Zoomy A more useful and enjoyable screen for your MG4

Charging - AC, DC, limits and battery care

What each variant can actually take, what slows a charge down, and how to look after the pack. Owner reports with a link to each source — not MG statements, and not advice.

← All MG4 learningsYour rights & escalating a dispute

Charging - AC, DC, limits and battery care

What each variant can actually take, what slows a charge down, and how to look after the pack

The single most useful thing to know is that the variants differ: only one of them takes three-phase AC, and several entries below exist because an owner assumed otherwise. DC charging speed depends on the pack chemistry, its temperature and its state of charge, so a slow session is not automatically a fault. The battery-care entries are the ones worth reading before you set a charge limit and forget about it.

Scope. Charging hardware differs by variant. Check which variant an entry applies to before acting on it.

129 reports · 17 safety-related

Reports

Vehicle-to-load (V2L) 19

201
V2L gives about 2.2 kW through the adapter and lets you set a floor so you cannot flatten the car

Vehicle-to-load runs through an adapter plugged into the charge port and delivers about 2.2 kW in practice. The genuinely useful part is that the car lets you set the battery percentage at which discharge stops, so you cannot accidentally strand yourself. Owners report running a fridge, freezer, lighting and networking for ten hours for around four percent of the battery. The adapter is not supplied with the car; MG's own cable is the expensive option and much cheaper third-party adapters are widely reported as working.

Jan 2025GeneralReported across MG4 trims; V2L availability by variant and market not separated in the thread all variants

Detail

Safety / recall Widely reported MGEVs.com owner forum
208
V2L supplies a floating, unearthed output, so appliances that check for a protective earth (like another EV's charger) refuse to run with an 'ungrounded' fault

The MG4's V2L output is a floating supply: neither of the two live conductors is bonded to earth. That is fine for double-insulated devices such as a kettle, hairdryer or TV, but any appliance that looks for a proper earth-neutral bond will throw an 'ungrounded' or earth fault and refuse to operate. One owner hit exactly this when he tried to charge a small electric UTV from V2L, using both the supplied trickle charger and the genuine MG one; another confirmed seeing the same response from chargers plugged into V2L before. Making an earth-sensitive appliance work would need a proper earthing arrangement (neutral-earth bond, earth rod and RCD protection) set up by an electrician, not just an earth stake in the ground.

Jan 2026GeneralV2L floating-earth output blocks appliances that require a protective earth all variants

Detail

Safety / recall Several reports MGEVs.com owner forum
203
V2L runs a desktop PC and a battery charger without trouble despite not being a pure sine wave

Practical V2L results from Australian owners: one runs a desktop computer from it with no power supply problems, another uses it to run a battery charger during grid outages, and a third charged another electric vehicle from it at 12.5 amps without issue. The output is not a clean sine wave, which in principle matters to sensitive electronics, but in practice switch-mode power supplies of the kind in computers and chargers cope with it comfortably.

May 2025AUReported by Australian owners across variants all variants

Detail

Safety / recall Several reports Whirlpool Australian owner forum
204
V2L is closer to a 2.4 kW ceiling than 2.2, and it will not charge another electric car

Australian owners testing V2L with third-party cables put the practical ceiling nearer 2.4 kW than the commonly quoted 2.2. One owner using a 15 amp socket cable found it worked for general loads but failed when he tried to charge a Tesla from it, apparently on a ground fault. Vehicle-to-vehicle charging is the use case most likely to fail, because the receiving car's own protection is looking for an earthing arrangement that a V2L adapter does not present.

Sep 2023AUTested by Australian owners in 2023; applies across the range all variants

Detail

Safety / recall Several reports Whirlpool Australian owner forum
205
The V2L adapter itself sets the power limit, via a resistor the car reads

This explains why owners quote wildly different V2L figures. The car's inverter decides its output limit by reading a resistor inside the adapter, so the adapter, not the car, is what caps you. The common rating is around 2.4 kW, plenty of owners report 3.6 kW without difficulty on suitably rated cabling, and some in the UK have drawn close to 7 kW. If you want more than the standard adapter gives, the component to change is the adapter, and the thing that then limits you is your cabling.

Sep 2023AU+UKAustralian and UK owner reports; the mechanism applies across the range all variants

Detail

Safety / recall Several reports AEVA Forums (Australian Electric Vehicle Association)
214
V2L puts out about 216 volts, because the system is built to the Chinese 220 V standard rather than Australia's 230 V

An Australian owner measured the V2L output at around 216 VAC. That is not a fault: the car's inverter is designed to the Chinese 220 volt nominal standard, and 216 V still falls inside Australia's 230 V minus ten percent tolerance. It is worth knowing before you run anything voltage-sensitive from it, and worth knowing if you measure it yourself and think something is wrong. Most appliances will not care, but equipment specified tightly around 230 V may run cooler, slower or less happily than it does on mains.

2026AUMeasured on an Australian car; the inverter design is common across the range all variants

Detail

Safety / recall Single report Whirlpool Australian owner forum
215
V2L output frequency changed from 60 Hz to 50 Hz on one car with no explanation from MG

An Australian owner measuring V2L output found it initially running at 216 V and 60 Hz, and then two weeks later delivering the same voltage at 50 Hz, with no acknowledgement from MG that anything had changed. Fifty hertz is correct for Australia and sixty is not, so the change was a fix rather than a fault, but it happened silently. If you rely on V2L for anything frequency-sensitive, such as a mains-synchronised clock or an older motor, it is worth actually measuring rather than assuming.

May 2025AUMeasured on one Australian car; variant not stated all variants

Detail

Safety / recall Single report Whirlpool Australian owner forum
213
One Western Australian owner ran a garage freezer off V2L through a 37 hour blackout

A retired West Australian Excite 51 owner used vehicle-to-load to keep his garage freezer running through a power cut lasting 37 hours. He had bought a V2L adapter from a third-party seller rather than the dealer, and sensibly tested it beforehand with a kettle rather than discovering its limits during an outage. This is the most compelling everyday case for V2L in Australia: not camping, but riding out a blackout without losing a freezer full of food.

May 2024AUWestern Australian Excite 51 owner; V2L is available across the Australian range

Detail

Safety / recall Single report Electrifying Everything (Neerav Bhatt)
216
The minimum V2L discharge floor differs by variant: 20 percent on the Essence 64, apparently 50 on the 51

The setting that stops V2L flattening your car is not the same across the range. Australian owners report the Essence 64 allowing a floor as low as 20 percent state of charge, while the 51 kWh LFP car appears to require a minimum of 50 percent before it will discharge. That halves the usable energy on the smaller car relative to what its battery size alone would suggest, and it matters if you are sizing V2L against a long blackout.

Aug 2024AUReported for the Australian Essence 64 and the 51 kWh LFP car; other variants not established

Detail

Safety / recall Single report Whirlpool Australian owner forum
217
A cheap V2L adapter failed when it was actually needed, and owners warn against the bargain ones

Against the reports of inexpensive adapters working fine, one Australian owner's cheap import failed when he tried to run a garage door during an outage, and he warns others off substandard third-party equipment. The failure mode matters: a V2L adapter carries mains current and is the thing standing between your car's high voltage system and whatever you have plugged in. This is the wrong component on which to save forty dollars, particularly if the reason you bought it was emergency preparedness.

Aug 2024AUOne Australian owner's experience; applies to third-party adapters generally

Detail

Safety / recall Single report Whirlpool Australian owner forum
200
V2L needs a separate ~A$249 adaptor, and the standard one caps near 2.2 kW

Vehicle-to-load works on Australian 2023 MG4s, but it is not a socket in the car: it needs MG's charge-port adaptor, a separate purchase at about A$249 at launch, and the standard adaptor caps output near 2.2 kW (10 A).

Aug 2023AUAustralian 2023 MG4 all variants

Detail

Widely reported Neerav Bhatt — Australian MG4 FAQ
206
Non-standard V2L adapters can draw well above the 2.2 kW standard limit, because the onboard inverter is capable of roughly 7 kW

The 2.2 kW you get in Australia is set by the standard adapter, not by the car itself. The MG4's onboard inverter is reportedly capable of around 7 kW, and owners using higher-rated third-party adapters have run loads the standard adapter could never manage. One owner's 32 A AliExpress adapter (about $40, later re-sold as a 16 A unit) ran a fridge, freezer, lights, TV, a 2.2 kW jug, a 1.8 kW frypan and a 1 kW toaster, though not all at once; another's eBay adapter boiled a 3 kW electric kettle and ran an airbed inflator at the same time without straining. With a high-power adapter the extension lead becomes the real bottleneck and must be sized for the current and kept ventilated on long runs.

Jan 2025GeneralNon-standard high-power V2L adapters and the inverter's true ~7 kW ceiling all variants

Detail

Several reports MGEVs.com owner forum
207
Australia's V2L is capped near 2.2 kW because standard sockets are 10 A rated, while UK adapters supply about 3.5 kW on 13 A plugs

The reason the Australian V2L adapter tops out around 2.2 kW is the local plug and socket standard, which is built around 10 A rated leads and outlets. In the UK, standard 13 A plugs on 30 A ring circuits let MG supply 16 A / roughly 3.5 kW V2L adapters, so a UK owner can run something like a 3 kW kettle from a normal outlet. The car's output is the same floating AC supply in both markets; it is the national wiring rules that decide what the adapter is allowed to deliver.

Jan 2025AU+UKWhy the AU V2L limit is lower than the UK's - socket amp ratings all variants

Detail

Several reports MGEVs.com owner forum
209
V2L's 2.2 kW is too low to run a whole house directly, so owners feed it into a home battery or inverter that handles the peak loads

At around 2.2 kW the standard V2L cannot start big or simultaneous household loads on its own. The practical approach owners take is to feed V2L into an off-grid battery or hybrid inverter and let that system supply the house: the battery covers surge and peak demand while the car slowly tops it back up. One owner charges his home off-grid battery from the car rather than powering appliances directly, and another uses the car to make up his solar system's winter deficit. As a rough guide, if daily house use is under about 24 kWh, the roughly 2 kW trickle via a battery can keep a home going.

