At ESDI, a complete kit starts at \u20ac29,990 (excl. installation), turnkey from \u20ac34,990 incl. VAT, excl. base vehicle. But where exactly do these costs go? Which components consume the most budget?<\/p>\n\n
This guide breaks down every cost item in detail. You will learn what individual components cost, how total prices differ by vehicle type and which funding options exist in 2026. We put the pricing models on the market into context and show you where you can save \u2014 without losing quality. If you are just starting out, we recommend our complete guide to electric car conversion<\/a>.<\/p>\n\n The total cost of an EV conversion depends on the vehicle, the battery and your requirements. Premium classic-car conversions with a large battery, by contrast, quickly reach \u20ac50,000 and more.<\/p>\n\n Three factors largely determine the price: the desired range (and therefore the battery size), the vehicle type, and whether you do the work yourself or hire a specialist workshop. A compact city car with 100 km of range is significantly cheaper than a van with a 300 km radius of action.<\/p>\n\n <\/p>\n\n At ESDI, a complete kit starts at \u20ac29,990 (excl. installation), turnkey from \u20ac34,990 incl. VAT, excl. base vehicle. According to emobility.energy (2025)<\/a> 40-60% of the total cost goes to the battery \u2014 by far the largest item. Motor, controller and auxiliary units share the rest.<\/p>\n\n The electric motor of a small car may need only 50 kW \u2014 for a van or sports car it is 100 kW or more. The requirements for controller, cooling and wiring rise accordingly. Details on the T\u00dcV individual approval for electric conversion<\/a> can be found in our separate guide.<\/p>\n\n Batteries dominate the budget because cell costs, despite falling prices, are still \u20ac100-150 per kWh. According to emobility.energy (2025)<\/a> they account for 40-60% of the conversion cost. The choice between cell chemistry, new and used modules determines the project price.<\/p>\n\n Two cell types dominate the conversion market. LiFePO4 cells (lithium iron phosphate) cost \u20ac80-120 per kWh and offer 3,000-5,000 charge cycles. They are safer and more durable, but heavier. Perfect for everyday vehicles with enough space.<\/p>\n\n NMC cells (nickel-manganese-cobalt) cost 120-180 euros per kWh but offer higher energy density. That means: more range for less weight. For sports cars and classics with limited space, NMC cells are often the better choice \u2014 despite the higher price and shorter lifespan of 1,500-2,000 cycles.<\/p>\n\n Decommissioned modules from accident vehicles or lease returns cost 40-70% less than new ones. A 30 kWh pack from a Nissan Leaf can be had for \u20ac3,000-5,000 instead of \u20ac8,000-12,000 new. But beware: the condition varies considerably.<\/p>\n\n We have learned that used battery modules only make sense if you check the State of Health (SoH) before purchase with a diagnostic device. Modules below 80% SoH are rarely worthwhile \u2014 the remaining capacity then drops disproportionately quickly.<\/p>\n\n Reputable suppliers provide test reports. Without a documented SoH value, you should not buy. The savings are worthless if you have to invest again after two years. More on this in our battery guide for EV conversions<\/a>.<\/p>\n\n At ESDI, a complete kit starts at \u20ac29,990 (excl. installation), turnkey from \u20ac34,990 incl. VAT, excl. base vehicle; a new small electric car starts from \u20ac28,000. However, the new EV purchase incentive in 2026 shifts that ratio.<\/p>\n\n The Federal Ministry for the Environment (BMUKN, 2026)<\/a> has introduced a new purchase premium of \u20ac3,000-6,000 for new electric cars. This subsidy applies exclusively to brand-new EVs. Conversions are explicitly excluded.<\/p>\n\n In concrete terms: a new Dacia Spring costs from \u20ac22,000 after the subsidy. An ESDI conversion of your existing vehicle starts turnkey at \u20ac34,990 (excl. base vehicle), without any subsidy.<\/p>\n\n A conversion is especially worthwhile in three scenarios. First, for vehicles with emotional value: there is no new-car equivalent to a classic Porsche 911 or VW Beetle. Second, for commercial vehicles: a VW T5 camper with an electric drivetrain simply is not available as a new car. Third, for sustainability: you avoid the CO2 cost of new production.<\/p>\n\n What is often overlooked: the overall environmental footprint of a conversion is almost always better than buying new. Producing a new EV causes 8-12 tonnes of CO2. With a conversion, that item disappears completely \u2014 you keep using the body shell that already exists. You will find the full comparison: conversion vs. new car<\/a> separately.