I yeeted an electric bicycle battery into a tub of water to see what happens
I test a lot of electric bicycles. It’s kind of my whole thing. People tell me I test more e-bikes than anyone else on the internet, but who’s counting, right? Yet here’s the thing: most of my e-bike testing involves just riding around on e-bikes to see how well they perform.
This time though, I got the chance to try something entirely different. That’s right, I chucked an e-bike battery from the new Velotric Discover 2 into a tub full of water just for the hell of it.
I mean, it wasn’t purely without cause. Technically, it was for science.
Basically, I wanted to see just how waterproof a “waterproof” battery could be. And in a time when battery safety is more important than ever, the results actually matter. Not that most people are taking their e-bike snorkeling with them. But water ingress into e-bike batteries is a leading cause of the still-rare fires we tend to see on the news, and so improving waterproofing of batteries is critical.
The Velotric Discover 2 commuter e-bike, which was released late last month, comes with an impressive level of waterproofing. The bike is rated at IPX6, meaning you can pressure wash it without worrying about water getting into the electronics or damaging anything.
But the battery is even more waterproof, rated at IPX7. That means it can survive swimming in up to one meter (39 inches) of water. Theoretically, you could toss it in the shallow end of your neighborhood swimming pool, fish it back out, and it should work just fine.
So that’s what I did.
Except that to avoid getting my family in trouble with their local HOA, I decided not to use their actual neighborhood pool. Instead, I recreated the local pool with a tub of water. I probably didn’t achieve the exact ratio of kiddie pee, but this is more of an art than a science at this point.
So there I was. With the Velotric Discover 2 battery in my hands, hoisted aloft Simba-on-Pride-Rock-style, and while wearing a seriously worried look on my face, I let ‘er rip.
In what felt like slow-motion in my mind, the battery fell through the air and crashed into the water face-first, sinking quickly to the bottom of the tub and hitting the table below it.
In hindsight, I probably should have just gently placed it into the tub of water, since the dramatic fall from above my head that I sent it on resulted in an even more dramatic smacking sound as it bottomed out quickly on the, well, bottom.
It may be IPX7-rated for water resistance, but I don’t know how high of a fall it’s supposed to handle. Whoops.
Anyway, what’s done was done, and the only way out was back up the way it came. So I fished around and yanked the battery back out of the tub as water poured out of the electrical connectors and from the charging port. This was starting to feel all sorts of wrong.
I shook off the excess water from the connector, figuring it’s probably good if I don’t just dump a handful of water into the connections on the bike. Then I gave it a cursory wipe on my shirt and slotted the battery back into the Discover 2 e-bike. An unnecessary slap-on-the-back confirmed for me that it was locked and loaded.
All that was left was to push the ‘On’ button and hold my breath. A second later, “VELOTRIC” flashed across the e-bike’s bright yellow display.
And then the display immediately died. Uh oh.
I pushed the power button again, and again the display lit up. And then it shut back down.
Putting the idiot adage to the test, I repeated the exact same thing for a third time, hoping for different results.
And this time it worked! Enough water must have drained from the battery connections in the time it took during the previous two attempts to clear whatever electrical short was erroring-out the startup sequence. I mashed the throttle and the bike’s rear wheel sprung to life, whirring up to full speed like a sopping wet golden retriever splashing back out of the pool with a hard-earned tennis ball in its mouth.
A mere 10 seconds after the battery had been sleepin’ with the fishes, so to speak, it was back in an e-bike and powering me up to 20 mph!
This shouldn’t have come as a surprise to me, that’s exactly what the battery is built for. This was the whole reason I was even doing the test, mind you.
And yet, I was still just a bit shocked. Tossing an e-bike battery into a bucket of water has a real ‘cuddling an iron in the bathtub’ vibe to it. Nevertheless, here I am, still kicking.
This is a pretty amazing feat, and I don’t know of any other electric bike batteries that can do this. But I sure hope the industry is taking note and working to achieve this level of waterproofing.
We’ve seen some modest advancement in batteries over the past few years, but as scrutiny over battery safety continues to grow, it’s these kinds of innovations that are going to continue pushing the industry forward towards safer and more effective e-bikes. And that’s a benefit for everyone.
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Tesla’s earnings report dropped today, and news isn’t great. But instead of recognizing his failures that have led to Tesla’s downturn, CEO Elon Musk lashed out with conspiracy theories while also hypocritically failing to acknowledge that his company was only profitable this quarter due to regulatory credits.
