The Chevrolet Chevelle is a classic American car that was built for performance, especially in the 1960s and 1970s. People still talk about it because it has a strong, sporty reputation. In the podcast, it’s mentioned as an example in a comparison about how a car might fail dramatically.
“EV fires” means fires involving electric cars. The point here is that EVs might be less likely to burn, but when they do, it can happen in different situations than with gas cars.
“Vehicle fires” just means fires that start in or around a car. Here, the hosts are using fire statistics to compare how often different kinds of cars catch fire.
Fuel lines are the tubes that move fuel from the gas tank to the engine. If they get old and crack, fuel can leak and ignite—especially if it reaches hot parts like the exhaust.
A tow truck is what you use to pull a broken car out of the way. The host is saying EV fires can sometimes start after a crash, during recovery, not just while the car is moving.
A gas line is the tube that carries gasoline to the engine. If it cracks, gasoline can leak and potentially catch fire if it lands on hot engine parts.
The manifold is part of the exhaust system that gets very hot. If fuel leaks onto it, it can ignite and start a fire.
Car
Hillman Hunter
The Hillman Hunter is an older British gasoline car. The host is using it as an example that gas cars can also catch fire if a fuel line leaks and sprays fuel onto hot parts.
Rollover accidents are crashes where a vehicle tips onto its side or roof. In EVs, rollovers can damage the battery pack or its protective structure, increasing the chance of thermal events and making firefighting more complicated.
In an EV, the battery pack stores the electricity that powers the car. The host is saying that the fire risk comes from energy stored in that battery area.
Fire retardant is a substance firefighters use to slow down burning. The idea here is that EV battery fires may require specific suppression methods aimed at the battery area.
Term
battery that's in the floor of the car
Many EVs put the battery pack under the floor. If that battery is what’s burning, it can be tougher to put out because it’s located low in the car.
The EV battery can still hold energy even after the car is turned off. If the battery gets damaged, that stored energy can end up feeding the fire instead of just sitting there safely.
A recovery truck is the vehicle that tows or hauls a crashed or broken car. The host is saying EV battery issues can show up after the crash, not just at the moment of impact.
“Space Wagon” sounds like a made-up or themed vehicle name. In the podcast, it’s used in a playful way, not as a specific real-world car you can buy. The point is to describe an imaginative “vehicle from the future” idea.
A lead-acid battery is a type of rechargeable battery. It was one of the earliest battery technologies used in vehicles because it could store electricity and deliver power reliably.
Car
La Jamais Contente
La Jamais Contente is the name of an early electric car that set a land-speed record. It’s remembered because it proved electric cars could be extremely fast even back then.
The Ford Model T is an old car that was made in large numbers. It’s important because it helped make cars more common for everyday people. The podcast mentions it to point to a time period before that car existed.
The Model T was a very popular early Ford car. In this episode, it’s mentioned because it helped gasoline cars become the mainstream choice, pushing electric cars back for a while.
Regenerative braking helps slow the car while also recharging the battery. Instead of wasting the slowing energy as heat, the car uses it to put some power back in.
Term
lithium iron flow
This phrase is about the battery chemistry—what the battery is made of and how it works internally. The host is saying the battery’s behavior (how well it works and stays stable) is what matters most.
Failure rate just means how likely something is to break. In EV batteries, manufacturers want it to be extremely unlikely—so they can build cars at scale without constant battery problems.
Battery cells are the small building blocks inside the battery pack. The speaker is saying that because there are lots of them, the system has to be designed so one bad cell doesn’t cause bigger problems.
The BMW 740 is a BMW 7 Series sedan used here as a comparison point while discussing EVs. The host contrasts the idea of EVs being “glorified golf carts” with the experience of driving a traditional luxury car like a BMW 740.
This is the idea that a battery fire can start when one small part of the battery gets too hot. Once it overheats, it can make neighboring parts overheat too.
A Toyota Prius is a car that uses both a gas engine and an electric motor. The goal is to use less fuel than a typical gas-only car. In the podcast, it’s mentioned as a recognizable example of a real car people know.
An EV dealer is a shop that sells and services electric cars. Here, it’s mentioned because the work on the used EV is being handled through people who know EVs.
In an electric car, the “pack” is the car’s big battery. It’s made of lots of smaller battery pieces, and if it’s taken apart and put back, it has to be put together correctly.
Inside the battery, charged particles (ions) move around when you charge and when you drive. The point here is that repeated charging and discharging can make a weak cell get hotter over time.
