I agree.
Maybe another good reason to carry a "Jump Pack"in your car ?.
Wouldn't the 12v meter in the car show it (does the gen 2 have one) ?
ISTR someone saying take both leads off the battery and join them together does this.
I can't see why the DC-DC would not come on every time the contactors are closed. They have to close to charge the battery (AC or DC), otherwise, the battery is isolated for safety. You can't charge an isolated battery.
I do agree but something is happening and in my mind it could be something like this even if like you said in one of your recent post the leaf had a low charge problem this could be the same where the draw is higher than the charger?
It's unlikely. The DC-DC is quite powerful, certainly 80 A, possibly a lot more. The output of the DC-DC seems to be regulated by auxiliary battery voltage, like "whatever current it takes to get that battery to 14.0 V".
Yes that's correct, join the positive and negative leads together once both are disconnected from the battery. This will drain any capacitors etc.
The car won't allow you to go into the ready mode when a power point is connected, even if you press on the brake for obvious reasons, the old ZS has 3 modes as will the new one I would imagine but not sure, 1st press 12v system, second press HV system stops 12v draining, next option press the brake pedal and press the start button it then goes into full ready mode and in the old EV the word READY appears on the dash, this is the only time the car will allow you to move, if the new ZS is having the same problem as the old one had(mine included) where a rapid charger had a malfunction when it was plunged, the car went into shut down to protect the HV system, they put a fix on my car to stop it going into the full shut down under these (I can't understand why this has not been corrected in the new model) circumstances as to when that happens it needs to go to a dealer who then needs to hook it up to the MG computer system to erase the code that stops the car powering up ( this was stated by the Main Dealer), at the time it happened to me it was a tow to the main dealer, I have had no problems since the initial problem, it is not the car that instigates the problem it's the power point that is the issue, the problem with the MG is the way it was handling the issu it was too severe, but then again I was thinking if it did not have a robust protection system and the cars HV system was damaged by a power point who would be responsible, its quite a conundrum in my opinion and could end up in a battle as to who was ultimately responsible for any repairs, I'm surprised there is not an insurance product specifically to deal with possible Power Point damage.Can't speak for the ZS but I thought it may be worth mentioning that on the MG5 it is recommended to put the vehicle into ready mode whilst rapid charging if you want to use the heater or air conditioning etc.
Even though in ready mode, the vehicle won't let you drive it as the charger is connected so no issues there.
Now I'd have thought that MG would have still allowed this on the ZS, to be honest, so am interested to see if that's the case
There is no "voltmeter" like on the original ZS EV that i could find.
How much did that cost you and what was the charge rate?