Jan 2025GeneralWhole-home backup pattern feeding V2L into a home battery/inverter all variants

Detail

Several reports MGEVs.com owner forum
202
V2L output sits around 215V — under the Australian minimum

Owner measurements put MG4 V2L output at the very bottom of the Australian 216-253V band, at or only marginally under the minimum, which matters only for voltage-sensitive gear.

May 2024AU+UKMG4 V2L adapters, AU and UK all variants

Detail

Several reports MGEVs.com — V2L discharge specs, 60Hz output on Australian MG MG4 EV
211
V2L instantly says 'Discharge finished'? Check the discharge floor

If V2L reports "Discharge finished" the instant you plug in, check the car's minimum discharge (SoC floor) setting before blaming the adapter.

Mar 2026Generalany MG4 with V2L all variants

Detail

Single report MGEVs.com — MG4 V2L showing 'Discharge finished' immediately, solved
218
V2L will not charge another EV directly, but a portable 'EV jerry can' battery can be charged from V2L and then used to charge the second vehicle

Consistent with the car being unable to charge another EV directly, an owner with no mains power yet on a new block used V2L to charge a portable battery pack sold as an 'EV jerry can', then used that pack to charge a small electric UTV. He later found he could run both at the same time, charging the jerry can from the MG4's V2L while the jerry can was itself charging the UTV. The portable battery acts as a buffer that sidesteps the direct EV-to-EV limitation.

May 2026GeneralPortable battery buffer to indirectly charge a second EV/UTV from V2L all variants

Detail

Single report MGEVs.com owner forum
210
One Australian V2L adapter measured 60Hz — but this is contested

Meter your own V2L adapter before trusting it with a fridge, because one Sydney owner measured 60Hz from his official MG adapter while other Australian and New Zealand owners measured 50Hz.

May 2024AUone Australian official V2L adapter; other AU/NZ units measured 50Hz all variants

Detail

Single report MGEVs.com — V2L discharge specs, 60Hz output on Australian MG MG4 EV
212
V2L won't run a Tesla mobile connector — it trips on an earth fault

An Australian owner who bought a 15 A V2L cable locally for about $115 found ordinary small loads ran fine — "I've tested with a radio and a few other small things, all good" — but a Tesla UMC refused to run off it and complained about a ground fault. Do not plan on using your MG4 to rescue a flat Tesla. A separate forum member reported that a generic V2L adaptor bought off eBay did not work at all, so buy a known-good adaptor rather than the cheapest listing.

date not establishedAUV2L via a Type 2 discharge adaptor feeding a 15A socket all variants

Single report Whirlpool Forums

Charge limits & battery care 39

178
The battery pack watches its own insulation and can disconnect the high voltage itself after a collision

Among the high-voltage battery's listed functions are insulation resistance detection, high-voltage interlock detection and collision detection, and the pack's own distribution module controls the main positive, main negative and pre-charge relays. In plain terms the pack can and will isolate itself: if it detects an insulation fault, a high-voltage connector opened, or a crash signal, it opens its contactors and the car will not drive. That is designed behaviour, not a failure. It is why a car can be entirely dead after an impact even when little looks damaged, and it is why an insulation or high-voltage warning is not something to keep driving on and hope about - the system is telling you it has found a genuine electrical safety problem.

2023GeneralFirst-generation MG4 high-voltage battery safety functions; general vehicle fact, UK/EU document. all variants

Detail

Safety / recall Widely reported EH32 MG4 EV Description and Operation (MG official repair and maintenance information)
179
MG's list of causes for an overheating high-voltage battery starts with the coolant and includes a blocked radiator at the front of the car

The high-voltage battery pack overheating gets a twelve-step diagnosis, and the order is telling. First is the coolant itself - lost, low, or no longer performing - then the cooling fan and its wiring, then the radiator checked for blockage or leakage and cleaned if blocked, then the expansion tank, then the coolant pump and its relay, and only after all that do the high-voltage components get looked at. Two things follow for an owner. The MG4 genuinely manages its battery temperature with a liquid loop that can fail like any other, which is part of why MG puts the battery and motor coolants on a scheduled replacement rather than treating them as fill-for-life. And the radiator behind the front bumper needs to be able to breathe: packed with mud, bugs, plastic bags or leaves, MG's own documentation says it can contribute to the pack overheating, which is when you lose fast charging speed and, in the worst case, power.

May 2022GeneralMG4 traction battery thermal fault causes; source is a UK/EU repair-information release. all variants

Detail

Safety / recall Widely reported MG4 EV Service Diagnostic and Measurement Manual, Phenomena Based (MG official repair and maintenance information)
181
MG's cause list for an overheating high-voltage battery contains no battery parts at all - it is twelve cooling-system checks

If an MG4 reports the traction battery running hot, MG's published diagnosis never looks inside the pack. The twelve steps are: coolant condition and level, the cooling fan and its wiring, a blocked or leaking radiator, a leaking expansion tank, the coolant pump relay, the pump itself and its wiring, the expansion tank cap's pressure relief valve, the fan shroud, the DC-to-DC converter, the coolant pipework, the drive transmission, and the charger. In other words a battery over-temperature complaint is, in MG's expectation, a plumbing and airflow fault in a shared liquid cooling loop - not a failing battery. The same eight-component list turns up again under high-voltage battery cooling system leakage, so a coolant loss and an overheat are two faces of the same circuit.

2022GeneralHigh-voltage battery over-temperature warnings and coolant loss on the first-generation MG4 all variants

Detail

Safety / recall Widely reported MG4 EV UK Guided Fault Finding, Phenomena Based Diagnosis v1.02 (MG official repair and maintenance information)
172
A half-finished software update can leave the charge limit missing or stuck at 100 percent

On later releases the head-unit file is only half the job: a matching configuration has to be written afterwards with the dealer's tool. Owners who applied only the first half found the charge target could no longer be set - the control was gone, or only 100 percent would register - leaving the phone app as the only way to cap the charge. Some cars in other markets arrived from the factory in exactly that state, with an owner in Chile finding no charge limiter at all on a car that had never been updated, and owners in Turkey being told the fix was for the dealer to reflash the battery management and head-unit modules together. If the charge limit disappears after a service, that is the missing second step rather than a battery fault.

Feb 2026GeneralCharge target setting lost after partial software update, nickel-chemistry variants

Detail

Widely reported MGEVs.com owner forum
173
Reported battery health drops a few percent a year on paper while owners see no matching loss of real range

Four owners posted long-run figures read with a diagnostic app. One 51 kWh car read about 96 percent at fifteen months, 93 at two years, 91 at three and 90.7 at three and a half; a second 51 kWh car read 96 percent at two years; a 64 kWh car read 94.8 percent at three and a half years; and an owner with about 105,000 km reported no noticeable change at three and a half years. Every one of them said the same thing: the number falls but the range they actually get has not fallen with it. One member argues the figure on the LFP car may be an estimate the software calculates rather than a measurement, which would explain the mismatch. Use it as a rough trend line over years, not as a reading you can act on.

Feb 2026GeneralMulti-year state-of-health readings versus observed range, LFP and nickel packs all variants

Detail

Widely reported MGEVs.com owner forum
161
LFP wants 100% regularly — balancing only starts at 100% on AC

On the Excite 51 LFP, charge to 100% on AC regularly and leave it plugged in for a while afterwards — UK MG EV forum owners report the BMS only starts cell balancing once an AC charge reaches 100%.

Jan-Feb 2025UK/EUExcite 51 LFP

Detail

Widely reported MGEVs.com — Charge to 100%… or not?
163
NMC packs balance at whatever target you set — no 100% needed

Keep an NMC car near 80% for daily use and only take it to 100% before a long trip — UK owner consensus on the MG EV forum is that NMC packs balance at whatever target state of charge you set.

Jan-Feb 2025AU+UKExcite 64, Essence 64, Long Range 77, XPOWER 64 (NMC)

Detail

Widely reported MGEVs.com — Charge to 100%… or not?
167
The LFP car wants an occasional uninterrupted charge from low to 100% to keep its range readout honest

The advice to stop at eighty percent comes from nickel-based batteries and does not transfer to the LFP pack in the 51 kWh car. LFP sits at a flatter voltage across most of its range, which makes the battery management system's state-of-charge estimate drift. Owners report that roughly monthly, one uninterrupted charge from below about ten percent all the way to 100% lets the system recalibrate, and the range estimate becomes noticeably more trustworthy afterwards. Charging to 100% on an LFP car is not the same abuse it would be on a nickel pack.

Mar 2025GeneralLFP battery only, i.e. the 51 kWh Excite / Standard Range; does not apply to the NMC variants

Detail

Widely reported MGEVs.com owner forum
164
A full charge does NOT recalibrate SoH — you need a deep cycle

Run a wide charge from about 10% up to 100% roughly every three months if you want a meaningful state-of-health reading — an ordinary top-up tops and balances the pack but does not calibrate SoH.

Dec 2024UK/EUall variants; most discussed for LFP 51

Detail

Widely reported MGEVs.com — MG4 LFP Battery state of health
168
The LFP car can be charged to 100% daily; the NMC cars should not be

The clearest statement of the split, from Australian owners running both. The 51 kWh LFP pack tolerates being charged to 100 percent every day and is designed for it. The 61.7 kWh NMC packs should not be routinely taken to full, and owners charge them to around 80 percent day to day and use the remaining capacity only when a trip needs it. This is the single most consequential difference between the two chemistries in daily ownership, and getting it backwards costs you either range or battery life.

Dec 2024AULFP applies to the Excite 51; the NMC guidance applies to Excite 64, Essence 64, Long Range 77 and XPOWER all variants

Detail

Widely reported Whirlpool Australian owner forum
162
Charge the LFP to 100% on AC and let it sit — balancing only starts at full

Leave the Excite 51 LFP plugged in for another 30-45 minutes after it reaches 100% on AC, because cell balancing only happens at the top of charge and unplugging straight away skips it.

