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Battery equalisation. I have Essence 64 (NMC battery). Have a long drive today so car got an overnight full charge in prep. It's been 96 days since the last charge to 100% so was a good opportunity to do so. The equalisation period after the bulk charging was complete took much longer than...

Should have heeded your own advice.

Indeed. At least by trying other options you ruled out the one charge station being an issue. I just looked at Plugshare logins for that charge stop and there seems to be a common theme of reduced power supply: https://www.plugshare.com/location/586884 Some comments from the feed: Not...

The BMS's on-board balancer (if it has one) looks after that job and does so while the battery voltages are within the upper voltage safety threshold. Usually something you don't want activated until cell voltages exceed ~3.45 V. I beg to differ. Have seen BMS blow a fet / let out the magic...

Mine all connect to a common busbar (a Victron Lynx Power In), enabling fused connections to each battery. For the spare charge controller I have a fused connection to the busbar with an Anderson plug on the other end to make connection/disconnection easy.

Think I'd have tried another charge station.

For a system without closed loop communications that's correct, however charge controllers and inverters should have charge and discharge voltage limits set that are within the safety limits used by a BMS for shut off and those charge controller and inverter limits should not see individual...

e.g. the voltage and state of charge for each of my three LFP batteries over the last 2.5 days:

I have no idea what BMS that battery has but IMO the BMS is there for failsafe reasons, not for regular switching on/off of charge (and discharge). Charging should be managed by a charge controller (which may well have communications with the BMS) while discharge control should be managed by...

It charges to 58.4 V, which is right at the upper limit for a 16S LFP battery. If it were programmable to drop that charge voltage down then it would perhaps be OK. 58.4 V is an average of 3.65 V per cell. In reality the battery won't get to 58.4 V because your battery BMS will shut off...

What are the specs of the battery you wish to charge? Note that the small All In One inverter/charge controller I use enables me to set charge voltages in 0.1V increments anywhere from 48.0 to 64.0 V. Also enables charge current to be set in 10 A increments (which is roughly 500 W increments).

I can't recall which of the drop down option I've used previously, whatever seemed logical at the time I guess. Car makers all have the opportunity to shine over their competition with even just a little bit better attention to/care for their customers, but in my experience they are universally...

Done. I expect there will be no response other than an automated acknowledgement of enquiry. I've not had a response to queries sent via that system previously.

I note MG Australia recently took down scheduled service pricing from their website. It would be good to know what's happened with that. This is what used to be there:

My wife bought me this t-shirt after some early charge session frustrations. Yesterday I had some EVSE issue, car wouldn't charge. Never a good feeling. Turned out it was an issue with the service I use to control the charger. I have the portable charger MG supplied and that worked so I knew...

Equivalent fuel cost for our previous car ~$2,300.

That's how the earthing issues Coulomb refers to are bypassed. I have the same approach. Only very occasional use though during long grid outages.

If the car really needs a balance charge, it will tell you. This is mostly only an issue for people who only ever DC fast charge. Anyone who normally uses AC charging won't have this issue. When AC charging the car will do it for you automatically, just leave it on the AC charger. Unlike the...

Mine's due September so will be interested in what you learn.

Sure looks like it's still connected: