CHARGING SAFETY AND FIRE RISK COMPARISONS: EV CHARGING VS FILLING UP GAS, WHICH IS RISKIER?

Every time a video of an electric car catching fire goes viral on social media, the same question always arises: is it true that charging an electric car is more dangerous than filling up with gasoline at a gas station? This question is natural because we've understood the risks of fuel oil for more than a century, while high-voltage batteries still feel unfamiliar. This article answers it with data, not fear, using a simple principle: risk = probability x impact.

Understanding the Source of Fire Risk

Fire risks in electric vehicle (EV) charging generally come from thermal runaway in battery cells, short circuits, or home electrical installations that do not meet standards. Conversely, the main risks of filling gasoline at gas stations are ignitable fuel vapors, static electric sparks, and human error. Although both vehicle types carry risks, they differ: EVs face a slow, chemical-electrochemical risk, while conventional cars face rapid combustion from flammable vapors.

Global data consistently show that gasoline cars actually catch fire much more often than electric cars. A data-driven study from the National Transportation Safety Board (NTSB) and the Bureau of Transportation Statistics in the United States recorded about 1,530 fires per 100,000 gasoline cars, compared with only 25 per 100,000 electric cars, a difference of about 60 times.

Fire authorities in various European countries also noted the same trend:

• Sweden (MSB, 2022): The fire rate of electric cars is only 0.004%, far below petrol/diesel vehicles, which reaches 0.08%.

• Norway: Conventional car fires occur 4–5 times more often than EV fires.

• Poland (National Fire Agency, 2020–2025): Of the 51,142 total vehicle fires, only 87 cases involved pure electric cars (BEVs).

In Indonesia, KNKT records show only 7 real fire cases involving pure electric cars since they were first adopted en masse in 2021 through the end of 2026, with a population of 264,000 units.

The National Fire Protection Association (NFPA) confirms that no evidence shows EVs are more prone to catching fire than oil-fueled vehicles (BBM). Quite the opposite, the frequency is much lower.

However, when an EV fire occurs, it is much more complex to handle. A fire from a lithium-ion battery produces much higher heat, has the potential to reignite (reignition) a few hours after it appears to be extinguished, and requires a much larger volume of water for cooling than a gasoline fire extinguisher that uses enough water or regular foam.

When it comes to repair costs, the claim that EVs are "once hit directly total loss" is partially true. This is because expensive battery components are often integrated directly with the chassis, so minor damage to the battery guard can trigger replacement costs almost equal to the price of a new car.

Deep Dive: Risks When Charging EVs

The biggest fire risk does not come from the car battery itself, but from the home electrical installation. Charging an electric car requires a large current flow for hours. As a result, using ordinary plugs, extension cords, or home electrical networks without automatic safety devices is highly prone to overheating and short circuits. In addition, groundingsystems or ground cables embedded in the ground must be installed to high standards, not just as complements, to dissipate electrical current leaks.

At public charging stations (SPKLU), the risks are much safer and controlled. Public charging machines are equipped with a battery protection "smart brain", an overheat counter, and an automatic circuit breaker system in case of problems.

Many people also worry whether fast charging is more dangerous than regular charging. Fast charging does produce more heat in the battery. However, modern electric cars have liquid cooling systems and automatic current limiters, so the risk doesn't automatically spike as long as the charger is official and meets the manufacturer's standards. The limit of this "fast charging" standard has now shifted to a more advanced level, such as the latest flash charging technology introduced in Indonesia (we will discuss it in the next section).

In addition to the safety system, the type of chemicals in the battery also greatly affects safety. LFP (Lithium Ferro Phosphate) batteries are known to be much more stable and resistant to high heat before the structure inside is damaged, compared to NMC (Nickel Manganese Cobalt) type batteries, which are more sensitive to hot temperatures. In tropical countries such as Indonesia, where the air is hot and humid, LFP batteries' extra durability provides a greater safety margin against fire risk. However, their energy capacity is slightly lower than that of NMC batteries.

BYD Flash Charging 

Recently, BYD Motor Indonesia introduced Flash Charging along with the launch of the Danza (formerly known as Denza) New D9 and Z9 GT. Both use a second-generation Blade Battery. Flash Charging is DC charging at up to 1,500 kW through a single connector. Under normal environmental conditions, BYD claims it can charge the battery from 10% to 70% in 5 minutes and from 10% to 97% in 9 minutes. One station has two connectors; when two cars use it at once, each can get up to 1,000 kW. That power isn't drawn directly from PLN: the electricity is first stored in an integrated energy storage system at the station, which also serves as a backup and power amplifier, so the power grid isn't overloaded. The first unit has been installed at the Danza Gatot Subroto dealership in Jakarta, and BYD plans to install units at 10 Danza dealerships.

BYD confirms that the system is safe, and its claims are quite specific. According to BYD, the second-generation battery has been validated beyond China's latest national standards, including three extreme-condition tests, and meets relevant, certified IEC standards. In the nail penetration test during Flash Charging, the battery showed no thermal runaway, smoke, or fire, and the same results were observed after 500 cycles of Flash Charging. In the forced short-circuit test on four cells at once, there was no thermal runaway, fire, or explosion, and the battery pack passed the lower-impact test with up to 10 times the energy required by Chinese test standards. BYD Motor Indonesia also said that high-power charging does not damage the battery, contrary to what many people think.

Although the technology sounds very promising, we still have to be critical. First, these safety and super-fast claims are limited to manufacturer tests and have not been validated orlidated or proven by independent testing institutions. Second, the speed and performance of charging in Indonesia's hot, humid tropical climate still need to be proven in daily use.

Security and Mitigation Protocols

Indonesia already has a fairly complete regulatory framework. The National Standardization Agency (BSN) has issued 38 SNIs related to electric vehicles: 12 SNIs for vehicle system safety and performance, 11 sSNIs for batteries and drive components, and 15 sSNIs for charging, cable, and connector infrastructure. Minister of Energy and Mineral Resources Regulation No. 1 of 2023 regulates the provision of SPKLU infrastructure and its protection and security systems.

What users need to do: ensure a certified technician installs the home system according to the General Requirements for Electrical Installation (PUIL), use an official charger and SPKLU that meet SNI/IEC standards, avoid ordinary plugs or extension cords, and install smoke detectors in the garage.

For emergency response, first-responder readiness in Indonesia remains a joint effort. Fire departments in various regions have begun developing SOPs and specialized training on EV fire management, including understanding battery locations, emergency disconnect points, cooling techniques with specialized nozzles, and post-fire vehicle quarantine to prevent reignition. EVSafe Indonesia has also held an EV Fire Drill simulation with first responders, including parking building and mall officers, because awareness at this level often lags behind formal firefighters' readiness.

Myths That Need to Be Corrected

"Charge when it rains immediately." Fact: EV chargers and connectors are designed for outdoor use (generally IP54 and above), new current flows after the connector is installed and communication with the vehicle occurs, and they are equipped with current leakage protection that cuts off power in milliseconds if interference is detected. Still avoid using damaged chargers or soaked connectors.

"A burning EV battery cannot be extinguished." Fact: it can be extinguished; it just requires different methods and longer durations, intensive cooling with large volumes of water, not just a quick spray.

"An EV in a flood is bound to be electrocuted." Fact: battery packs and high-voltage components are generally IP67/IP68 certified, resistant to submersion to certain depths for certain durations, and equipped with automatic cutoffs. The real risk is damage to non-electrical components (brakes, legs, interior), and flooding is still not recommended under any conditions, just like a gasoline car.

Conclusions and Recommendations

Statistically, from various countries and measurement methodologies, electric cars have proven to burn much less often than oil-fueled cars. However, when incidents occur, handling is more complex and requires a more specialized first responder. For readers, the three most important steps are: ensure certified technicians perform the home electrical installation according to PUIL and SNI standards, use only chargers and official SPKLUs, and don't ignore recalls or signs of battery damage.

Recent developments such as BYD Flash Charging show the industry's direction: charging as fast as filling gasoline is starting to arrive in Indonesia, with strong cell-safety claims. These claims deserve attention, but the safety of a charging ecosystem depends on the entire chain, from cells and chargers to station energy storage, installations, and emergency responders. Independent verification and operational readiness must keep pace with technological speed.

The biggest risk to the electric vehicle ecosystem lies not in its battery technology, which continues to evolve to be safer, but in human negligence and substandard charging infrastructure.

References

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