logo
The start-up making drugs in space, then sending them to Australia at 30,870km/h

The start-up making drugs in space, then sending them to Australia at 30,870km/h

When it comes to the future, you have to ask: are we there yet? For example, is it possible that space capsules are orbiting the Earth – while they make advanced drug compounds?
And then the same capsules are returning to terra firma after travelling at 25 times the speed of sound into our atmosphere?
Why, yes ...
And when they return to Earth, they are returning to Australia?
Yes, again.
'It's actually much less futuristic than it sounds,' says Will Bruey, CEO of Varda Industries, the company launching the drug-factory capsules.
'On average three SpaceX Starlink satellites are launched per day, and our spacecraft is simpler, quite frankly, than a Starlink satellite,' he says.
And, while it's early days for California-based Varda, founded in 2021, the pace of launch for these capsules – whose journey takes them from the US, to low earth orbit, to a South Australian testing range for recovery – is expected to increase.
The start-up is attempting to create a viable business of manufacturing drugs in space, where the lack of gravity unlocks the possibility of new, more effective – and more profitable – drug compounds that can't be made on Earth.
Being in space, the limits on the scale of manufacturing are different to an Earth-bound enterprise – both in the molecular quality of what can be produced and, potentially one day, the scale of the production facility.
For now, the company's future depends on how effectively and profitably it can formulate drugs – or at least the most effective primary active pharmaceutical ingredient – in orbit.
When discussing drug production, Bruey compares microgravity (ultra-low gravity in orbit) to the effect that refrigeration has had on drug production since it was invented.
Before refrigeration existed, people would have asked, how could it create value for pharmaceuticals? Today, refrigeration is a fundamental part of drug and vaccine manufacturing, shipping and storage. It reduces the risk of contamination and helps ensure the drugs are effective. Profitable drug manufacturing would be almost unthinkable without it.
One day, space-based drugs may be discussed the same way. 'The way the pharmaceutical industry will think about [Varda] shortly is just another piece of equipment.'
Even the name of the spacecraft – the W in Varda's W-series capsule – unofficially stands for 'Winnebago' (or caravan in American English) used in TV series Breaking Bad, which is itself a story about the remote, compartmentalised cooking up of drugs.
'Instead of going to the desert, we're going to space,' Bruey said.
Likewise, Varda is hauling its equipment to a destination to make its batch, then coming back. 'So that's what we'll be doing. And we'll just be increasing the amount of Winnebagos that are going out to space and back.'
'There's a lot of low-hanging fruit and optimisation to be done in that paradigm.'
Any drug with a formulation improvement worth more than $US200 a gram is viable for Varda to manufacture today. But Varda forecasts it can drive down the cost from $US200 to $US20 'pretty easily by just making our systems more reusable'.
To push lower than that, the company will construct a permanent station with manufacturing equipment that can be used for multiple drugs, Bruey says.
Much of the science around drugmaking in space has been done. There have been numerous experiments on pharmaceuticals, for example, on the International Space Station.
Varda hopes to have a space-made drug in humans by the end of the decade. In an era of sagging productivity, it's worth considering the value of genre-melding new ventures.
The question is: how much demand is there for a service that is new to the world? And on Earth – in Australia – how many re-entries could we see?
Adelaide-based company, Southern Launch, was formed in 2017 as a spaceport operator providing launch services. It has since begun offering orbital re-entry services for customers like Varda.
Their range, at Koonibba in South Australia, enjoys clearer skies with less air traffic than test ranges in the US, giving more flexibility to Varda and other clients, Southern Launch says.
Southern Launch CEO Lloyd Damp said the missions conducted for Varda so far, 'mark an incredible step forward for Australia as the global landing site for re-entries and the in-space manufactured goods the capsules carry.'
Investing in an unproven business model is riskier than investing in say, inner city residential property. But Bruey sees Varda as carving out a niche that can expand as demand grows.