In EV fire-safety discussions, “coolant” refers to cooling fluid used to reduce battery temperatures and slow or stop thermal runaway. The key idea here is timing—cooling early can limit how far overheating spreads.
It’s the battery’s “domino effect” when one part gets too hot and then heats up the neighboring parts. If you don’t stop it quickly, it can turn into a self-feeding fire.
Thermal runaway is when a battery starts overheating and then keeps getting hotter on its own. Once it starts, it can turn a small problem into a much bigger fire risk very quickly.
Electrolytes are the battery’s internal chemicals that help the battery move energy around. If the battery gets too hot, those chemicals can start boiling and breaking down, making fire more likely.
Term
O2
O2 means oxygen. When the battery overheats, it can create oxygen around the cell, which helps a fire burn more strongly.
200 milliseconds is a tiny fraction of a second. The speaker is emphasizing that once the battery starts failing, it can turn into a full fire almost instantly.
Term
stay of charge
This is likely “state of charge,” meaning how full the battery is. The speaker is saying being at a higher level can make a damaged EV battery more likely to catch fire.
The Chevrolet Bolt EV is a mass-market EV that became central to battery-safety discussions after major recalls. In this segment, the host references a 2021 recall where batteries were replaced, highlighting how battery issues can drive large-scale safety actions.
Limiting charging to 80% means the car won’t fill the battery all the way. The goal is to lower risk by staying away from the most full-charge condition.
Accident prevention is the idea of reducing crashes and incidents before they happen through training, procedures, and infrastructure. In the context of EV fires, it includes how emergency services and tow operators handle incidents to lower the chance of ignition and escalation.
EVs are electric cars that run on electricity, not a gas engine. The host says modern EVs are much better than older gas cars when it comes to fire risk.
Gas-powered cars are the usual type that run on gasoline. The episode is comparing how fire risk differs between those and electric cars.
LIVE
John Summers is the motoring historian.
He was a company car thrashing technology sales rep that turned into a fairly inept sports bike rider.
Hailing from California, he collects cars and bikes built with plenty of cheap and fast, and not much reliable.
On his show, he gets together with various co-hosts to talk about new and old cars, driving, motor bikes, motor racing, and motoring travel.
Good day, good morning, good afternoon.
It is John Summers, the motoring historian.
Today, electric vehicle fires.
Or more specifically, is there anything in what these conspiracy theorists type say about,
oh EVs, they all catch fire?
Because you know, instinctively, right?
Yeah, computer gets hot, but on the face of it, normal cars have like a lot of electric
but on the face of it, normal cars have like gasoline and the gasoline runs in little rubber hoses right by the hot exhaust, right?
That's what cars were like years ago.
It just feels like instinctively a Chevy Chevelle is more likely to burst into flames rather than a Tesla.
That's just how I feel about it.
But with sounding the fact that obviously the Tesla can get in the sea and I love a VA Chevelle,
even if it is going to catch on fire and burn it and myself to a crisp.
But that's not why you're tuned in, is it?
You tuned in really for me to actually tell you whether or not this EV fire thing is actually real or just some BS.
So let's drill into that and let's drill into that via a presentation that I had as another one of these Society of Automotive Engineer things that took place at Stanford.
This is a couple of ways.
Not at Stanford, it's in Palo Alto at the Nordic Innovation House or something.
I think that's the name of the venue.
But anyway, the fellow who I saw present was called Dr. Adid Kamal.
And he's a professor of thermal science at a firm called Exponent.
Now, it's worth going to their website and looking at what they do because basically, you know, when that Boeing 747 or 737,
when they kept on trying to, you know, fly the plane at the ground and crash,
explode and with the people who Boeing came to to be like, shit, the plane won't work properly.
Help us.
You know, they are these kind of process and material engineers, but ultra clever Stanford ones.
Jeff buys cars, the YouTuber.
He does all these things about EV, La La Land and how terrible that they are.
So partly I went to this session so that I could reach out to him and say, you know, these are the facts on EV fires.
It took the presenter there.
I can't read his name properly.
I wrote it down like Adid or Avid or something like that.
I'm sorry, sir.
You were very well informed and a terrific presenter and I'm sorry.
I didn't write your name down properly, but not to worry.
Kamal was the second name.
I'll look him up on the website and connect him and all of that.
So the point is that he spent a long time not really answering what would have been, you know, Jeff buys cars, conspiracy theorists, YouTuber.
So, you know, so Jeff had piqued my interest, right?
Jeff had made me think, oh, you know, maybe there is something in this, this EV fires thing.