The numbers are in on Tesla’s dismal quarter, with sales, profits and margins tanking significantly for the company despite a rising global EV market.
You’d expect a drop in car sales to be top of mind for a car company, but instead of talking about this, CEO Elon Musk opened the call by talking about his ineffective advisory role to a former reality TV host.
Musk is heading up the self-styled “Department of Government Efficiency,” an advisory group that is focused on reducing redundancy in government. The office is not an actual government department and has a redundant mission to the Government Accountability Office, which is an actual government department focused on reducing government waste.
Musk originally claimed that the department would be able to save $2 trillion for the US government, which is actually impossible because federal discretionary spending is $1.7 trillion, which is a (gets out abacus) smaller number than $2 trillion.
He has, of course, failed at this task that anyone with any level of competence would have known was impossible before setting it out for themselves, and now projects that the department will save $150 billion next year, less than a tenth of his original estimate. But even that projection is likely an overstatement, given that most of the supposed savings that DOGE has found are not actual savings at all.
On top of this, the US government’s deficit has grown to the second-highest level on record – with the first happening in 2020, the last time Mr. Trump squatted in the White House. Which means the government isn’t saving money, it is in fact borrowing and spending more of it than ever before.
So, Musk’s tenure in the advisory board has been an unmitigated failure by any realistic account.
But if you listened to Tesla’s call, you wouldn’t have known this, as Musk was quite boastful of his efforts – starting a Tesla conference call with an irrelevant rant about his fake government department, instead of with Tesla business.
He claimed that he has made “a lot of progress in addressing waste and fraud” and that the job is “mostly done,” which is not correct by his own metrics. Musk stated that his purpose is “trying to bring in the insane deficit that is leading our country, the United States, to destruction,” and as we covered above, that deficit has only increased.
But he also went on to spew some rather insane conspiracy theories about the reasons behind his company’s recent failures, all of which of course put the blame on someone else, rather than himself. The buck stops anywhere but here, I guess.
His primary assertion was that the “blowback from the time I’ve been spending in government” (which, again, is an advisory role, not an actual government position) has come mainly from protesters that were “receiving fraudulent money” and are now angry that the government money spigot has been turned off.
Which, of course, he’s provided no evidence for… and he’s provided no evidence for it because it’s false.
Besides, that’s not how protests work. But incorrect claims that protests do work that way are often used by opponents of free speech, with the motivation of putting a chilling effect public participation. Fitting behavior for an enemy of the First Amendment like Elon Musk.
Meanwhile, this assertion also comes from a person who tried and failed to bribe voters to win an election. Perhaps his admiration of Tesla protesters is aspirational – he wishes his ideas were good enough to inspire that sort of grassroots political effort that money, demonstrably, cannot buy.
But this hypocrisy extends beyond Musk’s hatred of free expression, and strikes at the heart of the business he is the titular leader of, Tesla, the organization that has made him into the richest man in the world. Because not only is it not true that Tesla protests are driven by his ineffective government actions (they are, in fact, driven by him doing Nazi stuff all the time), it’s also objectively true that Musk’s companies are a large recipient of government money.
And that’s particularly relevant today, to the very earnings call where Musk made his ridiculous assertion, because in Q1 2025, Tesla only turned a profit due to government credits. Without them, it would have lost money.
Tesla only profitable in Q1 due to regulatory credits
Per today’s earnings report, Tesla earned $595 million in regulatory credits in Q1. But its total net income for the quarter was $409 million.
This means that without those regulatory credits, Tesla would have posted a -$189 million loss in Q1. It was saved not just by credit sales, but credit sales which increased year over year – in the year-ago quarter, Tesla made $442 million in regulatory credits, despite having higher sales in Q1 2024 than in Q1 2025. So not only were credits higher, but credits per vehicle were higher.
This is a common feature of Tesla earnings, and we even said in our earnings preview that we expected it. While Tesla had a bad quarter, nobody expected it to become actually unprofitable, because there was always the possibility of increasing regulatory credit sales to eke out a profitable quarter.
And this has been the case many times in Tesla’s past, as well. In earlier times, Tesla’s first few profitable quarters were decried by the company’s opponents as an accounting trick, suggesting that regulatory credit sales weren’t “real” profits, and that the cars should have to stand on their own.