'Basically, there's only four fundamental forces of physics, and gravity is one of them, and we have a knob on [it], and no other company does.' (If you're wondering, the three other forces are: electromagnetism and the strong and weak nuclear forces).
Bruey knows about physics because he studied the subject at Cornell University before founding a couple of companies and working at Elon Musk's SpaceX.
Bruey then met up with Delian Asparouhov, who was looking to invest in a company that could do this work. Asparouhov was looking for someone with Bruey's background and who 'was willing to drop everything and go on this adventure'.
Varda now has backing from Khosla Ventures, Lux Capital, Caffeinated Capital, Founders Fund, and General Catalyst. It has raised $US187 million in a new funding round this month, bringing the total capital raised to $US329 million.
The bet that money can be made by low-orbit manufacturing has caught the attention of SpaceX, which reportedly has plans to get into the space-drug game by manufacturing too.
Elon Musk's company plans to use its massive – and recently unlucky – Starship rocket for the purpose, according to Bloomberg. Sources close to Varda call the report about SpaceX's plan, called Starfall, a 'validation' of Varda's business model.
Like SpaceX, Varda's goal isn't science, it's business: advanced, space-tech business, with the potential to unlock a huge new market that could one day involve large in-orbit factories. The in-space manufacturing market could be worth $US10 billion in five years, according to McKinsey.
But exploiting a fundamental force of physics for profit comes with some hard realities. If you send the capsule into space, you must find a reliable place to recover the spacecraft – closing the loop on the production process.
That's where Australia comes in.
Varda's first craft W-1, launched in June 2023, was due to return in July, but instead got delayed as the company sought permission for the landing in Utah. It remained in orbit for eight months while the details of a new license were resolved between government authorities.
While W-1 was in orbit, Varda reached out to Australia's space industry, looking for reliable space return services.
W-1's February 2024 return coincided with Varda being granted a 'Part 450 re-entry license' from the FAA's Office of Space Transportation, part of a new process to accommodate repeated missions common in commercial space.
Varda now has a FAA license which allows the company to launch and re-enter a craft without spelling out the identical parameters of the mission on repeated applications.
When Varda's W-2 landed in South Australia, Enrico Palermo, head of the Australian Space Agency said it highlighted 'the opportunity for Australia to become a responsible launch and return hub for the global space community, capitalising off the geographic advantages of our expansive continent.'
Unlike crewed missions, which must gently skim into the atmosphere without burning up to bring humans safely home, Varda's missions comes in 'ballistically, as if it's like a missile'.
In that phase, the Winnebagos achieve Mach 25, twenty-five times the speed of sound, or 30,870 kilometres per hour.
Varda has attached a camera to the capsule to capture the dramatic re-entry footage, which looks something like a gas log on overdrive. In space.
The pink glow you see is plasma, Bruey says, from the capsule moving so fast and creating so much heat 'it's literally ripping the molecules in the atmosphere apart and ripping away their electrons'.
'The streaks of what looks like fire is the heat shield 'ablating', that is the little pieces coming off intentionally to take away the heat, shedding it from the spacecraft.'
So far, Varda has created a crystal form of an HIV drug ritonavir in space.
It has research collaborations with large pharma brands, whose names Varda would not give, citing non-disclosure agreements.
W-2 and W-3 landed in February and May 2025 at Koonibba Test Range in South Australia. W-4 is currently in orbit. Varda says it is on track for four missions in 2025 – with plans to expand to a double-capsule mission in 2026. From there, the pace is expected to increase to a weekly pace.
Veteran space industry observer and contributor Brett Biddington says Australia is 'well-suited to support the recovery of payloads from space' with a historical record that is 'unblemished'.
'Whether a viable business can be made just from recovery support is another question,' he says.
He expects that the 'activity will be lumpy and sporadic' and can best thought of as a 'supplementary income stream' to one that is more reliable.
Varda's plan isn't to create a new business alone, but the industry needed to support and grow the enterprise.
With the capsules going up and coming back, we will soon know if Varda is successful.
Orange background

Try Our AI Features

Explore what Daily8 AI can do for you:

Comments

No comments yet...

Related Articles

US migrant raids spark boom for private detention providers
US migrant raids spark boom for private detention providers

News.com.au

time31 minutes ago

  • News.com.au

US migrant raids spark boom for private detention providers

Donald Trump's promise to carry out the largest deportation operation in US history has appalled some Americans. But others are cashing in on the boom in demand for private detention centers. Migrants captured by Immigration and Customs Enforcement agents need to be temporarily housed in places like the facility being readied in California City, prior to deportation. "When you talk to the majority of residents here, they have a favorable perspective on it," said Marquette Hawkins, mayor of the hardscrabble settlement of 15,000 people, 100 miles (160 kilometres) north of Los Angeles. "They look at the economic impact, right?" California City is to be home to a sprawling detention center that will be operated by CoreCivic, one of the largest companies in the private detention sector. The company, which declined AFP requests for an interview, says the facility would generate around 500 jobs, and funnel $2 million in tax revenue to the city. "Many of our residents have already been hired out there to work in that facility," Hawkins told AFP. "Any revenue source that is going to assist the town in rebuilding itself, rebranding itself, is going to be seen as a plus," he said. - Boom - Trump's ramped-up immigration arrests, like those that provoked protests in Los Angeles, saw a record 60,000 people in detention in June, according to ICE figures. Those same figures show the vast majority have no conviction, despite the president's election campaign promises to go after hardened criminals. More than 80 percent of detainees are in facilities run by the private sector, according to the TRAC project at Syracuse University. And with Washington's directive to triple the number of daily arrests -- and $45 billion earmarked for new detention centers -- the sector is looking at an unprecedented boom. "Never in our 42-year company history have we had so much activity and demand for our services as we are seeing right now," Damon Hininger, executive director of CoreCivic, said in a May call with investors. When Trump took office in January, some 107 centers were operating. The number now hovers around 200. For Democratic politicians, this proliferation is intentional. "Private prison companies are profiting from human suffering, and Republicans are allowing them to get away with it," Congresswoman Norma Torres told reporters outside a detention center in the southern California city of Adelanto. At the start of the year, there were three people detained there; there are now hundreds, each one of them attracting a daily stipend of taxpayer cash for the operator. Torres was refused permission to visit the facility, run by the privately owned GEO Group, because she had not given seven days' notice, she said. "Denying members of Congress access to private detention facilities like Adelanto isn't just disrespectful, it is dangerous, it is illegal, and it is a desperate attempt to hide the abuse happening behind these walls," she said. "We've heard the horrifying stories of detainees being violently arrested, denied basic medical care, isolated for days, and left injured without treatment," she added. Kristen Hunsberger, a staff attorney at the Law Center for Immigrant Advocates, said one client complained of having to wait "six or seven hours to get clean water." It is "not sanitary and certainly not... in compliance with just basic human rights." Hunsberger, who spends hours on the road going from one center to another to locate her clients, says many have been denied access to legal counsel, a constitutional right in the United States. Both GEO and ICE have denied allegations of mistreatment at the detention centers. "Claims there is overcrowding or subprime conditions in ICE facilities are categorically FALSE," said Tricia McLaughlin, the assistant secretary at the Department of Homeland Security. "All detainees are provided with proper meals, medical treatment and have opportunities to communicate with their family members and lawyers." - 'Strategy' - But some relatives of detainees tell a different story. Alejandra Morales, an American citizen, said her undocumented husband was detained incommunicado for five days in Los Angeles before being transferred to Adelanto. In the Los Angeles facility, "they don't even let them brush their teeth, they don't let them bathe, nothing. They have them all sleeping on the floor, in a cell, all together," she said. Hunsberger said that for detainees and their relatives, the treatment appears to be deliberate. "They're starting to feel that this is a strategy to wear people down, to have them in these inhumane conditions, and then pressure them to sign something where they could then agree to being deported," she said. pr/hg/ksb