I'll see what the standard perspective was.
And I reached out to Jeff to be like, you know, I'm going to this thing.
Are you interested in what I learn?
And I didn't hear back from him.
Obviously, you know, he's a YouTuber with a million subscribers, right?
You know what I mean?
He's probably got better things to be doing than responding to me.
I'm not bothered by that.
Right.
But then just a couple of weeks later, he did another EV fires thing being like, oh, doom and gloom.
These EV cars will be the death of us.
And I'm like, no, dude, I gave you the chance to have the proper information and you just rejected it.
So bit of a butthole.
You know, anyway, whatever.
So, so Jeff, thanks for peeking me.
But dude, you're a bit of an idiot because the raw stats, it took this Kemmel fellow a while to get there.
But the raw stats, you can hear me leafing through my notes, going to the end of the presentation here.
But look, the number of vehicle fires since 1980 has decreased by half.
Consistently, the study that he had showed, you know, from like insurance data showed that vehicle fires
almost always occur in vehicles that are 10 to 20 years old.
So it's that stravelle where the fuel lines have got old and have started to crack.
It does get on the exhaust.
Those cars do catch fire.
They always did.
It seems like EVs five times or 10 times less likely to actually catch fire.
But there are circumstances where they do and the way in which they do is different from the way that gas cars do.
What do I mean by that?
I mean, you know, they'll wreck you'll get it on the back of the tow truck.
The thing will catch fire afterwards.
You'll get it in the tow yard.
It won't move for six weeks.
It will still catch fire, believe it or not.
There are even stories of that happening in an LA tow yard.
So that is fuel to the fire.
Forgive the pun of folk like Jeff who are like, well, I'm afraid I'll take my, you know,
the Hillman Hunter with its cracked gas line spraying gas right onto the hot manifold.
You know, I'll take my risk of that fire and that I can understand.
I'll take that over, you know, the EV fire that's all peculiar and sometimes it catches fire and sometimes it doesn't.
And there's not any real flame.
And when you put water on it, you know, it doesn't put the flame out and all of that.
And that's just the case, you know, the fire department needing to have the right fire to put it out.
Or the other thing he said is a lot of them are like rollover accidents.
Or if the cars not rolled over the batteries caught fire, you can actually spray the fire retardant where the fire is.
Because the fire is on the battery that's in the floor of the car.
So what are we saying here?
We're saying that as society pivots to using more and more electric vehicles, the fire risk,
whilst it's still there, is going to be significantly reduced.
EV fires are different because with ice cars, once you turn off the motor, there is no fire risk.
The problem with EVs is there's still energy trapped in the battery.
That energy has to go somewhere, you know, can't just sit in the gas tank inert.
It has to go somewhere and that's where there's the fire risk.
And that's why the fires can happen, you know, when the accident's over,
when the car's on the back of the recovery truck or in the tow yard.
And even weeks later, if the circumstances are right.
And what I'm going to talk about in the rest of this presentation is the stuff that he talked about as being,
you know, what goes wrong inside the battery for fires to happen.
So stranded energy causes the fires.
Getting it all out, that's the holy grail.
Because if you can suck it all out, there's no chance of fire.
Coming back to the top of my presentation, 15% of total fires are EVs.
And by that, he includes pure EVs and hybrids as well.
I don't know why I had that start up there because I'm going to jump around now and just tell you a little bit about X-Bun.
And it's a firm of Stanford Gras that started about 30 years ago.
Hundreds of PhDs, that was what I wrote down here.
So, and projects they were involved in were the Toyota Unintended Acceleration.
They also talked about this is something if you're in the Bay Area, you'll remember it.
But there was a gas explosion in San Bruno a couple of years ago.
And they looked at what it was that caused that and the Boeing Max flying at the ground.
That was them that did the analysis and the fix on that.
So that's big cheese shit, isn't it?
Like that's called a slight spade of spade.
Now, the next thing he did was he did a sort of, you know, how did we get here?
Always amuses me when scientists do the history piece, right?
Because as scientists, they always want to be able to say, you know,
first there was the Cugno steam chariot, then there was, you know, car bends at his wife who patent,
you know, they want to have this, you know, after one comes two and after two comes three kind of story.
And of course history doesn't work like that.
And we historians, we just love to change our mind about whether three really came before two
or whether three is really more than two or whether three is actually more like one.
We as historians really love having those kind of debates and scientists
tend not to want to do that.
And as an automobile historian, you exist in this place where so many of the people writing
auto history are engineers who need this A, B, C, D, E kind of path.