Aug 2023GeneralExcite 51 LFP (the NMC cars are conventionally kept to ~80%)

Detail

Widely reported MGEVs.com — "Battery Percentage vs Range"
165
The LFP Excite 51 has no charge-limit setting at all

Don't hunt for a maximum-charge-percentage setting on the LFP Excite 51 — Australian owner testing published in 2023 found that option only on the NMC cars (Excite 64, Essence 64, Essence 77, XPOWER).

Oct 2023AUExcite 51 LFP only (Australian market variants confirmed)

Detail

Widely reported Neerav Bhatt — Australian MG4 Essence 64 AC charging test
166
iSmart forgets or overrides the charge target — use the car's screen

Set your charge limit on the car's own screen rather than in the app: UK owners report iSmart can forget the target percentage or time, and the car and the app can disagree about which target applies.

Nov 2023-Mar 2024UK/EUNMC variants with the target-SoC feature

Detail

Widely reported MGEVs.com — Target SOC
169
MG recommends an 80 percent daily limit on the 64 kWh car and allows 100 percent on the 51

The chemistry guidance stated plainly for the Australian range: the Excite 51 with its LFP pack can be charged to 100 percent, with occasional full charges actively useful for keeping the battery management system's calibration honest, while the 64 kWh NMC cars are better kept to an 80 percent daily limit. This matches what owners have worked out in practice and what the app exposes, since the charge limit setting is present on the NMC cars and absent on the LFP one.

Jul 2023AULFP guidance applies to the Excite 51; the 80 percent guidance applies to the NMC variants all variants

Detail

Widely reported Whirlpool Australian owner forum
170
Replacing the traction battery pack is listed at only 1.6 hours of labour

In MG's official labour time schedule for the MG4, the operation to renew the energy storage system, which is the high voltage traction battery pack, carries a standard time of 1.6 hours. Related operations are similarly modest: the battery cooler is 2.0 hours, the energy storage system heater 1.1 hours, the battery coolant pump 1.0 hour and a battery coolant renewal 1.0 hour. By comparison the same schedule allows 5.3 hours to renew the drive motor control module and 6.1 hours for a rear drive motor assembly.

2023GeneralThe schedule lists the same time across all three specification levels, so all variants are listed

Detail

Widely reported MG4 labour time schedule (MG official repair and maintenance information)
171
The displayed battery percentage is calculated, not measured, and the car knows far more than it shows you

MG's live data documentation describes the high voltage battery state of charge as being obtained by a complicated algorithm rather than read directly, and notes that the resulting signal is used as an input by several other modules including the instrument cluster. The same documentation shows the battery management system tracking a great deal more than the single percentage an owner sees, including the minimum and maximum cell temperature across the pack, obtained by combining the sampled data from each cell monitoring unit, along with per-unit battery temperature signals, coolant temperature and the maximum temperature of the pack's copper busbar.

2023GeneralDocumented for the MG4 battery management system generally, so all variants are listed

Detail

Widely reported MG4 EV Guided Fault Finding, Live Data v1.02 (MG official repair and maintenance information)
175
Every MG4 service is meant to record the battery's state of health, so you can simply ask the dealer for the number

The official MG4 maintenance check sheet has a dedicated line with boxes for SOC % and SOH % - the technician is required to check and record the high-voltage battery's state of charge and state of health at the service. That is a far better answer to 'how is my battery doing?' than watching the range readout, which is not a capacity meter, and it means owners do not have to buy a diagnostic dongle to get a figure. Ask for the SOH percentage to be written on your invoice at every service; two or three years of those numbers is a genuine degradation record and it is the evidence you would need if the pack ever approached the 70 percent warranty threshold.

2023UK/EUBattery SOH recording is a required service item on MG's MG4 check sheet; UK/EU document. all variants

Detail

Widely reported Maintenance schedule (MG official repair and maintenance information)
176
The dealer is instructed to leave the charge limit set at 100 percent, so setting your own limit is a day-one job

The later revision of the PDI manual adds a final-preparation step telling the technician to use the car's settings menu to set the maximum charge state to 100 percent, and to reset all the trip computer values to zero with the steering wheel controls. There is a good reason for it - the car then gets a full balancing charge before handover - but the consequence is that a new NMC car arrives with no daily charge cap in place at all. If you intend to run to 80 percent for battery care, set it yourself on the first day rather than assuming the dealer left it somewhere sensible. It also means a brand-new car showing a limit of 100 percent is not evidence of a fault or a half-finished software update.

2023UK/EUUK PDI final-preparation step setting the charge cap to 100 percent; applies to cars prepared to manual revision V1.02. all variants

Detail

Widely reported MG 4 UK PDI Manual V1 02UK (MG official repair and maintenance information)
177
The traction battery is water-cooled and has its own heater, so the MG4 does actively manage battery temperature

The high-voltage battery pack description lists a water-cooled cooling system inside the pack and thermal management by coolant as a core function, and the car carries a separate high-voltage PTC battery heater with its own coolant pipes. The heat-pump schematic also shows a battery chiller fed from the air-conditioning circuit through an electronic expansion valve, so the same refrigerant loop that cools the cabin can pull heat out of the pack. MG states directly that the heater is there to warm the battery in low temperatures and that it shortens fast-charge time when charging cold. In practice this is why battery conditioning shows up as extra consumption, and why a pack warmed by a drive accepts far more DC power than one that has sat out overnight.

2023GeneralFirst-generation MG4 high-voltage battery thermal management, from MG's UK/EU description manual. all variants

Detail

Widely reported EH32 MG4 EV Description and Operation (MG official repair and maintenance information)
182
Your battery's mileage and history only transfer to a new management module if the old one can still communicate

When the MG4's battery management module is replaced, MG's procedure reads the battery data, accumulated mileage and dates out of the old module and writes them into the new one, so the pack's history follows the car. But the manual sets out two separate replacement routes, and only one of them includes that backup step. If the old module has already failed to the point where it cannot communicate, there is no backup and no write-back - the new module simply gets installed and configured. That matters if you are buying used or making a warranty claim, because MG's own threshold for a traction battery claim is a measured capacity drop, and a module that died hard can take the recorded history with it.

Jul 2023GeneralApplies whenever the traction battery management module (BMS) is replaced all variants

Detail

Widely reported MG4 EV Service Repair Manual July 2023 (MG official repair and maintenance information)
180
A battery gauge that looks wrong is checked against what the BMS is actually reporting, and the cluster is suspected before the battery

For a battery charge gauge that reads improperly, MG's first step is to compare the number on the display with the value the battery management system is actually reporting to a diagnostic tool. Only if those disagree does it move on - and even then the ordered causes are the instrument software, then the instrument wiring, then the instrument pack itself, then the BMS, and finally the gateway. The power meter is handled the same way, with the inverter unit in place of the BMS. In plain terms: the gauges on your driver display are repeaters, not measuring instruments, and when one of them misbehaves MG expects the display chain to be at fault more often than the thing being measured. If you are worried about your state of charge readout, the useful question at a service is not "is my battery bad" but "what does the BMS say, and does it match what the car is showing me".

2022GeneralUK/EU service volume; describes the vehicle's own data path, applies to any first-generation MG4. all variants

Detail

Widely reported MG4 EV UK Guided Fault Finding, Phenomena Based Diagnosis v1.02 (MG official repair and maintenance information)
174
MG's own threshold for a traction battery claim is a measured capacity drop below 70 percent of the original

The warranty statement puts a number on the battery guarantee that owners usually only hear second-hand. If a capacity check at an authorised MG repairer shows the high-voltage battery has fallen below 70 percent of the capacity it had when the car was delivered, the shortfall below that line counts as excessive loss and MG will act on it. The wording is deliberately staged: where possible MG repairs the affected portion of the pack rather than swapping the whole thing, and if it cannot be repaired the replacement may be a remanufactured battery rather than a new one. The practical consequence is that the trigger is a dealer capacity test, not the range figure on your dash, so a battery claim starts with asking for that test in writing.

Oct 2021UK/EUBattery capacity warranty threshold and remedy, from MG's UK warranty statement. all variants

Detail

Widely reported MG Online Warranty Statement October 2021 (MG official repair and maintenance information)
189
Do not judge battery health by the range readout; owners are clear it is not a capacity meter

The consistent advice from experienced Australian owners is that the range estimate, the guess-o-meter, is unreliable for assessing capacity loss. It is derived from recent consumption as much as from the pack, so it moves with the season, your driving, your tyre pressures and whether you have been on the highway. Owners watching it for degradation end up chasing noise. If you want to know how the pack is doing, get a proper state-of-health reading rather than comparing full-charge range against what you remember from when it was new.

2026AUAustralian owner consensus; applies across the range all variants

Detail

Several reports Whirlpool Australian owner forum
194
The charge limit is set by tapping the bar at the point you want, not by dragging it

More than one owner has concluded their car has no charge limit at all, because dragging the slider does nothing. The control responds to a tap at the position you want rather than a drag, which is unusual enough that people give up before finding it. You reach it by tapping the battery tile on the home screen and stepping through the tabs; a separate slider on the discharge tab sets how low vehicle-to-load is allowed to take the pack, which is easy to mistake for the charge control. Rule this out before concluding the setting is missing from your car.

Jul 2026GeneralSetting the charge target on the touchscreen, nickel-chemistry variants

Detail

Several reports MGEVs.com owner forum
186
Charge limit can only be set in 10% steps, and only on the NMC cars

In the iSMART app the maximum Target Battery Level only adjusts in 10 per cent increments, and MG's guidance covers it only for the 64 kWh and 77 kWh NMC packs, not the 51 kWh Excite's LFP pack.

Apr 2025GeneralExcite 64, Essence 64, Long Range 77 and XPOWER 64 (NMC packs); not the Excite 51 LFP

Detail

Several reports CarExpert — How to use the MG iSMART connected app
187
For long periods parked, owners advise leaving the car between roughly 50% and 80%, not full and not flat

Both extremes are worse than the middle for storage. The recurring advice is to leave the car somewhere between about half and eighty percent if it will sit for weeks, avoid leaving it plugged in but not charging for an extended absence, and avoid DC fast charging to 100% unless a trip actually needs it. This is about calendar ageing rather than any immediate risk.

