MG Comet EV Charging Issues & Windsor Fixes + Costs (India)

If your MG Comet EV refuses to start charging, your MG Windsor EV disconnects from a DC fast charger after a few seconds, or either car keeps losing range overnight while parked, you are not alone — and in most cases it is not a dead battery. MG Comet EV charging issues and Windsor charging faults are among the most common complaints we see at ev.care, and the good news is that the majority trace back to a handful of fixable causes: a tripping home socket, a worn portable charger, a dirty or loose charging inlet, a confused on-board charger (OBC), or a Battery Management System (BMS) that needs a software update. Very few are actually a failed high-voltage battery.

This guide is written for Indian owners dealing with Indian realities — single-phase home connections, 15A sockets, monsoon humidity, 45°C summers, dusty parking, and a public-charger network that is still maturing. We will walk through exactly what goes wrong on the Comet (a 17.3 kWh AC-only city car) and the Windsor (a 38 kWh or 52.9 kWh CUV with CCS2 DC fast charging), why it happens, and what is safe for you to check yourself versus what genuinely needs a qualified technician and proper high-voltage tools.

We have kept the costs honest. Every rupee figure below is an indicative range for the Indian market in 2026 — real quotes depend on your city, whether the car is in warranty, and whether a part is genuinely faulty or just needs cleaning and re-pairing. Use these numbers to sanity-check a workshop estimate, not as a fixed price list. If at any point you smell burning, see scorch marks on a plug, or feel a tingle from the car or cable, stop immediately and read the high-voltage safety section before doing anything else.

Common charging problems on the MG Comet EV and MG Windsor EV

Charging complaints on both MG electric cars tend to fall into a few recognisable buckets. Knowing which bucket you are in saves a wasted trip to the service centre.

The car will not start charging at all

You plug in, but nothing happens — no charge animation, no click of the contactor, sometimes a fault light on the portable charger or wallbox. On the Comet, this is very often the 15A home socket or the portable "granny" charger itself, because the Comet is AC-only and depends entirely on that wall plug. On the Windsor, a no-start on AC is usually the home circuit or cable, while a no-start on DC is frequently a handshake or BMS issue.

Charging starts then stops within seconds (the Windsor DC glitch)

This is the single most widely reported Windsor problem. Owners describe the DC fast charger beginning a session and then disconnecting within seconds, sometimes needing several retries, and it has been noticed across networks like Jio-BP, EV Dock and similar. Tellingly, other EVs charge fine on the same gun, which points to a vehicle-side fault. MG has been rolling out a BMS and high-voltage battery software update at authorised service centres to address it.

Charging is far slower than expected

A Comet that should pull 7.4 kW on a fast-AC unit only trickling in at 3.3 kW (or less), or a Windsor that should hit 45–60 kW on DC crawling along at a fraction of that. Slow charging is normal and protective in extreme heat or cold, but persistent slow charging at moderate temperatures usually means a connector, cable, OBC or BMS limit.

The car loses charge while parked (phantom/parasitic drain)

Several Windsor owners have reported the car shedding roughly 1% every few hours while parked, and Comet owners have raised range-drop concerns too. A small standby draw is normal for any connected EV; a steep, repeatable overnight loss is not and deserves investigation.

Range has dropped and charging "completes" too early

Independent reports on the Comet have flagged cell imbalance and reduced usable range on some higher-mileage cars. If your car now charges to "100%" but delivers noticeably fewer kilometres than when new, that is a battery-health question, not a charger question — and it is exactly what the warranty exists for.

What causes these charging issues

Charging is a chain. Power flows from your supply, through a socket, along a cable and connector, into the car's inlet, through the on-board charger (for AC) or directly to the pack (for DC), all supervised by the BMS. A fault anywhere in that chain stops or throttles the whole thing. Here is where it breaks, roughly in the order it actually fails in Indian conditions.

Supply and socket

The most common and most overlooked cause. Indian homes often have a sanctioned load of just 3–5 kW. A 7.4 kW charger draws around 32A continuously, so switching on an AC or geyser while charging can trip your main breaker — and the car simply stops. Loose, under-rated or corroded 15A sockets overheat, discolour and lose contact; this alone explains a huge share of Comet "won't charge" calls because the Comet leans so heavily on a wall plug. Voltage sag in older colonies and during peak summer load also pushes the OBC into protective shutdown.

Cable and connector

The portable charger and its plug take a beating — repeatedly coiled, dropped, left in the boot in 50°C heat, and exposed to monsoon damp. Hairline cracks, a bent or burnt pin, water ingress, or a frayed cable all cause intermittent or no charging. On DC, a damaged or dirty CCS2 gun (public-side) is a frequent culprit for the Windsor.

Charging port / inlet

The car's inlet collects road dust and grime, especially in dusty cities and during the dry season. Corroded or bent inlet pins, moisture in the inlet after a downpour, or a worn locking mechanism prevent a clean connection. The signal (CP/PP) pins are tiny — even a little corrosion confuses the handshake and the car refuses to begin.

On-board charger (OBC)

The OBC converts AC mains to the DC the battery needs, and it governs your AC charging speed (3.3 kW or 7.4 kW). It is heat-sensitive. In peak Indian summer it will derate to protect itself, slowing the charge. A genuinely failed OBC — from a power surge, water ingress, or age — usually means AC charging stops entirely while the car otherwise behaves normally.

BMS charge logic

The BMS decides whether, how fast, and to what level the pack charges, based on cell voltages, temperature and balancing needs. Outdated BMS firmware is at the heart of the Windsor DC fast-charge disconnect issue. The BMS will also legitimately slow or pause charging when the pack is too hot or too cold, or when it is balancing cells near a full charge — which can look like a fault but is the car protecting your expensive battery.

Home wallbox

A wall-mounted home charger adds its own failure points: a tripping RCCB, the wrong type of earth-leakage protection, or a poorly commissioned unit. EV chargers can leak DC fault current, so they need a Type B RCCB — a cheaper Type A or plain AC device may nuisance-trip or, worse, fail to protect. A weak or shared earthing pit also causes random trips and failed sessions.

DC handshake (Windsor only)

DC fast charging needs a digital "conversation" between car and charger to agree voltage and current before any power flows. If the BMS firmware, the charger's protocol, or the signalling pins are not perfectly aligned, the session aborts in seconds — exactly the symptom Windsor owners report. This is why a software update on the car side can fix what looks like a charger problem.

Step-by-step charging troubleshooting

Work through these in order. They are safe, owner-level checks — no tools, no opening anything, no touching orange high-voltage cabling.

1. Try a different socket or charger. If the Comet won't charge at home, plug the portable charger into a known-good, properly earthed 15A socket on a different circuit. If a home wallbox fails, try the supplied portable charger instead. Swapping the variable instantly tells you whether the fault is the car or the supply.

1. Check your main breaker and load. Make sure nothing else heavy (AC, geyser, motor) is running on the same line. Reset the main MCB/RCCB once. If it trips again the moment charging starts, you likely have a load or earthing problem, not a car problem.

1. Inspect the plug, cable and inlet — eyes and nose only. Look for discolouration, melting, a burnt smell, bent pins, or moisture. Look into the car's charging inlet for dust, corrosion or water. If anything is scorched or smells hot, stop and call a technician.

1. Wipe the inlet and re-seat the connector. With the car off and unplugged, gently clean dust from the inlet with a dry cloth or soft brush — never water or metal. Re-insert the connector firmly until it clicks and locks fully home. A surprising number of "faults" are just a not-quite-seated plug.

1. Power-cycle the car. Lock it, walk away for a few minutes, then unlock and retry. Many handshake and software hiccups clear with a simple restart.

1. Try charging in cooler conditions. If the car has been baking in the sun, let it cool or charge in the early morning/late evening. Heat-derated charging is normal and not a fault.

1. For the Windsor on DC: try another gun or another station. If one CCS2 charger disconnects, try a different gun or operator. If every DC charger disconnects within seconds but AC works fine, that is the classic BMS-update symptom — book the service centre for the high-voltage/BMS software update.

1. Check for phantom drain deliberately. Note the exact percentage, leave the car parked and unplugged overnight without using the app repeatedly, and check again in the morning. A few percent is normal; a large, repeatable loss should be logged with date, time and figures for the technician.

1. Update the app and software. Ensure the MG/connected-car app is current, and ask whether any OTA or service-centre software updates are pending for your VIN.

If two or three of these steps don't restore normal charging, it is time for a diagnostic rather than more guessing. Our free EV Charging Diagnostic Tool will narrow it down in a couple of minutes, and the MG electric cars diagnostic tool is tuned for Comet and Windsor symptoms specifically.

DIY vs when to call a technician

Plenty of charging problems are genuinely DIY: cleaning the inlet, swapping sockets, resetting a breaker, re-seating a plug, checking your home load, updating the app. If a simple change fixes it, you are done.

Everything else belongs with a professional — and here is the part we will not soften.

High-voltage and mains safety warning

An EV traction battery operates at hundreds of volts DC. The orange high-voltage cables, the battery pack, the OBC and the inverter can deliver a lethal shock, and unlike your home AC, DC does not let go. Never open the high-voltage system, probe orange cabling, or attempt to repair the OBC, BMS or charging port internals yourself. EV high-voltage work requires trained technicians, insulated tools, proper isolation procedures and personal protective equipment.