'Battery of the nation' undersea power cable at risk
'Battery of the nation' undersea power cable at risk

The Advertiser

time3 hours ago

  • The Advertiser

'Battery of the nation' undersea power cable at risk

One of the nation's largest energy projects could be in doubt amid a government stoush and a cost blowout. The multi-billion-dollar Marinus Link undersea power cable project to connect Tasmania to the mainland has been touted as critical to making the island state the "battery of the nation" by increasing its capacity to export green power. The $5.5 billion project is set to be funded by the federal, Tasmanian and Victorian governments. The Tasmanian government's decision on its 17.7 per cent share of the link's Stage 1 cable, initially promised by July 31, has been delayed. Tasmania's Shadow Energy Minister Janie Finlay on Saturday accused Premier Jeremy Rockliff of blocking a briefing from Energy Minister Nick Duigan on the Marinus business case. It had been hoped the briefing would create bipartisan support to secure the project as Tasmania's Liberal government scrambles for survival following the July 19 election. "We are days away from a critical decision on one of Tasmania's largest infrastructure projects," Ms Finlay told reporters. "The business case has been sitting in the premier's office for two months, but Jeremy Rockliff won't let Tasmanians see it. "Not only have they just not briefed Tasmanian Labor, but the premier has stepped in and actively blocked that." Tasmanian Minerals, Manufacturing and Energy Council chief executive Ray Mostogl said the delay and uncertainty placed the entire project at risk. Marinus Link must "issue notice to proceed" by the end of August or lose a $1.07 billion contract with the Italy-based ­Prysmian Group to supply the 345km cable. Tasmania's Liberal government is in caretaker mode after the state election delivered another large crossbench, some of whom oppose the Marinus project. Ms Finlay accused the Rockliff government of hiding the Marinus Link business case for political gain because it included significant price impacts to pay for transmission infrastructure. The government has denied Mr Rockliff or his staff blocked a briefing, saying the opposition would be briefed in line with caretaker conventions. "We are carefully and methodically working through the details, with a decision expected soon," Mr Duigan said. The undersea electricity and data connector would link Tasmania's northwest with Victoria's Latrobe Valley and allow the smaller state to import surplus solar while exporting hydropower to the mainland grid, where it could help reduce the risk of brownouts. The project was scaled back in September 2023 after the cost of two cables blew out by $1.7 billion to an estimated $5.5 billion. Under the plan, Victoria has a 33.3 per cent share and Tasmania 17.7 per cent, with an option to sell its stake to the Commonwealth on completion. Marinus Link has been touted as a critical component in making Tasmania the "battery" of the nation by increasing the island's capacity to export green power and allow excess energy generated on the mainland to be stored in Tasmania's hydro storage. The first stage is not slated to be finished until 2028/29. One of the nation's largest energy projects could be in doubt amid a government stoush and a cost blowout. The multi-billion-dollar Marinus Link undersea power cable project to connect Tasmania to the mainland has been touted as critical to making the island state the "battery of the nation" by increasing its capacity to export green power. The $5.5 billion project is set to be funded by the federal, Tasmanian and Victorian governments. The Tasmanian government's decision on its 17.7 per cent share of the link's Stage 1 cable, initially promised by July 31, has been delayed. Tasmania's Shadow Energy Minister Janie Finlay on Saturday accused Premier Jeremy Rockliff of blocking a briefing from Energy Minister Nick Duigan on the Marinus business case. It had been hoped the briefing would create bipartisan support to secure the project as Tasmania's Liberal government scrambles for survival following the July 19 election. "We are days away from a critical decision on one of Tasmania's largest infrastructure projects," Ms Finlay told reporters. "The business case has been sitting in the premier's office for two months, but Jeremy Rockliff won't let Tasmanians see it. "Not only have they just not briefed Tasmanian Labor, but the premier has stepped in and actively blocked that." Tasmanian Minerals, Manufacturing and Energy Council chief executive Ray Mostogl said the delay and uncertainty placed the entire project at risk. Marinus Link must "issue notice to proceed" by the end of August or lose a $1.07 billion contract with the Italy-based ­Prysmian Group to supply the 345km cable. Tasmania's Liberal government is in caretaker mode after the state election delivered another large crossbench, some of whom oppose the Marinus project. Ms Finlay accused the Rockliff government of hiding the Marinus Link business case for political gain because it included significant price impacts to pay for transmission infrastructure. The government has denied Mr Rockliff or his staff blocked a briefing, saying the opposition would be briefed in line with caretaker conventions. "We are carefully and methodically working through the details, with a decision expected soon," Mr Duigan said. The undersea electricity and data connector would link Tasmania's northwest with Victoria's Latrobe Valley and allow the smaller state to import surplus solar while exporting hydropower to the mainland grid, where it could help reduce the risk of brownouts. The project was scaled back in September 2023 after the cost of two cables blew out by $1.7 billion to an estimated $5.5 billion. Under the plan, Victoria has a 33.3 per cent share and Tasmania 17.7 per cent, with an option to sell its stake to the Commonwealth on completion. Marinus Link has been touted as a critical component in making Tasmania the "battery" of the nation by increasing the island's capacity to export green power and allow excess energy generated on the