Mar 2025GeneralDiscussion centred on the LFP Standard Range but the storage advice was given as general EV practice; scope across variants not separated in the thread all variants

Detail

Several reports MGEVs.com owner forum
193
The LFP battery's cycle life so far outlasts the car that fussy charge-window management isn't necessary

LFP owners reassure each other that partial charges and charging in fits and starts are fine, and that you don't need to keep the battery in a narrow band to protect it, since a cooler pack while charging is if anything better. One owner put numbers on it: around 4,000 cycles in a gentle 45-75 percent window on a roughly 49 kWh pack works out to something like 370,000 km of driving before meaningful capacity loss, well beyond most cars' lives. The practical takeaway is to charge to the level you need when you need it, still doing an occasional full charge for cell balancing, without obsessing over every session.

Aug 2025GeneralLFP cycle life far exceeds car life; no need to baby the charge window

Detail

Several reports MGEVs.com owner forum
184
LFP owners should still charge to 100% regularly — it keeps the SoC readout honest

On the 51kWh LFP Excite, give the car an occasional uninterrupted AC charge to 100% so the pack can balance and the gauge recalibrate; the NMC 64 and 77 cars should still sit around 80% day to day.

Jul 2024GeneralExcite 51 LFP only; the NMC 64/77 cars should normally be kept to ~80%

Detail

Several reports MGEVs.com owner forum
185
The pack is not actively cooled while parked and locked

Park in shade whenever you can: owners report the MG4 does not appear to cool its battery while simply parked and locked, and MG's Australian manual warns against parking above 45C for more than 15 days.

Jul 2024AU+UKall MG4 variants

Detail

Several reports MGEVs.com — "Battery conditioning in extreme climate"
188
The seven year unlimited kilometre warranty covers the traction battery too, not just the car

The Australian MG4's seven-year, unlimited-kilometre warranty is stated as covering both vehicle and battery. That matters more than the headline number, because on an electric car the battery is the component whose replacement cost would otherwise dominate the risk of ownership, and many manufacturers warrant the battery on separate and shorter terms than the car. Unlimited kilometres on a battery warranty is unusual and is one of the strongest parts of the MG4's ownership proposition in Australia.

Mar 2024AUAustralian market; applies across the MG4 range all variants

Detail

Several reports Zecar
183
Target SoC is ignored on early firmware unless scheduled charging is on

If your car is on earlier software, switch scheduled charging on — the target-SoC limit only took effect inside a scheduled window, and with scheduling off the car charges straight past the target.

Nov 2023-Mar 2024UK/EUNMC variants (64/77/XPOWER) on pre-R46 software

Detail

Several reports MGEVs.com — Target SOC
190
You can read true battery health with a Bluetooth diagnostic dongle instead of guessing from the range display

Owners who want a real answer on battery degradation use a Bluetooth diagnostic dongle with a compatible app to read state of health directly, rather than inferring it from the range readout, which is not a capacity meter. One Australian owner reported 100 percent state of health after several thousand kilometres. The rough expectation owners work to is one to five percent loss in the first year, with ten percent in that period being cause for concern rather than normal.

Dec 2023AUAustralian owners; applies across the range all variants

Detail

Several reports Whirlpool Australian owner forum
191
Expect roughly one to five percent battery degradation in the first year; ten would be a problem

The benchmark Australian owners work to is one to five percent capacity loss over the first year, with anything approaching ten percent in that period being a genuine cause for concern rather than normal settling. Early loss is also front-loaded: packs typically shed a little quickly and then flatten out, so a first-year figure does not extrapolate linearly. Measure it with a diagnostic tool rather than by comparing range readouts, which move with the weather and your driving.

Dec 2023AUAustralian owner consensus; applies across the range all variants

Detail

Several reports Whirlpool Australian owner forum
192
Cell balancing at 100 percent takes about half an hour and looks like the car has stopped charging

An Australian owner watched a balancing cycle at the end of a full charge: roughly 30 minutes during which the rate dropped to about 4 kW and then flickered between zero and 0.04 kW. That is the battery management system equalising cells that were not actually level despite the car reading 100 percent. It is normal and it is the whole point of an occasional full charge. Owners also report balancing kicking in during a DC session and slowing a 150 kW charge substantially, which is worth knowing if you are in a hurry.

Dec 2023AUObserved on an Australian Essence 64; balancing behaviour applies across the range all variants

Detail

Several reports AEVA Forums (Australian Electric Vehicle Association)
199
One owner saw full-charge range fall from 415 km to 390 km after 18 months and 32,000 km

A real degradation data point rather than a guess: an Australian owner reported the range shown at 100 percent dropping from 415 km when new to 390 km after eighteen months and 32,000 km. That is roughly six percent off the displayed figure, which is a normal early-life trajectory for a lithium pack and is partly the steep initial settling rather than a linear trend. The important caveat owners themselves raise is that the range display is not a capacity meter and should not be used to judge battery health.

2026AUOne Australian owner's car; variant not clearly stated, so all are listed

Detail

Single report Whirlpool Australian owner forum
197
R63 flashed by USB without the SIPS config step leaves the charge-limit slider broken

R63 is an infotainment-only update, and flashing it from a USB stick is not the whole job: the car still needs connecting to a computer running SIPS so a configuration can be updated, and if that step is skipped the target-charge slider on the car's screen stops working, pushing you into the app to set a limit. If your charge limit disappeared after an infotainment update, ask specifically for the SIPS configuration rather than another reflash. The same thread notes it is the camera (FVCM) and front radar (FDR) updates that change ACC behaviour, not R63.

date not establishedUK/EUNMC MG4s taking R63 where the dealer did a USB-only infotainment update

Detail

Single report MGEVs.com — 'R63 update confusion'
195
Early SOH drop on the 51 LFP is calibration, not degradation

A CarScanner state-of-health reading in the low-to-mid 90s on the 51 kWh LFP Excite 51 is normal from early in the car's life, so treat any single figure as indicative only rather than proof of degradation.

Dec 2024UK/EUExcite 51 LFP shows the early drop; 64 kWh NMC reads near 100% much longer

Detail

Single report MGEVs.com — "MG4 LFP Battery state of health"
198
The Excite 51 has no charge-limit setting at all, while the NMC variants let you cap the charge percentage

Owners of the NMC cars can set a maximum charge percentage, both in the iSMART app's charging management screen and on the centre screen. On the LFP Excite 51 that setting is simply absent. This is not a fault or a missing update, and it is consistent with the general advice that LFP packs do not need to be held below full. If you have an Excite 51 and cannot find the setting, you are not missing anything.

May 2024AUAustralian variants; setting present on the NMC cars (Excite 64, Essence 64, Long Range 77, XPOWER) and absent on the LFP Excite 51 all variants

Detail

Single report Electrifying Everything (Neerav Bhatt)
196
Target SoC is ignored unless you set it on the car's screen (and, pre-R46, use a charge schedule)

Set your charge target on the car's own touchscreen rather than in the iSmart app, since owners report the app can forget the setting.

Nov 2023 - Mar 2024UK/EUMG4 NMC variants; behaviour depends on firmware version (pre- vs post-R46)

Detail

Single report MGEVs forum — "Target SOC"

AC & home charging 42

129
One broken safety interlock connector and the MG4 will not energise its high-voltage system at all

The high-voltage components on this car are linked by an interlock loop that proves every high-voltage connector is properly mated. MG lists the loss of that signal as its own symptom, with the consequence stated plainly: high-voltage power cannot be supplied to the vehicle. The car will not drive and will not charge, and the causes MG expects are a damaged, corroded, deformed or poorly mated high-voltage connector at the charging unit, a fault inside that connector's interlock circuit, or the unit itself. MG's own procedure begins by isolating the pack with the manual service disconnect before anything is touched. For an owner this is a car that appears completely dead in the drivetrain despite a healthy 12V system and no obvious damage - and it is a plausible consequence of underbody impact, flooding or badly done work under the car. It is emphatically not a DIY investigation.

2022GeneralUK/EU service volume, in the Combined Charging Unit chapter; the interlock principle applies to the model generally.

Detail

Safety / recall Widely reported MG4 EV UK Guided Fault Finding, Phenomena Based Diagnosis v1.02 (MG official repair and maintenance information)
146
The granny charger draws about 8 amps, so any extension lead needs to be 1.5mm squared or heavier

The supplied portable charger pulls around 8 amps continuously, which is a sustained load rather than the intermittent draw most household extension leads see. Australian owners advise using an approved extension of at least 1.5 mm squared conductor, and avoiding old or corroded leads entirely. A thin or damaged lead carrying 8 amps for eight hours is a genuine fire risk, and it is one of the few things about EV charging that actually deserves the caution people apply to it.

Dec 2024AUAustralian owners using the supplied portable charger; applies across the range all variants

Detail

Safety / recall Several reports Whirlpool Australian owner forum
158
The supplied granny charger draws only about 1.2 to 1.6 kW, so plan on days rather than hours

Measured by an Australian owner, the supplied portable charger pulls roughly 1.2 kW rising to about 1.6 kW as the 12V battery finishes topping up. That is a genuinely slow rate: it will add perhaps 8 to 10 kWh overnight, which is fine for a short daily commute and nowhere near enough to recover a big battery from low. If the granny charger is your only option, the 51 kWh car is a much easier proposition than the 77.

2025AUMeasured on an Australian car with the supplied portable charger all variants

Detail

Safety / recall Single report Whirlpool Australian owner forum
157
You do not need a wallbox: one owner charges on a portable 20A three-phase unit at 4.2 kW inside his solar window

A West Australian owner doing 130 to 180 km round trips twice a week charges on a portable 20 amp three-phase unit delivering about 4.2 kW, deliberately between 9am and 3pm to use his own solar. That takes him from around 40 percent to full in roughly six hours, comfortably inside the daylight window. If your driving is regular and moderate, a modest portable charger matched to your solar generation can be a better answer than the fastest wallbox you can fit.

May 2024AUWestern Australian Excite 51 owner; the approach applies to any 6.6 kW single-phase MG4

Detail

Safety / recall Single report Electrifying Everything (Neerav Bhatt)
119
Only the Long Range 77 does three-phase AC — everything else is 6.6kW

In the 2023 Australian MG4 range only the Essence 77 Long Range had 11kW three-phase AC charging; the Excite 51, Excite 64, Essence 64 and XPOWER are single-phase 6.6kW and cap there even on an 11kW three-phase unit.

May 2024AUAustralian variants; 11kW on Long Range 77 only all variants

Detail

Widely reported Neerav Bhatt — Australian MG4 Essence 77 11kW AC charge rate test
123
Never set a charging schedule in two places at once

If a charge does not start, first check you have not set a timer in two places: UK owners report the car or iSmart schedule and the wallbox schedule fighting each other, so pick one master and delete the schedule from the other.

Jun-Jul 2024UK/EUall 2023 MG4 variants, any market

Detail

Widely reported MGEVs.com — Scheduled Charging Solution
120
CCU (charge control unit) failure kills AC charging while DC still works

If AC charging aborts early - stopping around 74-78%, or dying within about 15 minutes on a granny lead - while DC rapid charging still works at full rate, UK owners have had the charge control unit replaced under warranty.

Oct–Nov 2023UK/EUPhase 1 / early-build Long Range cars with the three-phase onboard charger; UK naming SE LR

Detail

Widely reported MGEVs.com owner forum
122
Charge cable stuck: fob trick first, then the boot release

If the charge plug won't release, locking and unlocking with the key fob three or four times usually frees it, so stand at the socket because it re-locks after a few seconds.

Nov 2023Generalall 2023 MG4

Detail

Widely reported MGEVs.com — Stuck on a charger, how to unlock
124
AC charging speed is set by which onboard charger was built into the car, so it cannot be unlocked in software

MG's charging system layout lists two alternatives for the same position in the car: an 11 kW combined charging unit and a 7 kW combined charging unit, each marked "if equipped". The onboard charger is a physical box bolted in and plumbed into the coolant circuit, taking AC from the socket, converting it and feeding the high-voltage pack. So whether your car can use three-phase AC at the higher rate is a matter of which hardware was fitted at build, not a setting, a dealer update or an app toggle. If you are shopping and want the faster AC rate, buy a car built with the larger unit - changing it later is a component swap, not a configuration change.

2023UK/EUCharging hardware fitment; figures quoted are UK/EU and may not match Australian ratings. all variants

Detail

Widely reported EH32 MG4 EV Description and Operation (MG official repair and maintenance information)
132
MG rates the 11 kW onboard charger at 10 kW output, and its 12 volt side at about 3 kW

The specification table for the combined charging unit gives the two versions fitted to the MG4 and, importantly, separates what goes in from what comes out. The 7 kW unit is rated at 6.6 kW maximum output to the battery and the 11 kW unit at 10 kW. So the gap owners measure between what a three-phase wallbox says it is delivering and what the car actually takes is designed in, not a fault with the charger or the car. The same table shows the other half of this unit's job: on the low voltage side it puts out 9 to 16 volts at a rated 2.5 to 3 kW with a 3 kW peak, which is the real ceiling for everything on the 12 volt system - useful if you are planning to add an amplifier, a fridge or a camera setup.

Jul 2023GeneralMG4 EV, first-generation; both 7 kW and 11 kW combined charging unit versions all variants

Detail

Widely reported MG4 EV Service Repair Manual July 2023 (MG official repair and maintenance information)
133
AC and DC charging take different routes inside the MG4, which is why one can fail while the other works perfectly

MG's own description of the high-voltage layout makes the split explicit. Slow AC charging goes in at the charge port, through the combined charging unit which converts it, then on to the high-voltage distribution unit and into the pack. DC fast charging bypasses the charging unit entirely and runs from the port through the distribution unit straight to the battery. Two things follow for owners. A fault in the onboard charging unit can leave a car that rapid-charges faultlessly but will not take a wallbox or a granny lead at all - and the reverse pattern points instead at the distribution side or the pack. It is worth saying out loud at the service desk, because a technician who plugs into a rapid charger, sees it work and hands the car back has not tested the AC hardware at all.

Jul 2023GeneralAll first-generation MG4; describes the physical high-voltage architecture, not a market option.

Detail

Widely reported MG4 EV Service Repair Manual July 2023 (MG official repair and maintenance information)
121
Opening a door stops a charging session, and the car locks itself while charging in public

UK owners report the MG4 locks its doors when a charge starts, and that opening a door or unlocking the car interrupts an AC (Type 2) session, while CCS DC rapid charging reportedly carries on regardless.

Oct 2022 - Jul 2025UK/EUMG4 2022–2025, all variants

Detail

Widely reported MGEVs forum — MG4 Wiki: Hints, Tips and Solutions
125
The MG4's onboard charging unit is water-cooled, and MG names its own coolant pipes and clamps as the expected source of a leak from it

The Combined Charging Unit - the box that handles charging from a wall socket or charge point - is not air-cooled; it sits in one of the car's coolant loops and has its own water inlet and outlet pipes. MG's symptom table lists 'fluid leak' as a recognised complaint against that unit, and the only cause it expects is damage to those external cooling pipes or the clamps holding them on. So a coolant smell or a coloured puddle under the front of the car is not automatically the battery or the motor loop - the charger's own plumbing is on MG's list, and it is a pipe-and-clamp repair rather than a new charging unit.

May 2022GeneralFirst-generation MG4 Combined Charging Unit cooling circuit; UK/EU document, mechanically the same car as the Australian one.

Detail

Widely reported MG4 EV Service Diagnostic and Measurement Manual, Phenomena Based (MG official repair and maintenance information)
126
A charging plug locked into the car is freed by an emergency release cable behind the right-hand boot trim panel, and MG documents pulling it as a normal step

If the charging connector will not come out of the car, MG's second diagnostic step - before any fuse, relay or module work - is to open a service access in the right-hand luggage compartment trim panel, pull the charge port emergency cable, and try the plug again. That is a manufacturer instruction to release the lock mechanically from inside the boot. For an owner it is the difference between being stuck at a public charger with the cable held hostage and being on your way in a couple of minutes. Worth knowing before you need it: find the access flap in the boot side trim now, in daylight, rather than at night in a car park. The same cable is the reason the car can be freed even when the electrical unlock has failed.

May 2022GeneralMG4 charge port lock release; source is a UK/EU repair-information release. all variants

Detail

Widely reported MG4 EV Service Diagnostic and Measurement Manual, Phenomena Based (MG official repair and maintenance information)
127
A charging plug that will not lock in or will not release can be one fuse or one relay, not a new charge port

MG's cause list for both "connector cannot be plugged in place" and "connector cannot be unplugged" includes a dedicated charging connector lock fuse and a charging connector unlock relay, checked before anything expensive. Ahead of those, the manual asks for the obvious physical checks: the plug itself deformed or sticking, the port blocked or damaged, and the port seal ring failed. Only after the fuse and relay does it reach the vehicle control unit, and even then it calls for a software reflash before replacing it. So if you are quoted for a new charging port because the plug is not latching, it is reasonable to ask whether the lock fuse and the unlock relay have been checked, and whether the port is simply blocked or the plug damaged. Grit, ice and a bent pin in the connector are all on MG's own list before the car is blamed.

May 2022GeneralMG4 charge port lock faults; source is a UK/EU repair-information release. all variants

Detail

Widely reported MG4 EV Service Diagnostic and Measurement Manual, Phenomena Based (MG official repair and maintenance information)
128
The MG4's onboard charging unit is liquid-cooled, and its own external pipework is a documented leak point

MG lists "fluid leak" as a standalone symptom for the Combined Charging Unit, with a single expected cause: damaged coolant inlet or outlet pipes, or their clamps, on the outside of the unit. That confirms the unit that charges the car from a wall socket is plumbed into the car's cooling system rather than being air-cooled, and that its hoses are a service item in their own right. For an owner, the takeaway is that a coolant puddle or a coolant smell under an MG4 is not automatically a battery or motor cooling problem - the charging unit has its own pipes in the same system, and MG expects them to be checked as a distinct fault.

2022GeneralUK/EU service volume; describes hardware present on the model generally.

Detail

Widely reported MG4 EV UK Guided Fault Finding, Phenomena Based Diagnosis v1.02 (MG official repair and maintenance information)
130
When AC charging will not start, MG's own first four checks are the supply, the socket, another charge point and the cable

MG's procedure for "slow charging unavailable" does not begin at the car at all. Step one is the mains supply, and MG spells out checking whether the neighbours have power and whether the main switch or a branch breaker at the house has tripped. Step two is whether the socket or extension the charger is plugged into actually has power. Step three is to try a different charge point and, if that works, tell whoever owns the failed one. Step four is to try a different charging cable, because a broken conductor inside a cable is an expected fault. Only after all four does the procedure move to the car's charge port and its charging module. All four are things you can do yourself before booking a diagnosis.

2022GeneralAC charging that will not start at all, at home or on a public AC post

Detail

Widely reported MG4 EV UK Guided Fault Finding, Phenomena Based Diagnosis v1.02 (MG official repair and maintenance information)
131
If the charge flap will not open, MG's own diagnosis points at a release cable, not the electronics

MG's symptom list for a charging port door that will not release has only two entries. The first is the flap itself being deformed, blocked or fouled. The second is the release cable, which MG says may be damaged or broken, or may have one of its two ends sitting out of position - either at the pull handle or where it locates in the charge port door's mounting groove. There is no motor, module or software step anywhere in the procedure. The practical reading for an owner is that a flap which has never worked properly since a repair, a service or a knock is far more likely to be a misplaced or stretched cable end than an electrical fault, so it should be a cheap mechanical fix rather than a module replacement. It also confirms that the flap genuinely has a mechanical release path rather than depending on the car being awake.