On the mains side, EV charging pulls heavy, sustained current. Faulty wiring, an inadequate earth, or the wrong earth-leakage device is a real fire and shock risk. Socket or wallbox electrical work must be done by a qualified electrician using correctly rated cable, a 32A breaker and a Type B RCCB, with a dedicated earthing pit — not a DIY job.

Call a technician immediately if you see or smell burning, find melted or scorched plugs, get any electric tingle from the car or cable, see warning lights with charging disabled, suspect water has entered the inlet or charger, or face the Windsor DC disconnect that needs a BMS update. When in doubt, stop charging and get it checked — a service visit is far cheaper than an electrical fire or a damaged pack.

EV charging repair costs in India

All figures below are indicative ranges for India in 2026, for out-of-warranty work. Many charging faults are diagnosis-and-clean jobs that cost very little. If your car is in warranty, genuine charging-system and battery faults should be covered — confirm before paying for parts.

Diagnosis and minor fixes

• Charging diagnostic / inspection: ₹500–₹1,500 indicative (often waived if you proceed with the repair).
• Inlet cleaning, re-pinning a connector, re-seating/re-pairing: ₹500–₹2,500 indicative — the commonest and cheapest real fix.

Charging port / inlet

• Type 2 AC inlet (Comet/Windsor AC side): the bare socket can be around ₹5,000–₹8,000 indicative; replaced and fitted with labour, budget roughly ₹8,000–₹18,000 indicative.
• CCS2 inlet assembly (Windsor): the combined AC+DC inlet is a costlier part; expect ₹15,000–₹40,000 indicative fitted, depending on part availability and whether wiring/signal pins are affected.

On-board charger (OBC)

• OBC replacement: one of the pricier components. Indicative ₹40,000–₹1,20,000 depending on model and part source. Always rule out cheaper causes (socket, cable, breaker) first — a true OBC failure is relatively rare.

Portable charger and home wallbox

• Replacement portable (granny) charger: ₹8,000–₹25,000 indicative depending on rating (3.3 kW vs 7.4 kW) and whether genuine MG or third-party.
• Home wallbox supply and install (7.4 kW, single-phase): typically ₹15,000–₹80,000 indicative all-in. The 7.4 kW unit itself is roughly ₹25,000–₹50,000; the rest is cable, a 32A MCB plus Type B RCCB (~₹2,500–₹4,500), a dedicated earthing pit (~₹3,000–₹6,000), and electrician labour. A long cable run from meter to parking, or a sanctioned-load upgrade, pushes it higher.
• Wallbox repair (tripping RCCB, faulty unit, earthing fix): ₹2,000–₹10,000 indicative for the electrical work, plus parts.

Battery and BMS

• BMS / high-voltage software update (e.g. the Windsor DC fix): typically a service-centre job of around 30–60 minutes, usually free under warranty/recall-style updates — do not pay third-party "tuners" for this.
• High-voltage battery pack: a full pack is the single most expensive EV part (well into lakhs), which is precisely why MG's battery warranty matters and why you should pursue a claim rather than an out-of-pocket replacement for a genuine pack fault.

MG Comet EV and MG Windsor EV charging — model-specific notes

MG Comet EV

The Comet is a compact urban EV with a 17.3 kWh LFP (lithium iron phosphate) battery and a claimed range of around 230 km. Crucially, it is AC-only — there is no DC fast-charging port at all. Standard charging is 3.3 kW via a portable charger into a 15A socket (roughly 0–100% in about 7 hours), while the fast-charge "FC" variants add 7.4 kW AC charging (0–100% in about 3.5 hours) using a Type 2 connection. Because everything depends on AC and the wall plug, Comet charging issues skew heavily towards sockets, the portable charger, the inlet and the OBC rather than DC handshakes.

Known concerns reported by Comet owners include cell-imbalance and reduced usable range on some higher-mileage cars, and isolated reports of sudden battery cut-outs — both battery-health matters for the warranty rather than simple charging faults. On warranty, MG has offered an 8-year / 1.2 lakh km battery warranty, and has more recently promoted an unlimited-km lifetime battery warranty for the first owner (terms revert for subsequent owners — always confirm current terms for your VIN and build date).

MG Windsor EV

The Windsor is a larger electric CUV offered with 38 kWh and 52.9 kWh batteries, and unlike the Comet it supports DC fast charging via a CCS2 connector — up to about 45 kW on the 38 kWh and 60 kW on the 52.9 kWh (20–80% in roughly 45–50 minutes). AC charging is 3.3 kW on lower trims and 7.4 kW on higher trims (a full AC charge takes around 7 hours and 9.5 hours respectively for the two packs).

