Yes, I agree that battery technology still has a ways to go. Regenerative braking is also important for sure, and I agree with the point about manual transmissions contributing to power loss. In my case with the '67 Spitfire, I am in no hurry and plan on driving it possibly many thousand miles as a ICE vehicle. I am just thinking long term, assuming no major engine failure before those thousands of miles, when it comes time to pull the whole block and perform major mechanics or a complete rebuilt. Then, if prices have dropped enough and battery technology improved enough, I would consider a electric motor with a short range of no more than 100 miles to keep down costs and weight. The car would remain a local hobby car for short distances around town as it is now, would have time to be plugged in overnight in a 110 outlet for a slow charge, and would remain with no frills as it is now (no radio, air conditioning, power steering (fine with rack and pinion), no internet connectivity, blue tooth, etc.). The only modifications I have done so far to the original mechanics are: using pancake-style air filters with washable filter elements for a MK3 Spitfire instead of the pleated paper air filters standard on the MK2 (I was fortunate to barely squeeze the pancake filters in between the fuel lines leading to the dual HS2 carbs) and gutting the condenser and points in the Delco Remy distributor for a Pertronix electronic ignition. If the time comes for a removal of the 1147 cc Triumph ICE and a basic electric motor conversion, I hope to still be flexible and coordinated enough in my old age to do the conversion myself. As I mentioned earlier, I'll still have the Honda S2000 for road trips, and that's the car I feel would it would be sacrilege to convert over. Now if I had a Triumph TR3B in pristine condition, yes, I would also consider it sacrilege to convert that car over, but not the Spitfire.