism. Then absolutely all my Saabs, vintage cars and parts will go to the scrapyard
I prefer my in-progress EV conversion, with very few visible changes.
I approve! what performance you get from that?
To Arnie Diaz
why not just buy an EV ? It is like a man in a womans dress, that does not make him a woman, but maybe you don’t care?
To Sven Åge Nymoen
men de kan ju också vara så att bilarna var i ett så dåligt skick att konvertering till el inte går att utesluta 😅 jag tycker att de är ett utmärkt sätt att göra, för då får våra veteranbilar leva längre 😅
Excellent demonstration, that the governemental solution to scrap our petrol cars and buy new EV is not environmental friendly, obviously; only a strong interest to keep running car manufacturers they need citizens replacing their vehicles unnecessarily. I believe in stead that upgrading, maintaining existing véhicles (a car well maintained and repared can last for decades … only till an accident destroys it). So according my opinion, this, among others, the demonstration, that conversion of the motorisation is possible. Even better if: a well organized, trained network of professionals do the conversion and at the same hit creates local extra value economy. Buying a new EV is not good for our economy: not build in our own countrie most of them, benefits from the companies is for shareholders not for the local economy. Bravo Théo, dank je wel voor deze demonstratie!!