And as a train historian, you're actually unwilling to go down that kind of path.
And this is why auto history does not exist in history departments as such.
We exist under technology history and the more interesting bits of automotive history,
I think almost fit in philosophy of history.
But look, I don't want to fall down.
I have fallen down that rat hole, haven't I?
But the point is, right, that he positioned up, you know, the history of, you know,
how did we get to where we were 1859, the first lead acid battery, gas storm, plantae, apparently 1888.
I think that says first production EV.
This was a chap called Thomas Parker in England.
In 1928, percent of vehicles were electric.
Did we know that?
Of course, we guys did the Baker Electric and all of that.
And, and, you know, I certainly can never forget that French count whose name escapes me,
but whose car held the land speed record for a bit.
And he called it La Jamais Contente.
They're never happy.
And he named it after his wife.
So that 28% statistic of, you know, all vehicles, that's before the Model T and it's before Rockefeller
and oil consolidation.
So, you know, really between those two things, I don't know, it'd be interesting to do the research into it,
probably, but my sense is between those two things, those are the things that really did for early electric cars.
And if I need to, 1916, the Woods dual power hybrid.
Oh, I've missed the 1902 Studebaker Electric that had a 40 mile range and had regenerative brakes.
He made the point that, you know, all these batteries or these EVs, it's all about lithium iron flow.
And it's about making that flow rate work effectively.
And it's about making sure that even though you have many, many battery cells, you don't have a failure rate.
So the example that he gave was that Tesla came to exponent years ago saying the failure rate of their cells was about one in a million.
And that was not a good enough rate for them to be able to start building cars in a meaningful way.
So they came to exponent to say, how do we reduce the failure rate of these cells?
One thing that I did think was quite interesting was he did refer to EVs as glorified golf carts
whilst talking himself about driving a BMW 740.
So the cause of fires in EVs comes from a single cell warming up.
And the way that these things are laid out is that there's hundreds of these cells.
Well, the way to perhaps think about it is something like a Prius.
He's under the back seat.
There's something that looks like a giant cooler.
Almost it looks a bit like the power pack almost looks a bit like if you've seen tool chests in the bed of a pickup truck.
Those tool chests that go right up against the cab, those kind of tool chests, it looks like something like that.
And inside it, when you open it up and take it apart, there's all these sliced modules of cells.
So you can sort of pull them out almost like toast out of a toaster.
Then the individual cells within each slice.
So the reason I know that is that the Havnut did a video just recently where he tried to repair successfully.
He did repair the battery on a Toyota Prius.
I'll include the link for him doing that.
But the way that he did that was went to a specialist and, you know, rubber gloves and all of that.
And it is a bit frightening because the voltages are so huge that it just fucking fry you and kill you if you made a mistake.
So there is, you know, that element of it.
And, you know, when he was there with he went to an EV dealer, who he's friends with and he did the work.
But he had like the guy that steals in these second hand EVs.
He had him work with him basically for exactly for that reason of safety.
And the two of like the screwdrivers have got big rubber handles on them and they were wearing like Marigold.
Like washing up gloves to be doing the work.
And what Havnut was saying is the business of taking the pack out or access it.
The pack wasn't too difficult.
But the business of when you put the pack back together, making sure that it's all like cross referenced in the right way.
He had the, you know, he had the specialist do that.
And that to me looked like being a pretty hideous job.
I guess the other part of it is that it's not just enough to like pop another slice of toast in so to speak.
You have to balance the load across the cells.
And part of the reason why I'm sharing this is I think you can tell how slim my understanding is of the topic.
But I do feel like we're in a place now where there's beginning to be a raft of specialists who are able to replace and you as you know,
when me as a car enthusiast is able to recognize, well, have we replaced just one slice of toast there?
Or have we replaced the entire power pack?
Because if we've done the whole power pack, that's going to be better than just one slice of the toast and then having to balance the cells across the whole power pack with the new bank of cells inserted.
In essence, what happens and the language that this physicist fellow thermal dynamism specialist use.
Because that's basically what the bloke was.
The bloke was like a specialist in fire and explosions.
He talked about EV fires as being runaway thermal events.
At first you're a bit like, oh, adult beverage.
It's not really that because what we're saying is that one cell, there's a fault in the manufacturing somewhere.
It's just a bit weak for some reason.
And after the cycles of charge and recharge and you know, the ions flowing backwards and forwards and forwards, it gets hot.
It starts to fail.
And as it starts to fail, not just that one gets hot, it heats up its neighbors as well.
And that's what happens is that if it heats up its neighbors as well and the neighbors become damaged, eventually, and he did show, you know,
he showed video of this happening that, you know, if you can, you know, if you can spot it, come in like and get coolant to it within like half a second, you might stop it catching fire.
But fundamentally, when you can spot a little bit when it starts to get overheated, but the thermal runway path is quite short.
So think of it one, but catch is fire.
So if in a situation where the cars had a wreck and it's caught fire, the fire brigade come and they put out the fire, but the energy is still sitting in the battery and all the cells around the one that caught fire, they're all still damaged.
Even more now, if there's been a fire, probably the whole battery is damaged and there's hundreds of cells which are damaged.
So it's very easy to imagine how fires could start again.
And if you layer into the fact that, you know, when the chival is on fire, you know, you spray fire at the top of it and the fire goes out, you know, you don't open the hood and the fire goes out.
Whereas if it's in a battery that's underneath, unless the car's turned over, how are you even going to spray the retardant onto it as the fire people even been trained to look out for this kind of thing?
So it's just everyone being trained and ready to fight this new kind of fire that is the risk that the EVs represent.
Now, I do think it's interesting that whether it's the 10 to 20 year old, you know, Chevelle or Hillman Hunter that catches fire, or whether it's the 10 to 20 year old Tesla that catches fire, it's still technology, which is fundamentally, it's a lot of energy.
Which is stored and that storage as the mechanism of storing it becomes used up, it is likely to catch fire.
However, the Tesla at 10 years old is still a whole lot less likely to catch fire than the Hillman Hunter was, or, you know, whatever other silly example it was, I was just giving.
So it's not that there's nothing in what the conspiracy theorists are saying.
These EVs do catch fire in really weird and spooky ways.
But for Christ's sake, it's just not very many of them.
So Jeff, Jeff, you're misinforming people with this.
And when I offered to correct you, you just ignored me.
So I'm a little disappointed by that.
There's a little bit of deliberate misinformation going on in the anti EV world.
Who knew?
What a surprise.
Yeah.
So now they stack cells, but what they used to do is roll them up.
So it used to be there used to do more flat and then they would roll it in all up.
But that's an older design now and less efficient.
So the specifics of the thermal runaway event of this, that first the heating starts because of the cycling backwards and forwards and because that cell is maybe just less efficient than it's in the air.
So that's why it's so important to have a good sense of the heat.
And if the heat is allowed to continue unchecked, the plastic around the cell softens and melts.
That causes the electrolytes, which is the secret source of the battery that determines the electron flow.
And you know, is why your leaf battery claps out after a short amount of time,
whereas Tesla batteries seem to last far longer.
The electrolyte fluid boils.
The boiling of the electrolyte fluid creates O2.
And that's the first ingredients then for a full normal fire.
Yeah, he showed us a video of like a rolled up cell, so an older style cell.
He's showed it in slow motion and basically the whole thing, like the process from like okay to full on fire was 200 milliseconds.
I mean, it kind of boggled the mind a little bit.
So just like the gas car, if there's a tank full of gas, the fire risk is much worse than if there's not a tank full of gas.
So if you're on 80% stay of charge, the fire risk there, you know, for an EV which has wrecked and been damaged
if the battery pack has been physically damaged, you know, because if you hit it with a hammer or you smash it,
in fact, here's really interesting comparison that he gave.
The plane companies have in place a whole bunch of, you know, tray tables, upright kind of policies that are specifically around
making sure that you is the phone drop, right?
You know, they're always like, you know, we'll help you find the phone or all of that.
It's because hell or high water, they don't want the phone to be trapped in the reclining chair
because if the phone or an iPad or a computer is trapped in one of the reclining seats, you recline it, you break the device,
you damage the back, you know, you bend the device, you damage the battery.
That is why laptops and cell phones can burst into flames for exactly the same reason the cells damaged
and it leads to this breakdown and then, you know, the full on release of energy in the form of fire.
So with a full battery, the fire is going to be briefer and more intense.
You remember there was the incident where a car ferry had caught fire, not so long ago.
I'll include a link to I think there were multiple incidents, but what that has led to is the shipping companies are demanding
that the cars ship with a less than 50% state of charge to avoid the fire risk because if they have a fuller battery,
the fire, there's just, you know, there's more gas to burn, right?
It's that simple.
It's in a different form, but nonetheless, the stored energy, there's an issue with that, with how the energy is stored.
