Whenever I try to set the target battery level both in the car's infotainment screen or on the iSmart app, it seems to be jump back to 100% and due to this I am never able to charge upto only say 80%. I have to either use Ohme's charging app to limit my charging(They do not have integration with MG ZS EV charging yet. So its again manually done in a complicated way!) or have to manually hit finish charging when the level hits 80% on the iSmart app/car infotainment screen. If I set to charge at night, this means I need to stay awake till it gets to 80% to manually stop it!
Also when I try to set to a different level, the estimated range number never changes. Here is a video on the issue. The same thing happens on the iSmart app too :
Anyone having such issues?Or managed to resolve it?
@navneeth1986 ? I vaguely remember you having mentioned this at some point. Did you manage to resolve it?
Yes, annoying, contradictory and vague - MG and manual appear none the wiser. Here’s what I’ve been able to glean after having owned a Mk1 for two years, and now the Mk2 facelift SR:
Yes, the charging control on the SR & the LR are different; so are the battery chemistries. The LR has the same NMC chemistry as per my MK1, and the Mk2 SR has the LFP chemistry. Should be all good, 3k NMC vs 10k cycles commonly rated for LFP, meant to be safer etc. And yes, the LR MG with NMC has an 80% break point slider but the SR will not use this, only 100%. The only way to charge to 80% appears to be using the scheduling and a little math.
I have been writing about the importance of LFP (LiFePO4) batteries for a while now, but I havenât written about the best charging behavior for this battery chemistry yet. Itâs time to write a small, but important article about the subject, especially because I have seen some confusion on online...
pushevs.com
The difference in range for EVs can also be commonly matched to the chemistry, eg: Tesla MY too uses LFP for the shorter range & NMC for the long range (BYD are one brand that use LFP for all ranges). Tesla are fine with charging to 100% for the LFP, but drilling down further into user groups, or seems that’s more about Tesla wanting better stats for their SOC while they’re happy for the battery to maybe take a bit of a hit given its greater robustness & longer rated cycles; many owners more regularly charge to 80-90%.
Back to MG: some fora have indicated that ‘MG recommend regularly charging to 80%’, but I see no evidence of this in the manual. However in the Charging & Dischrging sections of the manual, they do rabbit on about ‘battery pack 1 & battery pack 2’ but never define the difference (one assumes one must be the LR NMC because of the lengthier charging times. Still no recommendations about LFP or otherwise…
Finally, the manual also rabbits on extensively about equalization charging as per the MK1, but nowhere can I see as to how to verify that (the MK1 had indicative lighting), how to do so etc. The manual indicates lengthy equalization times.The Interweb seems none the wiser (other thread on that in this forum).
Did you monitor how much electricity it used? I wonder if it uses more to equalise than to just charge to full? Er shurely not?
www.mgevs.com
Can someone clarify for me just what is meant by "frequently" using rapid chargers, and how this affects the SR battery? There is a rapid charger at the end of my street which is no more expensive than my domestic electricity supply. One charging regimen that seems convenient to me is to give...
www.mgevs.com
Is this documented anywhere in the manual or something? I can relate to what you say here. When I charged my car over the weekend using a rapid charger, it did charge to 100%.
Nope.
It annoys me because I don’t have regen until the battery reaches around 97%
Not true, KERS 3 OR 2 is always working; if at 100% it will need to wait a little of course, until there’s some space to put it.
Looks like MG have been ahead of Teslas on this one!! But now we know one of the reasons SR cannot have custom charge levels and also the displayed range not being consistent with driven range I've mentioned in my recent posts on other threads.Can connect the dots now -
Earlier this week we told you about some new Tesla owners who were experiencing their 12V Li-Ion batteries failing when the vehicle’s main battery was at a low state of charge (SOC). The problem was […]
driveteslacanada.ca
Don’t’ see it, the MG hearsay is problematic
LR and when we collected it, the SOC was at 98%.
!.