mainland to be stored in Tasmania's hydro storage. The first stage is not slated to be finished until 2028/29. One of the nation's largest energy projects could be in doubt amid a government stoush and a cost blowout. The multi-billion-dollar Marinus Link undersea power cable project to connect Tasmania to the mainland has been touted as critical to making the island state the "battery of the nation" by increasing its capacity to export green power. The $5.5 billion project is set to be funded by the federal, Tasmanian and Victorian governments. The Tasmanian government's decision on its 17.7 per cent share of the link's Stage 1 cable, initially promised by July 31, has been delayed. Tasmania's Shadow Energy Minister Janie Finlay on Saturday accused Premier Jeremy Rockliff of blocking a briefing from Energy Minister Nick Duigan on the Marinus business case. It had been hoped the briefing would create bipartisan support to secure the project as Tasmania's Liberal government scrambles for survival following the July 19 election. "We are days away from a critical decision on one of Tasmania's largest infrastructure projects," Ms Finlay told reporters. "The business case has been sitting in the premier's office for two months, but Jeremy Rockliff won't let Tasmanians see it. "Not only have they just not briefed Tasmanian Labor, but the premier has stepped in and actively blocked that." Tasmanian Minerals, Manufacturing and Energy Council chief executive Ray Mostogl said the delay and uncertainty placed the entire project at risk. Marinus Link must "issue notice to proceed" by the end of August or lose a $1.07 billion contract with the Italy-based ­Prysmian Group to supply the 345km cable. Tasmania's Liberal government is in caretaker mode after the state election delivered another large crossbench, some of whom oppose the Marinus project. Ms Finlay accused the Rockliff government of hiding the Marinus Link business case for political gain because it included significant price impacts to pay for transmission infrastructure. The government has denied Mr Rockliff or his staff blocked a briefing, saying the opposition would be briefed in line with caretaker conventions. "We are carefully and methodically working through the details, with a decision expected soon," Mr Duigan said. The undersea electricity and data connector would link Tasmania's northwest with Victoria's Latrobe Valley and allow the smaller state to import surplus solar while exporting hydropower to the mainland grid, where it could help reduce the risk of brownouts. The project was scaled back in September 2023 after the cost of two cables blew out by $1.7 billion to an estimated $5.5 billion. Under the plan, Victoria has a 33.3 per cent share and Tasmania 17.7 per cent, with an option to sell its stake to the Commonwealth on completion. Marinus Link has been touted as a critical component in making Tasmania the "battery" of the nation by increasing the island's capacity to export green power and allow excess energy generated on the mainland to be stored in Tasmania's hydro storage. The first stage is not slated to be finished until 2028/29. One of the nation's largest energy projects could be in doubt amid a government stoush and a cost blowout. The multi-billion-dollar Marinus Link undersea power cable project to connect Tasmania to the mainland has been touted as critical to making the island state the "battery of the nation" by increasing its capacity to export green power. The $5.5 billion project is set to be funded by the federal, Tasmanian and Victorian governments. The Tasmanian government's decision on its 17.7 per cent share of the link's Stage 1 cable, initially promised by July 31, has been delayed. Tasmania's Shadow Energy Minister Janie Finlay on Saturday accused Premier Jeremy Rockliff of blocking a briefing from Energy Minister Nick Duigan on the Marinus business case. It had been hoped the briefing would create bipartisan support to secure the project as Tasmania's Liberal government scrambles for survival following the July 19 election. "We are days away from a critical decision on one of Tasmania's largest infrastructure projects," Ms Finlay told reporters. "The business case has been sitting in the premier's office for two months, but Jeremy Rockliff won't let Tasmanians see it. "Not only have they just not briefed Tasmanian Labor, but the premier has stepped in and actively blocked that." Tasmanian Minerals, Manufacturing and Energy Council chief executive Ray Mostogl said the delay and uncertainty placed the entire project at risk. Marinus Link must "issue notice to proceed" by the end of August or lose a $1.07 billion contract with the Italy-based ­Prysmian Group to supply the 345km cable. Tasmania's Liberal government is in caretaker mode after the state election delivered another large crossbench, some of whom oppose the Marinus project. Ms Finlay accused the Rockliff government of hiding the Marinus Link business case for political gain because it included significant price impacts to pay for transmission infrastructure. The government has denied Mr Rockliff or his staff blocked a briefing, saying the opposition would be briefed in line with caretaker conventions. "We are carefully and methodically working through the details, with a decision expected soon," Mr Duigan said. The undersea electricity and data connector would link Tasmania's northwest with Victoria's Latrobe Valley and allow the smaller state to import surplus solar while exporting hydropower to the mainland grid, where it could help reduce the risk of brownouts. The project was scaled back in September 2023 after the cost of two cables blew out by $1.7 billion to an estimated $5.5 billion. Under the plan, Victoria has a 33.3 per cent share and Tasmania 17.7 per cent, with an option to sell its stake to the Commonwealth on completion. Marinus Link has been touted as a critical component in making Tasmania the "battery" of the nation by increasing the island's capacity to export green power and allow excess energy generated on the mainland to be stored in Tasmania's hydro storage. The first stage is not slated to be finished until 2028/29.