This is a silly thing to say – businesses do business in the environment that exists, and every business has an incentive structure that includes subsidies and externalities. If we were to selectively write off certain profits for certain businesses, we could make a tortured case that any business isn’t profitable.
Plus, these opponents didn’t extend the same treatment to the oil industry, which is subsidized to the tune of $760 billion per year in the US alone in unpriced externalities, yet that is somehow never mentioned during their earnings calls.
Musk has even claimed, probably correctly, that if all subsidies were eliminated both for EVs and for oil & gas, that EVs would come out ahead compared to the status quo (more recently, Musk has become one of the biggest funders of anti-EV forces, allying himself with a bought-and-paid oil stooge who is giving even more preferential treatment to the oil industry).
But, setting aside the debate over whether credits are valid profits (they are), for years now we’ve been well beyond Tesla’s reliance on credits. The company has produced significant profits, regardless of credit sales, for some time now.
At least, until today. That’s no longer true – Tesla did rely on credits to become profitable in Q1. And Musk starting the call with a ridiculous rant about government handouts not only shows his hypocrisy and projection on this matter, but his detachment from reality itself. He is, truly, too stuck in the impenetrable echo chamber of his self-congratulating twitter feed to realize what an embarrassment he’s being in public – to the point of inventing shadow enemies to explain the very real, very simple explanation that people aren’t buying his company’s cars because he sucks so much.
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No matter how badly a fleet wants to electrify their operations and take advantage of reduced fuel costs and TCO, the fact remains that there are substantial up-front obstacles to commercial EV adoption … or are there? We’ve got fleet financing expert Guy O’Brien here to help walk us through it on today’s fiscally responsible episode of Quick Charge!
This conversation was motivated by the recent uncertainty surrounding EVs and EV infrastructure at the Federal level, and how that turmoil is leading some to believe they should wait to electrify. The truth? There’s never been a better time to make the switch!
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Vermont’s EV adoption has surged by an impressive 41% over the past year, with nearly 18,000 EVs now registered statewide.
According to data from Drive Electric Vermont and the Vermont Agency of Natural Resources, 17,939 EVs were registered as of January 2025, increasing by 5,185 vehicles. Notably, over 12% of all new cars registered last year in Vermont had a plug. Additionally, used EVs are gaining popularity, accounting for about 15% of new EV registrations.
To put it in perspective, Vermont took six years to register its first 5,000 EVs – and the last 5,000 were added in just the previous year.
Rapid growth, expanding infrastructure
In just two years, Vermont has doubled its fleet of EVs, underscoring residents’ enthusiasm for electric driving. To support this surge, the state now boasts 459 public EV chargers, including 92 DC fast chargers.
The EV mix in Vermont is leaning increasingly toward BEVs, which represent 60% of the state’s EV fleet. The remaining 40% consists of PHEVs, offering flexible fuel options for drivers.
Top EV models in Vermont
Vermont’s favorite EVs in late 2024 included the Hyundai Ioniq 5, Nissan Ariya, Toyota RAV4 Prime PHEV, Tesla Model Y, and the Ford F-150 Lightning. These vehicles have appealed to Vermont drivers looking for reliability, performance, and practical features that work well in Vermont’s climate.
Leading the US in reducing emissions
This strong adoption of EVs earned Vermont the top ranking from the Natural Resources Defense Council for reducing greenhouse gas emissions in transportation in 2023. “It’s only getting easier for Vermonters to drive electric,” noted Michele Boomhower, Vermont’s Department of Transportation director. She emphasized the growing variety of EV models, including electric trucks and SUVs with essential features like all-wheel drive, crucial for Vermont’s climate and terrain.
Local dealerships boost EV accessibility
Nucar Automall, an auto dealer in St. Albans, is a great example of local support driving this trend. With help from Efficiency Vermont’s EV dealer incentives – receiving $25,000 through the EV Readiness Incentive program – it recently installed 15 EV chargers for new buyers and existing drivers to use.
“Having these chargers on the lot makes it easier for customers to see just how simple charging an EV can be,” said Ryan Ortiz, general manager at Nucar Automall. Ortiz also pointed out the growing affordability of EVs, thanks to more models becoming available and an increase in pre-owned EVs coming off leases.
Read more: Vermont becomes the first US state to pass a law requiring Big Oil to pay for climate damage
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