May 2022GeneralHow the MG4's charge port door release works; from the UK/EU-published MG4 manual, but the mechanism is not market-specific. all variants

Detail

Widely reported MG4 EV Service Diagnostic and Measurement Manual, Phenomena Based (MG official repair and maintenance information)
144
Set scheduled charging in the car, not the app, because the app-based schedule is the one that fails

Australian owners report scheduled charging occasionally not stopping at the set end time and needing manual intervention. The pattern several of them converge on is that scheduling set through the car's own settings is more reliable than scheduling through the phone app, which depends on the car being reachable over the network at the right moment. One owner's failure coincided with a mobile network outage, which fits. If your off-peak charging matters financially, set it in the car and treat the app as a convenience.

2026AUReported by Australian owners; variant not identified as a factor all variants

Detail

Several reports Whirlpool Australian owner forum
140
A scheduled charge time set in iSMART can block you charging at a public AC charger

If a charging schedule is set in the car, the iSMART app or your wallbox app, the MG4 can refuse to start AC charging outside that window, including at a public AC charger, so set a schedule in one place only.

Apr 2025AU+UKall 2023 MG4, Australian market

Detail

Several reports CarExpert — How to use the MG iSMART connected app
145
If a scheduled charge fails, stopping and restarting the charge in the app usually clears it

Australian owners hitting scheduled charging failures found a simple recovery: press finish charging and then start charging in the app, which restores normal behaviour. The underlying pattern several owners describe is that stopping a charge from the app can leave the system ignoring subsequent schedules until it is reset this way. Owners who want certainty use a smart wall socket or home automation to control the supply instead, which takes the car's scheduler out of the loop entirely.

Mar 2025AUReported by Australian owners; variant not identified as a factor all variants

Detail

Several reports Whirlpool Australian owner forum
134
Only the 77 gets 11 kW AC — everything else is 6.6 kW single-phase

In the 2023 Australian MG4 range only the Essence / Long Range 77 has the 11 kW three-phase onboard AC charger; the Excite 51, Excite 64, Essence 64 and XPOWER all charge at 6.6 kW single-phase.

May 2024AU2023 Australian range; 11 kW AC is Essence/Long Range 77 only all variants

Detail

Several reports Neerav Bhatt — Australian MG4 Essence 77 11kW AC charge rate test
135
Car intermittently won't wake when the wallbox energises at the scheduled hour

One UK MG4 Essence owner found that with the schedule held entirely on the wallbox and none in the car, the charger energised at midnight but the car only sometimes accepted power, until a dealer updated the charge-port firmware.

Oct-Nov 2024UK/EU2023 MG4 Essence; fixed by charge-port/EVCC firmware

Detail

Several reports MGEVs.com — MG4 Essence scheduled charging woes
138
Solar/surplus charging: the car won't resume after the current drops out

On a solar-diverting wallbox in eco or surplus mode, one UK owner reported his MG4 would not restart when surplus returned after the charger paused, so test excess-PV charging on your own charger before relying on it.

Jun 2024UK/EUall 2023 MG4 on surplus/eco-mode wallboxes

Detail

Several reports MGEVs.com — Charging from Solar PV thread
139
The supplied granny charger is only 8A — expect about 1.2–1.6 kW into the battery

The charge brick supplied with Australian MG4s draws a maximum 8A (1.84 kW at 230V) and its current is not adjustable, so owners report only about 1.2-1.6 kW actually reaching the drive battery.

Oct-Dec 2024AUAustralian-delivered MG4 (the AU-supplied charge brick) all variants

Detail

Several reports MGEVs forum — "Portable charger included with Australian MG4"
143
Only the Long Range 77 can take 11 kW three-phase AC; every other Australian MG4 is capped at 6.6 kW single-phase

If you are choosing a home charger, the AC limit is set by the car, not the wallbox. In the Australian range only the Essence 77 Long Range has a three-phase onboard charger. The Excite 51, Excite 64, Essence 64 and XPOWER all have a single-phase 6.6 kW onboard charger, so plugging them into an 11 kW three-phase wallbox still charges at 6.6 kW. A three-phase wallbox is not wasted money if you may change cars later, but it will not make these variants charge any faster today.

May 2024AUAustralian variants; 11 kW three-phase on Long Range 77 only, all others 6.6 kW single-phase

Detail

Several reports Electrifying Everything (Neerav Bhatt)
147
On an off-peak EV tariff, 400 km a week costs a few dollars against $40 or more in petrol

Australian owners on dedicated off-peak electric vehicle tariffs report rates as low as around 5 cents per kilowatt hour overnight. At that price, 400 km of weekly driving costs roughly $3.40 in electricity, against $40 to $45 of fuel for a hybrid covering the same distance. One owner with solar recorded a 102 km trip using 16.8 kWh at a marginal cost of about 16 cents. The tariff matters far more than the car: the same driving on standard daytime rates costs several times as much.

Oct 2024AUAustralian owners on off-peak or solar charging; applies across the range all variants

Detail

Several reports Whirlpool Australian owner forum
148
Budget roughly $1,300 to $2,500 to have a home charger installed, depending on your switchboard

Australian owners report home charger installation costs spanning about $1,284 to $2,500 and upward, with the spread driven almost entirely by what your existing electrical infrastructure needs. A straightforward run from a modern switchboard sits at the bottom; an older board needing an upgrade, or a long cable run to a detached garage, pushes it up. Solar-aware units that balance charging against household generation, such as a Zappi, sit around the $2,500 installed mark.

Oct 2024AUAustralian installation costs; independent of variant

Detail

Several reports Whirlpool Australian owner forum
149
The supplied 8 amp charger takes about 30 hours for a full charge, which is why owners call it the emergency one

Concrete numbers for planning home charging. The supplied portable charger at 8 amps takes around 30 hours to fill the battery from empty, which is why owners describe it as an emergency charger rather than a daily solution. A 7 kW wallbox does a 51 kWh car in under eight hours, and a 32 amp supply adds roughly 150 to 170 km of range in four hours. If your daily driving is under about 50 km, overnight on the supplied charger genuinely does keep up; beyond that it will not.

Oct 2024AUAustralian owners; times quoted for the 51 kWh car, longer for larger packs all variants

Detail

Several reports Whirlpool Australian owner forum
151
Granny charging loses about 200 watts to the car's own systems, so it is less efficient than it looks

When charging from a household socket, roughly 1.7 kW at the wall becomes about 1.5 kW into the battery, with around 200 watts going to the onboard charger and battery management rather than into the pack. Because the overhead is roughly constant, it hurts proportionally more the slower you charge. Over an eight hour overnight session you may add 12 kWh to the battery while paying for 14 or 15. It is not a reason to avoid the granny charger, but it is worth knowing your electricity bill will not match what the car says it received.

Feb 2024AUMeasured on an Australian car with the supplied portable charger; applies across the range all variants

Detail

Several reports AEVA Forums (Australian Electric Vehicle Association)
137
AC charging on the 64 kWh cars really is capped at 6.6 kW — measured 6.4 kW

If yours is a 64 kWh car, a three-phase wallbox buys you nothing: in the Australian range only the Essence/Long Range 77 has an 11 kW three-phase on-board charger, and every other variant is capped at 6.6 kW single-phase.

Oct 2023AUAustralian MG4 Essence 64 (and other 6.6 kW single-phase variants)

Detail

Several reports Electrifying Everything (Neerav Bhatt) — MG4 Essence 64 AC charging test
150
DC fast charging costs roughly three to four times what home charging does

An Australian owner tracking three months and 4,223 km put home charging at $2.96 per 100 km with 45 percent solar, against $10.70 per 100 km for DC fast charging. That is the real economics of an electric car in one comparison: the running-cost advantage over petrol comes from charging at home, and it largely evaporates if you rely on public DC. If you cannot charge at home, model your costs on the public price before assuming the savings will materialise.

Dec 2023AUMeasured on an Australian Essence 64; the ratio applies across the range all variants

Detail

Several reports Whirlpool Australian owner forum
136
Granny charging loses about 20% — budget for it

Expect to pay for more kWh than the car actually receives on a granny charge, so meter at the wall rather than reading the car's display if you are costing charging per kWh.

Nov 2022UK/EUall variants; measured on a UK granny charge, worst at low amps

Detail

Several reports MGEVs.com — MG4 Charging efficiency
152
The charge flap is a motorised door on the car's locking circuit, not part of the charging system

MG files a charge flap that will not open under the door system, alongside the side doors and the tailgate, and the reference circuit it points to is the door locking system. The causes it lists are the flap sticking or being damaged, the wiring to the flap's own little motor, the flap assembly itself, and then the body computer. Nothing in the chain is a charging component. That reframes the problem usefully: if your flap will not release, the fault is in body electrics and locking, which is why cycling the car's locking has worked for owners as a way of prompting it, and why the state the car is in matters more than anything to do with the charger or the cable.

May 2022GeneralMG's own classification and cause list for a charge port door that will not release; UK/EU-published manual. all variants

Detail

Several reports MG4 EV Service Diagnostic and Measurement Manual, Phenomena Based (MG official repair and maintenance information)
141
A 16A Type 2 cable only gives you 3.6kW — you need a 32A-rated cable for the full 6.6kW

On a single-phase car, 6.6 kW at 230 V is about 28.7 A, so a 16 A-rated Type 2 lead physically cannot deliver it and pegs you at roughly 3.68 kW. Owners get caught because an '11 kW' three-phase cable is often only 16 A per phase, which is useless on a single-phase MG4. Buy a 32 A-rated lead for destination and public AC charging.

date not establishedAUAny MG4 charging single-phase AC with an owner-supplied Type 2 cable all variants

Several reports Whirlpool Forums
142
Australian home charger costs: about $700 for a basic unit alone, $1,285 quoted where the switchboard needed work

Australian owners on Whirlpool quote about $700 for a plain non-smart ('dumb') fast charger — that figure is the hardware only, with installation quoted separately at roughly $500-$800 — $1,284.64 quoted in Perth where an old 1980s fusebox had to be dealt with, and about $2,500 installed for a solar-diverting Zappi, reaching roughly $4,500 for one owner once the powerbox was upgraded too. Posters also confirm you can schedule charging from the car's own screen, so a smart charger isn't required just to shift charging into an off-peak window. Get the switchboard assessed before you accept a headline install quote.

date not establishedAUAustralian home installs; cost driven mostly by switchboard age and cable run

Several reports Whirlpool Forums
154
Scheduled charging silently re-enables itself after a dealer firmware update

One UK owner reported his car reverting to 'Scheduled Charging: On, 22:00-06:00' after a dealer update even though he had saved it Off, so it is worth re-checking the charging-schedule screen after any dealer software work.