Australian-developed electric Mini Moke now available
Australian-developed electric Mini Moke now available

The Advertiser

time3 hours ago

  • The Advertiser

Australian-developed electric Mini Moke now available

Australians can now buy a street-legal, all-electric Mini Moke, courtesy of Melbourne-based electric vehicle (EV) conversion company Jaunt Motors, but you'll have to pay handsomely for it. Jaunt's electric Moke conversion, which is now available for customer commission ahead of delivery in 2026, is priced from $140,000 – excluding the cost of the donor vehicle. The EV converter is also offering its new Moke EV conversion platform to independent workshops around Australia, including installation training and instruction, with trade prices starting at $90,000. CarExpert can save you thousands on a new car. Click here to get a great deal. Separately, Moke International is offering an electric Moke for the equivalent of about $69,500 including taxes, delivery and first registration fees in the UK, and has received approval to sell 1500 Mokes in the EU under that market's ultra-low volume vehicle regulations, as well as approval to sell 325 cars in the US this year. The company hopes it can make a similar case for ultra-low volume imports to Australia, where a significant proportion of customers are also expected to be high-end resorts that want to offer customers Moke EVs for complimentary use, short-term rental or as shuttle vehicles. However, Moke International's EV is yet to be confirmed for Australia while Jaunt says every component installed in its electric Moke is CAD designed and engineered to meet Australian Design Rules and local conditions, meaning its vehicles can be registered in every state and territory – a process it will complete before the car is delivered to you. Better known for creating battery-electric versions of the original Land Rover Defender as well as classic Mini Coopers and Porsche 911s, Jaunt also says it plans to extend its conversion platforms to other classic models such as the original Range Rover and Volkswagen Kombi, "making iconic vehicles more accessible, sustainable and engineered in a world moving toward zero-emissions". Based in Scoresby, Victoria, Jaunt specialises in converting classic and specialty vehicles to electric power with a focus on safety, compliance and craftsmanship, and says its engineered electric platforms and conversions "preserve the charm of iconic cars while making them safer, cleaner and better to drive". Jaunt's Moke EV is powered by a single front-mounted electric motor producing 72kW of power and 175Nm of torque, fed by a 19kWh battery pack that's mounted under the tub and takes between just two and three hours to recharge thanks to a 400-volt electrical architecture. Those numbers aren't big in a world of high-performance EVs, but Jaunt says its Moke can accelerate from 0-100km/h in just seven seconds – "even uphill" – in sport mode, while a regenerative braking system turns the motor into a generator to assist the mechanical brakes. Jaunt's electric upgrade retains the original Moke's low kerb weight, allowing it to be a four-seater without exceeding GVM, as well as its compact dimensions and nimble dynamics. However, it isn't being pitched as a high-performance EV, but one that's "ready for exactly what it was originally designed for: short, joyful, open-air drives". That said, a polished stainless steel-bodied version Jaunt built from the ground up and featuring LED lighting and CNC-machined badges is claimed to be lighter than the original Moke, while offering a better torque-to-weight ratio than a Tesla Model 3 Performance. In addition to the EV conversion and a 7.8:1 single gear ratio to suit larger 13-inch wheels, the retail version supplied directly to customers comes with upgraded brake, steering and suspension systems, plus ADR-compliant seats with seatbelts mounted to a new roll bar system covered by a custom canvas top. Based around a new BMH front sub-frame, the EV system bolts to existing mounting points under the bonnet and comprises the battery, electric motor and inverter, plus driveshafts, a motor cooling system, bi-directional charger and a completely new integrated 12-volt electrical system. It also comes with a new centre dash panel complete with modern digital gauges and controls, an electric parking brake, pop-up charge port and all of the necessary body block-out panels. Braking, steering and suspension systems can be further customised to meet customer needs, and additional custom parts are also available. Jaunt Motors CEO and co-founder Dave Budge says all of this gives the humble old Moke the ability to perform like a brand-new vehicle despite being originally built more than half a century ago. "Classic cars are charming," he said. "They've got stories, they've got soul. But they're also unreliable and are getting harder to maintain. What we're doing isn't about reinventing the car. It's about keeping what was great and fixing everything that wasn't. "This isn't just a loose collection of parts. It's a complete platform we've engineered, built and tested to ADR compliance and the latest EV safety standards. "Now we're making it available to others who care about doing conversions correctly. It allows restorers and auto specialists to deliver fully roadworthy electric Mokes that are safe, legal and will last another 50 years." MORE: Meet the Melbourne startup turning old Land Rovers into electric vehicles Content originally sourced from: Australians can now buy a street-legal, all-electric Mini Moke, courtesy of Melbourne-based electric vehicle (EV) conversion company Jaunt Motors, but you'll have to pay handsomely for it. Jaunt's electric Moke conversion, which is now available for customer commission ahead of delivery in 2026, is priced from $140,000 – excluding the cost of the donor vehicle. The EV converter is also offering its new Moke EV conversion platform to independent workshops around Australia, including installation training and instruction, with trade prices starting at $90,000. CarExpert can save you thousands on a new car. Click here to get a great deal. Separately, Moke International is offering an electric Moke for the equivalent of about $69,500 including taxes, delivery and first registration fees in the UK, and has received approval to sell 1500 Mokes in the EU under that market's ultra-low volume vehicle regulations, as well as approval to sell 325 cars in the US this year. The company hopes it can make a similar case for ultra-low volume imports to Australia, where a significant proportion of customers are also expected to be high-end resorts that want to offer customers Moke EVs for complimentary use, short-term rental or as shuttle vehicles. However, Moke International's EV is yet to be confirmed for Australia while Jaunt says every component installed in its electric Moke is CAD designed and engineered to meet Australian Design Rules and local conditions, meaning its vehicles can be registered in every state and territory – a process it will complete before the car is delivered to you. Better known for creating battery-electric versions of the original Land Rover Defender as well as