<\/p>\n\n For converting an existing vehicle there is currently neither federal nor state funding, for commercial or private use (as of 09\/2026). The motor vehicle tax exemption for electric vehicles does not apply to conversions without general type approval for the conversion parts.<\/p>\n\n The exemption for electric vehicles (until 31 December 2035) requires a General Operating Permit (ABE) for the conversion parts on converted vehicles; with an individual approval under \u00a7 21 StVZO none exists. You should therefore not count on the exemption; the main customs office decides bindingly. The extension to 2035 was passed by the Bundestag in December 2025 (via ADAC)<\/a>.<\/p>\n\n For commercial use, too, there is currently no conversion funding: the federal KsNI programme has had no funding call since the budget ruling of 15.11.2023, and state programmes like BW-e-Nutzfahrzeuge have expired.<\/p>\n\n France shows it can be done differently. According to BasicThinking\/Transport & Environment<\/a> French private individuals receive up to \u20ac5,000 in subsidies for converting their combustion engine. The scheme is part of a broader retrofit strategy aimed at electrifying existing older vehicles.<\/p>\n\n No such programme exists in Germany so far. Industry associations have been calling for one for years. Whether the federal government will follow suit remains to be seen. Until then, the only relief is indirect, through cheaper running costs and the THG bonus. We cover all funding options in our subsidy guide for EV conversions<\/a> .<\/p>\n\n Prices for electric conversions range from simple kits to over \u20ac60,000 for turnkey premium projects.<\/p>\n\n <\/p>\n\n Market prices range from a few thousand euros for a bare kit without a battery to a six-figure sum for a turnkey premium conversion. What matters for comparison is not the entry price but what is included \u2014 battery, charging technology, installation and registration make up most of the total cost.<\/p>\n\n\n\n The price differences are mostly explained by scope. A bare kit typically includes the motor, controller and adapter plate \u2014 but no battery, no charger and no installation. The actual project price then rises considerably once the battery and installation are added.<\/p>\n\n Turnkey offers, on the other hand, include installation, the battery and T\u00dcV support. At ESDI this costs from \u20ac34,990 without the base vehicle; the fees for the expert report and individual approval inspection come on top.<\/p>\n\n Where is the sweet spot? You will find a comprehensive overview of all our kits with prices<\/a> separately.<\/p>\n\n A DIY conversion saves \u20ac3,000-8,000 in labor costs, but requires 200-400 hours of work and solid electrical knowledge. Some converters in Germany opt for self-installation \u2014 often with support from community workshops or kit instructions.<\/p>\n\n From conversations with dozens of converters we know: most DIY projects take longer than planned. Expect double your time estimate. And do not skimp on high-voltage training \u2014 an HV course costs \u20ac300-500 and can save your life. Our guide to building an electric car yourself<\/a> will help you get started.<\/p>\n\n Running a converted EV costs \u20ac4.50-8.00 per 100 km in electricity. By comparison, a petrol car incurs \u20ac18-27 per 100 km in fuel costs. According to ADAC (2025)<\/a> electric vehicles save an average of 50-65% in energy costs compared to combustion engines.<\/p>\n\nTL;DR:<\/strong> At ESDI, a complete kit starts at \u20ac29,990 (excl. installation), turnkey from \u20ac34,990 incl. VAT, excl. base vehicle; the battery makes up the largest share at 40-60% (emobility.energy<\/a>, 2025). There is currently neither federal nor state funding for converting an existing vehicle \u2014 for commercial or private use alike.<\/blockquote>\n\n
What does an electric car conversion cost in total?<\/h2>\n\n
Which components cost how much?<\/h2>\n\n
Why is the battery so expensive \u2014 and how can you save?<\/h2>\n\n
LiFePO4 vs. NMC: which cell chemistry fits?<\/h3>\n\n
Used batteries: savings potential with risk<\/h3>\n\n
Which is cheaper: conversion or a new EV?<\/h2>\n\n
The new 2026 purchase premium: new cars only<\/h3>\n\n
When does the conversion still win?<\/h3>\n\n
What subsidies and tax benefits are there in 2026?<\/h2>\n\n
Vehicle tax after the conversion<\/h3>\n\n
And commercial vehicles?<\/h3>\n\n
What do other countries do better?<\/h3>\n\n
What do conversions cost at different providers?<\/h2>\n\n
Kit vs. turnkey conversion<\/h3>\n\n
Convert yourself or hire a workshop?<\/h2>\n\n
Advantages of self-installation<\/h3>\n\n
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Risks and disadvantages<\/h3>\n\n
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What does running an EV conversion cost?<\/h2>\n\n
Detailed operating costs per year (at 14,000 km)<\/h3>\n\n