Jun 2024UK/EU2023 MG4, reported after Gateway/BCM/Selector updates all variants

Detail

Single report MGEVs.com — Charging from Solar PV: iSmart repeatedly resets charging settings
156
An 11 kW three-phase wallbox actually delivers about 9.6-9.7 kW into a Long Range 77

A measured test on an Australian Essence 77 found the car drawing roughly 9.6 to 9.7 kW from an 11 kW three-phase charger, about ten percent below the headline figure once cable and heat losses are counted. That is normal rather than a fault, and it lines up with MG's quoted seven hours for a full charge. Budget your overnight charging on the real figure, not the sticker.

May 2024AUAustralian Essence 77 Long Range on a three-phase 11 kW AC charger

Detail

Single report Electrifying Everything (Neerav Bhatt)
159
On AC the car charges at full rate right up to about 99 percent, then slows to balance the cells

Unlike DC charging, AC charging does not taper progressively. Owners report it holding full rate until around 99 point something percent and only then throttling back, which is the cell balancing step rather than a limitation. This is why an overnight charge to 100 percent takes barely longer than one to 95, and why there is little to gain from setting a limit just below full if your reason for doing so was to save time.

Jul 2024AUReported on Australian cars; applies across the range all variants

Detail

Single report Whirlpool Australian owner forum
153
Real measured AC rates: ~6.4kW single-phase, ~9.6kW three-phase

Single-owner Australian tests in 2023 measured an Essence 64 at about 6.4kW against its 6.6kW rating and an Essence 77 at about 9.6-9.7kW on an 11kW three-phase charger, useful sanity figures if your wallbox reads low.

Oct 2023 - May 2024AUAustralian Essence 64 and Essence 77

Detail

Single report Neerav Bhatt — Australian MG4 Essence 64 AC charging rate test
160
Free charging at work changes the ownership economics more than any option on the car

An Australian owner with free workplace charging noted it as the single largest factor in his running costs, outweighing everything about the specification of the car. It is worth checking before you buy: an employer with chargers, a shopping centre with free AC, or a council car park with subsidised charging can matter more to what the car costs you than choosing between a 51 and a 64 kWh battery. It also changes which variant makes sense, since cheap top-ups reduce the value of a bigger battery.

Sep 2023AUAustralian owner experience; applies across the range all variants

Detail

Single report Whirlpool Australian owner forum
155
The boot emergency release frees a stuck cable, but one car then refused all charging

The release cable behind a pop-off panel in the boot, on the same side as the charge socket, does free a cable the car won't let go of. But after one owner used it, the car would no longer accept charge from any public charger or home wallbox and needed a whole new charge port. Treat the release as a last resort, not a routine trick, and try the fob and in-car controls first.

date not establishedGeneralAny MG4 with the boot-mounted emergency release; applies whenever the cable locks on. all variants

Detail

Single report MG EVs owners forum

DC fast charging 29

090
The 51 LFP never hits its advertised 117 kW DC — real peak is 87-90 kW

On the Excite 51 with the LFP pack, expect a real-world DC peak of about 85-90 kW, most often 87-88 kW, and only while the battery is below roughly 50% state of charge.

Apr 2024AU+UKExcite 51 LFP only

Detail

Widely reported MGEVs.com — "Maximum DC charging power for the Standard Range (LFP) battery"
091
The LFP 51's DC peak is ~87kW, not the 117kW originally advertised

Expect roughly 85-90kW peak DC on the Standard Range LFP rather than the 117kW originally advertised in the UK; MG later revised its published maximum to 87kW, and MG Australia lists 88kW for the Excite 51.

Apr 2024AU+UKExcite 51 LFP only

Detail

Widely reported MGEVs.com — Maximum DC charging power for the Standard Range (LFP) battery
093
The Standard Range peaks at about 85-88 kW on DC, not the 117 kW originally advertised

Early marketing for the Standard Range quoted 117 kW DC. Owners consistently measure 85 to 88 kW at best, and MG's own stated figure was later revised down to about 87 kW. Do not plan a trip around the original number. The peak is only available at a low state of charge with a warm battery, so arriving at a fast charger with a nearly empty pack matters more than finding a higher-rated charger.

Apr 2024General51 kWh LFP Standard Range, equivalent to the Excite 51; the larger NMC packs charge faster

Detail

Widely reported MGEVs.com owner forum
094
When the battery and the cabin both want cooling, MG's system cools the battery first

The MG4 runs one air-conditioning compressor for two jobs: cooling the cabin through the evaporator, and cooling the traction battery through a refrigerant-to-coolant chiller. MG states plainly that where the two demands cannot both be met at once, the system gives priority to battery cooling over passenger compartment cooling. It also describes the sequence when you are not asking for cabin cooling at all: the chiller's expansion valve opens first, then the compressor starts. The practical effect is that on a hot day at a DC charger, or after sustained hard driving, the air from the vents can go noticeably less cold for a while. That is the designed behaviour protecting the pack, not a failing air-conditioning system.

2023GeneralShared refrigerant circuit behaviour described in MG's UK/EU training material; the mechanism is a vehicle characteristic and should not differ by market. all variants

Detail

Widely reported EH32 MG4 EV Description and Operation (MG official repair and maintenance information)
095
The traction battery heater is an optional fitment, and MG describes it working during cold-weather fast charging

The pack has its own coolant loop — pump, chiller, expansion tank and, where fitted, a high-voltage PTC coolant heater. MG heads that section "if fitted", so not every car has a battery heater at all. Where it is fitted, the described behaviour is: the BMS watches the coldest cell in the pack, the vehicle controller starts the battery water pump when the minimum temperature falls below a threshold, the PTC then heats the coolant and modulates its output in real time until the pack is warm enough, and the BMS stops the heater before switching off the pump. MG describes the heating cycle as one that can start during fast charging at low temperature. Battery cooling, by contrast, is described as running both while driving and while fast charging. This is manufacturer-side confirmation of what owners see: cold-weather DC charging speed depends on getting heat into the pack, and MG does not describe any user-initiated pack preconditioning on the way to a charger.

2023GeneralUK/EU training material; the 'if fitted' qualifier means the hardware may vary by market and build. all variants

Detail

Widely reported EH32 MG4 EV Description and Operation (MG official repair and maintenance information)
092
Excite 51 is capped at 88kW DC and only 6.6kW AC

If you're buying the 50.8kWh LFP Excite 51, expect a DC peak of about 88kW and a single-phase 6.6kW onboard AC charger, well short of the 64kWh NMC cars that peak near 140kW on DC.

date not establishedAUExcite 51 LFP only — the 64/77 NMC cars run to ~140kW+

Detail

Widely reported Chasing Cars (AU)
097
Hot-weather DC throttling: 82 kW down to 30 kW at 35-42°C ambient

Budget extra time for mid-afternoon DC stops in an Australian summer rather than assuming the published peak rate: one Portuguese Standard Range owner saw charging collapse from about 82 kW to 30 kW at 40C ambient.

Aug 2024UK/EUreported on NMC variants; LFP is described by owners as more heat-tolerant

Detail

Several reports MGEVs.com — "Battery conditioning in extreme climate"
098
AC works but DC refuses: often a CCU replacement on Gen 1 cars

If your Gen 1 MG4 (2022-2023 build) AC-charges normally but rejects all DC rapid charging, UK owners on the MGEVs forum found the fix was dealer-side: software updates across several modules, or a new Combined Charging Unit.

May-Jun 2024UK/EUGen 1 MG4 (2022–2023 build), reported on SE LR all variants

Detail

Several reports MGEVs.com — MG4, fault with rapid charging
099
Real-world DC charging in Australia lands far below the 140 kW headline

Plan road trips on realistic DC rates rather than the 140 kW brochure figure - a 2024 Australian test saw only about 25-50 kW from typical chargers.

Jun 2024AUAustralian MG4 Essence 64 tested; applies to all 400V MG4 variants

Detail

Several reports CarExpert — 2024 MG 4 review: 10,000km with an affordable EV
100
Battery heating only prevents cold-gate — it is not fast-charge preconditioning

Expect reduced DC charging speed on cold mornings: the MG4's 'intelligent' battery heating engages only below about 10°C to prevent cold-gate, so it is protective rather than a fast-charge preconditioner.

Apr 2024UK/EUall 2023 MG4; most punishing on LFP 51

Detail

Several reports MGEVs.com — Maximum DC charging power for the SR (LFP) battery
101
Nav-equipped cars precondition automatically; base trims cannot

Setting a charging stop as the destination in the car's own satnav will switch battery heating on, but trims without built-in navigation have no way to trigger it.

Nov 2024AU+UKtrim-dependent; reported on UK SE vs Trophy, check nav presence on AU spec all variants

Detail

Several reports MGEVs.com — Battery Pre-conditioning
104
DC charging speed falls away sharply above about 50% state of charge, and the battery heater only helps below 10 degrees

Two things govern how fast you actually charge. The first is state of charge: peak power is available below roughly half, and the rate tapers noticeably above that, so on a long trip two shorter stops often beat one long one. The second is battery temperature, with the sweet spot around 25 to 30 degrees. Owners report the car's battery heater only comes on below about 10 degrees, so on a cool but not cold day you can be well below the ideal temperature with nothing intervening to fix it.