classic Mini Coopers and Porsche 911s, Jaunt also says it plans to extend its conversion platforms to other classic models such as the original Range Rover and Volkswagen Kombi, "making iconic vehicles more accessible, sustainable and engineered in a world moving toward zero-emissions". Based in Scoresby, Victoria, Jaunt specialises in converting classic and specialty vehicles to electric power with a focus on safety, compliance and craftsmanship, and says its engineered electric platforms and conversions "preserve the charm of iconic cars while making them safer, cleaner and better to drive". Jaunt's Moke EV is powered by a single front-mounted electric motor producing 72kW of power and 175Nm of torque, fed by a 19kWh battery pack that's mounted under the tub and takes between just two and three hours to recharge thanks to a 400-volt electrical architecture. Those numbers aren't big in a world of high-performance EVs, but Jaunt says its Moke can accelerate from 0-100km/h in just seven seconds – "even uphill" – in sport mode, while a regenerative braking system turns the motor into a generator to assist the mechanical brakes. Jaunt's electric upgrade retains the original Moke's low kerb weight, allowing it to be a four-seater without exceeding GVM, as well as its compact dimensions and nimble dynamics. However, it isn't being pitched as a high-performance EV, but one that's "ready for exactly what it was originally designed for: short, joyful, open-air drives". That said, a polished stainless steel-bodied version Jaunt built from the ground up and featuring LED lighting and CNC-machined badges is claimed to be lighter than the original Moke, while offering a better torque-to-weight ratio than a Tesla Model 3 Performance. In addition to the EV conversion and a 7.8:1 single gear ratio to suit larger 13-inch wheels, the retail version supplied directly to customers comes with upgraded brake, steering and suspension systems, plus ADR-compliant seats with seatbelts mounted to a new roll bar system covered by a custom canvas top. Based around a new BMH front sub-frame, the EV system bolts to existing mounting points under the bonnet and comprises the battery, electric motor and inverter, plus driveshafts, a motor cooling system, bi-directional charger and a completely new integrated 12-volt electrical system. It also comes with a new centre dash panel complete with modern digital gauges and controls, an electric parking brake, pop-up charge port and all of the necessary body block-out panels. Braking, steering and suspension systems can be further customised to meet customer needs, and additional custom parts are also available. Jaunt Motors CEO and co-founder Dave Budge says all of this gives the humble old Moke the ability to perform like a brand-new vehicle despite being originally built more than half a century ago. "Classic cars are charming," he said. "They've got stories, they've got soul. But they're also unreliable and are getting harder to maintain. What we're doing isn't about reinventing the car. It's about keeping what was great and fixing everything that wasn't. "This isn't just a loose collection of parts. It's a complete platform we've engineered, built and tested to ADR compliance and the latest EV safety standards. "Now we're making it available to others who care about doing conversions correctly. It allows restorers and auto specialists to deliver fully roadworthy electric Mokes that are safe, legal and will last another 50 years." MORE: Meet the Melbourne startup turning old Land Rovers into electric vehicles Content originally sourced from: Australians can now buy a street-legal, all-electric Mini Moke, courtesy of Melbourne-based electric vehicle (EV) conversion company Jaunt Motors, but you'll have to pay handsomely for it. Jaunt's electric Moke conversion, which is now available for customer commission ahead of delivery in 2026, is priced from $140,000 – excluding the cost of the donor vehicle. The EV converter is also offering its new Moke EV conversion platform to independent workshops around Australia, including installation training and instruction, with trade prices starting at $90,000. CarExpert can save you thousands on a new car. Click here to get a great deal. Separately, Moke International is offering an electric Moke for the equivalent of about $69,500 including taxes, delivery and first registration fees in the UK, and has received approval to sell 1500 Mokes in the EU under that market's ultra-low volume vehicle regulations, as well as approval to sell 325 cars in the US this year. The company hopes it can make a similar case for ultra-low volume imports to Australia, where a significant proportion of customers are also expected to be high-end resorts that want to offer customers Moke EVs for complimentary use, short-term rental or as shuttle vehicles. However, Moke International's EV is yet to be confirmed for Australia while Jaunt says every component installed in its electric Moke is CAD designed and engineered to meet Australian Design Rules and local conditions, meaning its vehicles can be registered in every state and territory – a process it will complete before the car is delivered to you. Better known for creating battery-electric versions of the original Land Rover Defender as well as classic Mini Coopers and Porsche 911s, Jaunt also says it plans to extend its conversion platforms to other classic models such as the original Range Rover and Volkswagen Kombi, "making iconic vehicles more accessible, sustainable and engineered in a world moving toward zero-emissions". Based in Scoresby, Victoria, Jaunt specialises in converting classic and specialty vehicles to electric power with a focus on safety, compliance and craftsmanship, and says its engineered electric platforms and conversions "preserve the charm of iconic cars while making them safer, cleaner and better to drive". Jaunt's Moke EV is powered by a single front-mounted electric motor producing 72kW of power and 175Nm of torque, fed by a 19kWh battery pack that's mounted under the tub and takes between just two and three hours to recharge thanks to a 400-volt electrical architecture. Those numbers aren't big in a world of high-performance EVs, but Jaunt says its Moke can accelerate from 0-100km/h in just seven seconds – "even uphill" – in sport mode, while a regenerative braking system turns the motor into a generator to assist the mechanical brakes. Jaunt's electric upgrade retains the original Moke's low kerb weight, allowing it to be a four-seater without exceeding GVM, as well as its compact dimensions and nimble dynamics. However, it isn't being pitched as a high-performance EV, but one that's "ready for exactly what it was originally designed for: short, joyful, open-air drives". That said, a polished stainless steel-bodied version Jaunt built from the ground up and featuring LED lighting and CNC-machined badges is claimed to be lighter than the original Moke, while offering a better torque-to-weight ratio than a Tesla Model 3 Performance. In addition to the EV conversion and a 7.8:1 single gear ratio to suit larger 13-inch wheels, the retail version supplied directly to customers comes with upgraded