Magnus Johansson’s journey began at Saab as an automation technician, specializing in robotics, electric motors, inverters, and related components—technology that now powers modern EVs.
In 2009, he and a few members from the Elbil Sverige association had a vision: to build a proper electric vehicle. Saab contributed a electric 9-3, and Magnus converted the fossil-fuel-powered car to electric in his own barn.
After Saab’s bankruptcy in 2011, Magnus moved on to work with industrial fans. But in 2016, he got a call from NEVS – executives had heard about his barn-converted EV project and asked if he’d be interested in working full-time on electric motors and inverters.
His answer was a resounding yes.
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From DC-DC converters to drivetrain leadership
Magnus started by working on DC-DC converters at NEVS, eventually becoming responsible for the company’s entire drivetrain systems. His first major assignment was the NEVS 9-3 EV, a practical Swedish vehicle not known for performance. However, he and a few others at NEVS believed in the potential of in-wheel motors and equipped a 9-3 with them as a testbed.
The results were promising: improved driving dynamics and more interior space—qualities that would later define the Emily GT.
The Emily GT: From concept to high-performance EV
In 2019, Evergrande acquired NEVS. Soon after, project leads Peter Dahl and Frank Smit traveled to China to secure the mandate to build a high-performance electric sedan. The successful testing of in-wheel motors on the NEVS 9-3 helped convince Evergrande that this was the right path for Emily GT. Alongside acquiring NEVS, Evergrande also bought Protean, the company that manufactured the in-wheel motors.
Emily GT’s standout qualities—its driving dynamics and spacious interior—owe much to this engineering decision. The trade-off? Higher costs, largely due to the need for four inverters and costly rare-earth magnets.
A low-voltage experiment that almost made it
During the Emily development period, Magnus mentored a young junior engineer. Together, they drafted a complete 48V low-voltage electrical architecture for the vehicle – a forward-looking move away from the conventional 12V systems. The benefits included thinner, lighter wiring and reduced material use.
Initially shelved by the NEVS electrical department, the 48V plan resurfaced months later—only to be paused again when Evergrande’s funding was cut. The Emily GT project came to a grinding halt in 2020, after just ten months of intensive development.
What Magnus would add today
Asked what he would like to see in a production-ready Emily GT beyond its existing 800V system, Magnus had a clear vision:
- two permanent magnet motors at the rear and
- two induction motors at the front.
The setup, he explained, would improve overall range.
Now retired, Magnus says he wouldn’t return to work full-time on Emily GT – but he’s open to a role as a senior advisor, should the project find a new owner.
His legacy, like the Emily GT itself, represents the passion and ingenuity that still live on within Trollhättan’s old Saab halls.