Apr 2024GeneralReported on the Standard Range but the state-of-charge taper and temperature dependence were discussed as applying across the range; per-variant thresholds not separated all variants

Detail

Several reports MGEVs.com owner forum
108
A DC stop to 80% takes about 37 minutes in an Excite 51 and 28 in an XPOWER

Measured in Australia, charging to 80 percent took roughly 37 minutes in the Excite 51, limited by its 88 kW peak, against about 28 minutes in the XPOWER at up to 140 kW. The smaller battery does not mean the shorter stop. If you regularly do long trips, the charging speed difference between variants will affect your day more than the range difference does, because it is time you spend standing still.

Apr 2024AUAustralian Excite 51 and XPOWER as tested; other variants sit between them

Detail

Several reports The Driven
109
Owners and published specs disagree about the Excite 64's DC charging speed, so check before you buy

This one is genuinely disputed and worth resolving for yourself. Published Australian specifications list the Excite 64 with the same 140 kW DC capability as the Essence 64. Australian owners on the other hand report the Excite 64 being limited to around 88 kW, taking roughly 40 minutes where the higher trims take about 25. That is a large practical difference on a road trip. If DC charging speed matters to you and you are considering the Excite 64, get the answer in writing from the dealer rather than relying on either source.

Dec 2024AUAustralian Excite 64 versus Essence 64; the dispute concerns the Excite 64 specifically

Detail

Several reports Whirlpool Australian owner forum
110
A cold battery caps DC charging around 70 kW, and it takes a drive to warm up

An Australian owner on a 1,200 km trip found that starting the day with a battery cold from sitting overnight limited DC charging to about 70 kW until it warmed, against a consistent 86 kW once up to temperature. This is the practical reason to do your first fast charge of the day after some driving rather than immediately on setting off. The same owner noted the pack takes about ten minutes to cool back down after a fast charge before consumption readings settle.

Oct 2024AUMeasured on an Australian car; the temperature dependence applies across the range all variants

Detail

Several reports Whirlpool Australian owner forum
111
Real charging-curve numbers: 32 to 82 percent took 23 minutes, but the next 11 percent took 15

An Australian owner's measured DC session shows the taper better than any specification does. Going from 32 to 82 percent took 23 minutes. Continuing from 82 to 93 percent took a further 15 minutes for barely a fifth of the energy. That is the cliff everyone talks about, in real numbers. On a road trip the arithmetic is unambiguous: unplug in the low eighties and drive to the next charger rather than waiting for a full battery.

Jul 2024AUMeasured on an Australian car; the taper shape applies across the range all variants

Detail

Several reports Whirlpool Australian owner forum
096
64 kWh NMC DC curve: strong to ~50%, then a steep taper

Plan DC stops on a 64 kWh NMC car as short 20-60% splashes rather than 10-100% sits: it pulls hard to about 50% state of charge and then tapers steeply, so above 80% you pay road-trip time for very little range.

Aug 2023AU+UK64 kWh and 77 kWh NMC variants (Excite 64, Essence 64/77, XPOWER)

Detail

Several reports MGEVs.com — "battery overheating" thread (owner-logged charge curve)
112
Tesla Superchargers sometimes connect and then refuse to charge, and it is often the charger not the car

Australian owners have hit connected-but-not-charging at Tesla Supercharger sites, while others charged successfully at different sites on the same network. In at least one case the stalls that failed were subsequently showing as out of service in Tesla's own app. The practical lesson is not to conclude your car is incompatible after one bad site: check the app for stall status, try a different stall, and try another site before assuming a fault.

Sep 2023AUReported by Australian owners in 2023; applies across the range all variants

Detail

Several reports Whirlpool Australian owner forum
113
Public DC fast charging cost one owner more per kilometre than his old diesel did

The most sobering number in three months of careful Australian record-keeping. Across 4,223 km, DC fast charging worked out at $10.70 per 100 km, against $9.80 per 100 km for the diesel Golf the owner had replaced. Home charging on solar came to $2.96 per 100 km, and the blended average across all charging was $5.75. Fast charging made up 35 percent of his energy. The saving in running an electric car is entirely in where you charge it, not in the car.

Dec 2023AUAustralian Essence 64 over 4,223 km of mostly highway driving

Detail

Several reports AEVA Forums (Australian Electric Vehicle Association)
102
Five dead DC chargers in one NSW run turned a 6-hour trip into 8.5 — reliability, not speed

An Australian Essence 64 owner hit non-operational DC chargers at Port Macquarie, Taree, Nabiac, Karuah and Hexham on a single trip, and the delays pushed them into Sydney peak hour so a six-hour drive took eight and a half. Their standing advice is to stop more often and take short top-ups rather than relying on one big planned charge. Plan Australian country legs around charger redundancy, not the car's range.

date not establishedAURegional NSW road trips on the Pacific and Hume corridors all variants

Detail

Several reports Neerav Bhatt owner blog
103
Tesla Superchargers were the fastest, most reliable DC for AU MG4s; a 75kW BP gave just 22kW

On an Australian 1000 km road test the MG4 talked to Tesla's chargers easily and took 22 kWh in 25 minutes, while a nominally 75 kW BP unit at Marulan peaked at only 22 kW and NRMA/Chargefox stops needed repeated authentication attempts. A long-term Essence 64 owner independently rates every network except Tesla as woeful for reliability. Route Australian trips via Superchargers where you can.

date not establishedAURegional NSW DC charging; the charger was the limit, not the car's own cap all variants

Detail

Several reports Alex Reviews Tech road test
105
The 64 kWh car holds 61.7 kWh usable and peaks near 142 kW DC, giving roughly a 25 minute 10-80% stop

The 64 kWh pack is 61.7 kWh usable once the buffer is taken out, which is the number worth using for your own efficiency sums. Peak DC power is around 142 kW with an average of about 107 kW across a 10 to 80 percent session, working out to roughly 25 minutes in good conditions. AC is 6.6 kW single-phase as standard with 11 kW three-phase offered in some markets.

Undated specification page, retrieved September 2026General64 kWh NMC pack; the 51 kWh LFP and 77 kWh packs have different figures

Detail

Several reports EV Database
106
A 10-80% DC stop on the 51 kWh car takes about 35 minutes even on a 150 kW charger

The 51 kWh car's DC peak is around 87 kW, and that is what limits it rather than the charger. Plugging into a 150 kW unit does not shorten the stop; 10 to 80 percent still takes roughly 35 minutes. That is about ten minutes longer than the 64 kWh car takes for the same percentage despite the smaller pack, because the bigger pack pulls far more power. Worth knowing when planning a trip: pick the charger for availability and price, not for its headline rating.

Undated specification page, retrieved September 2026General51 kWh LFP pack only

Detail

Several reports EV Database
107
The 77 kWh car peaks at about 144 kW DC and does 10-80% in roughly 30 minutes

The Long Range's DC peak is around 144 kW, slightly above the 64 kWh car, and a 10 to 80 percent stop takes about 30 minutes. Because the pack is larger, that same 70 percent window puts substantially more energy in than it would on a smaller car, so the Long Range gains more range per minute plugged in than any other MG4. It is also the only variant offering 11 kW three-phase AC as an option.

Undated specification page, retrieved September 2026General77 kWh NMC pack only

Detail

Several reports EV Database
117
Motoring club membership can knock 20 percent off charging at some Australian networks

A Western Australian owner reported his motoring club membership giving a 20 percent discount at one charging network's sites, on top of that network being competitively priced to begin with. If you already hold a motoring club membership for roadside assistance, check whether it carries charging benefits before you sign up to networks at full price. Over a year of regular public charging that discount is worth more than most of the accessories owners agonise over.

May 2024AUWestern Australian owner; discounts vary by state and network all variants

Detail

Single report Electrifying Everything (Neerav Bhatt)
118
A charge that stops at 80 percent is usually your own charge limit, not a charger fault

An Australian owner's first DC fast charge stopped at 80 percent and briefly puzzled him, until he remembered he had set the battery health charge limit to 80. Worth remembering before you complain to the network or move to another stall: on the NMC cars the limit setting applies to DC charging as well as AC, and it will end a session cleanly at whatever you set. Raise it temporarily if you genuinely need the extra range for a leg.

Oct 2023AUNMC variants with the charge limit setting; the Excite 51 does not have it

Detail

Single report AEVA Forums (Australian Electric Vehicle Association)
116
Early UK 64 kWh cars were quoted at 125 kW DC, so an early used car may charge slower than the spec you read

At launch in 2022 the 64 kWh MG4 was quoted as taking up to 125 kW on DC, reaching 80 percent in about 35 minutes. Later specifications for the same battery quote 140 to 144 kW and around 25 minutes. If you are buying an early used car on the strength of a current specification sheet, the charging performance may not match. Ask what the car actually achieves rather than what the model is capable of today.

Jul 2022GeneralEarly 64 kWh cars from launch; later cars of the same battery size are quoted higher

Detail

Single report Whirlpool Australian owner forum
114
The MG4 is CCS2 only — a CHAdeMO-only site is unusable, adapter or not

Asked whether an MG4 would need an adapter for the CHAdeMO chargers near Woodend, forum members answered no: the MG4, like almost all EVs sold in Australia, uses CCS2 plugs and cables, and CHAdeMO is an obsolete standard used only by a couple of older Japanese models. The practical point is that a CHAdeMO-only site does nothing for you, so filter your trip planner to CCS2 before committing to a country leg.

date not establishedAUOlder regional Australian DC sites with CHAdeMO and CCS2 on one unit all variants

Single report Whirlpool Forums
115
A cold-soaked pack caps DC at ~70kW, and consumption stays high for ~10 min after each stop

An Australian owner charging at Taree after the car sat out overnight in the cold could only pull about 70 kW until the pack warmed, then consistently maxed at 86 kW for the rest of the trip. They also saw noticeably elevated consumption for roughly ten minutes after every DC stop — most likely the pack cooling running — before it settled back to about 17 kWh/100 km at 110 km/h. Don't read either as a fault.

date not establishedAUFirst DC stop of the day after an overnight cold soak, and the first ten minutes after any DC stop

Single report Whirlpool Forums