If a cell fails, if there's a fault in the manufacturing, you have this runaway thermal event.
And, you know, it always existed, right?
The Hillman hunters on their way being shipped to Iran.
Did you know there's lots and lots of Hillman hunters in Iran?
There's a whole sidebar about Hillman hunters being made after marketing.
But let's imagine the first Hillman hunters, they were actually shipped as knockdown kits and built in Iran.
But no, let's imagine the cars being shipped on the ferry in the same way.
For every 100,000 Hillman hunters, one might have a cracked fuel line, might not, and that car might leak gas.
And when you fire it up to drive it off the ferry, it might catch fire just exactly in the way that the EVs have.
So he wanted to talk about some particular issues.
One of them was that in 2021, all Chevy Bolts had a recall and they replaced all the batteries.
So it's like 140,000 batteries replaced.
Apparently it cost GM $2 billion to do it.
But the thing that they did with the replacements was they limited charging to 80%
because when they were carrying more than 80% charge, that was when there was a fire risk.
The other example he had, and you may remember this, was that Hyundai had fire issues in 2022
and were telling people to park their cars outside because of the fire risk.
But these were ICE cars.
It just goes to show that even, you know, there's modern versions of Hillman hunters being built with cracked fuel lines
because there's just so many components on modern cars.
So it only takes one little slip to its cup and lip and you can find yourself in this kind of situation.
There is a conclusion to be drawn from that, isn't there?
The REV fires a real thing.
Yes.
Is it important that we train our firefighters and all of the infrastructure around accident prevention,
you know, tow truck drivers, all of that?
Is it important that everyone understands that these things catch fire in a different way from the way that gas cars do?
Oh yes, for sure.
But the fundamentals of it, most cars don't catch fire.
Some do.
If there's a fault in manufacturing, we're working really hard to try and limit the number of faults in manufacturing.
We're much better now than we were years ago.
These EVs are orders of magnitude better than even the gas-powered cars of the 2010s,
let alone the gas-powered cars of the 70s and the 80s for fire risk.
It's a bit of a storm in the T-cap, isn't it?
Sure, we need to be afraid.
Sure, the fires are different from other kinds of fires, but really, there's a bit of a non-story, isn't there?
So there you go.
That's my two cents on EV fires.
Thank you, Drive-Thru.
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About this episode
Electric vehicle fires get treated like a “storm in a teacup” as the hosts tackle conspiracy claims with thermal-science reasoning. They compare EV and gas-car fire patterns—highlighting that many gas-car fires involve aging fuel lines, while EV risk can persist because “there’s still energy trapped in the battery.” The discussion walks through runaway thermal events, fast escalation, and why responders may need different tactics, including rapid cooling and training.
Motoring Historian Jon Summers examines claims that electric vehicles frequently catch fire, drawing on a Society of Automotive Engineers talk in Palo Alto by Dr. Abid Kemal of Exponent, a firm known for major failure investigations. He says vehicle fires have halved since 1980 and usually involve 10–20-year-old cars, while EVs appear 5–10 times less likely to burn than ICE vehicles, though their fires can occur later—on tow trucks or weeks in yards—because stranded battery energy remains after a crash. He explains thermal runaway: a weak cell heats from charge cycles, damages neighbors, melts plastics, boils electrolyte, generates oxygen, and can ignite in milliseconds, with severity influenced by state of charge. Examples include the 2021 Chevy Bolt battery recall and GM’s 80% charge limit, shipping policies under 50% charge, and the need for firefighter and tow-industry training.
===== (Oo---x---oO) =====
00:00 EV Fire Panic
02:36 Conspiracy Claims
04:22 What The Data Says
05:07 Why EV Fires Differ
07:41 Who Is Exponent?
08:24 A Quick EV History
11:53 Inside Battery Packs
14:49 Thermal Runaway Explained
19:53 Charge Level Risks
22:39 Recalls And Real Cases
23:37 Final Takeaways
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The Motoring Podcast Network : Years of racing, wrenching and Motorsports experience brings together a top notch collection of knowledge, stories and information. #everyonehasastory #gtmbreakfix - motoringpodcast.net
Jon Summers is the Motoring Historian. He was a company car thrashing technology sales rep that turned into a fairly inept sports bike rider. On his show he gets together with various co-hosts to talk about new and old cars, driving, motorbikes, motor racing, motoring travel. Copyright Jon Summers, The Motoring Historian. This content is also available via jonsummers.net. This episode is part of the Motoring Podcast Network and has been republished with permission.