brake, steering and suspension systems, plus ADR-compliant seats with seatbelts mounted to a new roll bar system covered by a custom canvas top. Based around a new BMH front sub-frame, the EV system bolts to existing mounting points under the bonnet and comprises the battery, electric motor and inverter, plus driveshafts, a motor cooling system, bi-directional charger and a completely new integrated 12-volt electrical system. It also comes with a new centre dash panel complete with modern digital gauges and controls, an electric parking brake, pop-up charge port and all of the necessary body block-out panels. Braking, steering and suspension systems can be further customised to meet customer needs, and additional custom parts are also available. Jaunt Motors CEO and co-founder Dave Budge says all of this gives the humble old Moke the ability to perform like a brand-new vehicle despite being originally built more than half a century ago. "Classic cars are charming," he said. "They've got stories, they've got soul. But they're also unreliable and are getting harder to maintain. What we're doing isn't about reinventing the car. It's about keeping what was great and fixing everything that wasn't. "This isn't just a loose collection of parts. It's a complete platform we've engineered, built and tested to ADR compliance and the latest EV safety standards. "Now we're making it available to others who care about doing conversions correctly. It allows restorers and auto specialists to deliver fully roadworthy electric Mokes that are safe, legal and will last another 50 years." MORE: Meet the Melbourne startup turning old Land Rovers into electric vehicles Content originally sourced from: Australians can now buy a street-legal, all-electric Mini Moke, courtesy of Melbourne-based electric vehicle (EV) conversion company Jaunt Motors, but you'll have to pay handsomely for it. Jaunt's electric Moke conversion, which is now available for customer commission ahead of delivery in 2026, is priced from $140,000 – excluding the cost of the donor vehicle. The EV converter is also offering its new Moke EV conversion platform to independent workshops around Australia, including installation training and instruction, with trade prices starting at $90,000. CarExpert can save you thousands on a new car. Click here to get a great deal. Separately, Moke International is offering an electric Moke for the equivalent of about $69,500 including taxes, delivery and first registration fees in the UK, and has received approval to sell 1500 Mokes in the EU under that market's ultra-low volume vehicle regulations, as well as approval to sell 325 cars in the US this year. The company hopes it can make a similar case for ultra-low volume imports to Australia, where a significant proportion of customers are also expected to be high-end resorts that want to offer customers Moke EVs for complimentary use, short-term rental or as shuttle vehicles. However, Moke International's EV is yet to be confirmed for Australia while Jaunt says every component installed in its electric Moke is CAD designed and engineered to meet Australian Design Rules and local conditions, meaning its vehicles can be registered in every state and territory – a process it will complete before the car is delivered to you. Better known for creating battery-electric versions of the original Land Rover Defender as well as classic Mini Coopers and Porsche 911s, Jaunt also says it plans to extend its conversion platforms to other classic models such as the original Range Rover and Volkswagen Kombi, "making iconic vehicles more accessible, sustainable and engineered in a world moving toward zero-emissions". Based in Scoresby, Victoria, Jaunt specialises in converting classic and specialty vehicles to electric power with a focus on safety, compliance and craftsmanship, and says its engineered electric platforms and conversions "preserve the charm of iconic cars while making them safer, cleaner and better to drive". Jaunt's Moke EV is powered by a single front-mounted electric motor producing 72kW of power and 175Nm of torque, fed by a 19kWh battery pack that's mounted under the tub and takes between just two and three hours to recharge thanks to a 400-volt electrical architecture. Those numbers aren't big in a world of high-performance EVs, but Jaunt says its Moke can accelerate from 0-100km/h in just seven seconds – "even uphill" – in sport mode, while a regenerative braking system turns the motor into a generator to assist the mechanical brakes. Jaunt's electric upgrade retains the original Moke's low kerb weight, allowing it to be a four-seater without exceeding GVM, as well as its compact dimensions and nimble dynamics. However, it isn't being pitched as a high-performance EV, but one that's "ready for exactly what it was originally designed for: short, joyful, open-air drives". That said, a polished stainless steel-bodied version Jaunt built from the ground up and featuring LED lighting and CNC-machined badges is claimed to be lighter than the original Moke, while offering a better torque-to-weight ratio than a Tesla Model 3 Performance. In addition to the EV conversion and a 7.8:1 single gear ratio to suit larger 13-inch wheels, the retail version supplied directly to customers comes with upgraded brake, steering and suspension systems, plus ADR-compliant seats with seatbelts mounted to a new roll bar system covered by a custom canvas top. Based around a new BMH front sub-frame, the EV system bolts to existing mounting points under the bonnet and comprises the battery, electric motor and inverter, plus driveshafts, a motor cooling system, bi-directional charger and a completely new integrated 12-volt electrical system. It also comes with a new centre dash panel complete with modern digital gauges and controls, an electric parking brake, pop-up charge port and all of the necessary body block-out panels. Braking, steering and suspension systems can be further customised to meet customer needs, and additional custom parts are also available. Jaunt Motors CEO and co-founder Dave Budge says all of this gives the humble old Moke the ability to perform like a brand-new vehicle despite being originally built more than half a century ago. "Classic cars are charming," he said. "They've got stories, they've got soul. But they're also unreliable and are getting harder to maintain. What we're doing isn't about reinventing the car. It's about keeping what was great and fixing everything that wasn't. "This isn't just a loose collection of parts. It's a complete platform we've engineered, built and tested to ADR compliance and the latest EV safety standards. "Now we're making it available to others who care about doing conversions correctly. It allows restorers and auto specialists to deliver fully roadworthy electric Mokes that are safe, legal and will last another 50 years." MORE: Meet the Melbourne startup turning old Land Rovers into electric vehicles Content originally sourced from:

DOWNLOAD THE APP

Get Started Now: Download the App

Ready to dive into a world of global content with local flavor? Download Daily8 app today from your preferred app store and start exploring.
app-storeplay-store