The standout known issue is the DC fast-charging disconnect glitch: sessions that start and drop within seconds, addressed by an MG BMS / high-voltage software update at authorised service centres. Some owners also report phantom drain while parked (around 1% per few hours in some cases). The Windsor is widely sold under a Battery-as-a-Service (BaaS) model, with battery rental around ₹3.5–₹4.5 per km depending on pack and financier; under BaaS the battery is effectively leased, so a genuine pack fault is the provider's responsibility — a real advantage when something goes wrong. Warranty-wise, MG has promoted a lifetime battery warranty for the first owner, reverting to roughly 8 years / 1.6 lakh km if the car is sold; the standard vehicle warranty is separate. Confirm the exact, current terms with MG for your car.

How ev.care can help

When DIY checks run out, ev.care gets you to a verified fix without the guesswork. Our network is staffed by DIYguru-certified technicians trained specifically on EV high-voltage systems, charging hardware and BMS diagnostics — the right people to touch a charging port, OBC or battery safely.

We offer both on-site service (we come to your home or office and check the socket, cable, inlet and charging behaviour where the car actually charges) and workshop service for deeper diagnostics or part replacement. We work on every EV brand — Comet and Windsor included — so you are not dependent on a single overloaded dealership queue.

Start with our free EV Charging Diagnostic Tool to pinpoint the likely cause in minutes, or run the MG-specific MG electric cars diagnostic tool for Comet and Windsor symptoms. When you are ready to fix it, our EV Charging Repair & Service page explains exactly what we cover, and you can book a repair in under a minute — expect a callback within 2 hours. You can also browse the MG Comet and Windsor model pages for specs and guidance. Whether it is a ₹500 inlet clean or a warranty-grade battery escalation, we will tell you straight what is wrong and what it should cost.

Frequently asked questions

Why is my MG Comet EV not charging?

Most often it is the supply or the portable charger, not the car. Check that the 15A socket is properly earthed and not loose or discoloured, that nothing else heavy is tripping your main breaker, and that the plug, cable and inlet are clean and undamaged. Try a different known-good socket — if it charges there, the original socket or circuit is the problem.

Why does my MG Windsor EV disconnect from DC fast chargers within seconds?

This is a known Windsor issue, usually a BMS handshake problem rather than a faulty charger — especially if other EVs charge fine on the same gun. MG has released a BMS and high-voltage software update at authorised service centres to fix it. Book the update for your VIN; the job typically takes under an hour and is generally done free under warranty.

Can the MG Comet EV use DC fast charging?

No. The Comet is AC-only and has no DC fast-charging port. It charges at 3.3 kW on the standard portable charger, or up to 7.4 kW AC on the fast-charge variants via a Type 2 connection. If you need DC fast charging in the MG range, that is the Windsor with its CCS2 port.

Why does my MG EV lose charge while parked?

A small standby draw is normal for any connected EV, but several Windsor owners have reported around 1% loss every few hours, which is on the higher side. Log the exact percentages with dates and times, avoid repeatedly waking the car via the app, and if the drain is steep and repeatable, have a technician check the 12V system, standby loads and software. Document it for any warranty discussion.

How much does it cost to fix EV charging problems in India?

Many fixes are cheap — an inlet clean or re-seating runs ₹500–₹2,500 indicative. A replacement portable charger is ₹8,000–₹25,000, a charging-port/inlet replacement ₹8,000–₹40,000 depending on AC versus CCS2, and an OBC replacement ₹40,000–₹1,20,000 indicative. Software/BMS updates are usually free under warranty. Always rule out the socket and cable first, and check warranty coverage before paying for parts.

Is the MG Comet or Windsor battery covered under warranty for charging faults?

Generally yes for genuine battery and charging-system defects. MG has promoted a lifetime battery warranty for the first owner on both models (reverting to roughly 8 years / 1.2–1.6 lakh km for later owners), with a separate vehicle warranty. On the Windsor's BaaS plan, the leased battery is effectively the provider's responsibility. Confirm the exact current terms for your specific car and build date with MG before any out-of-pocket repair.

Charging faults on the MG Comet and Windsor are usually far less serious than they first feel — most are a socket, a cable, a dirty inlet or a software update away from being solved, not a failed battery. Work through the safe owner checks above, respect the high-voltage and mains warnings, and lean on your warranty for anything battery-deep. When you want a definitive answer fast, run our free EV Charging Diagnostic Tool, or skip straight to a fix and book a repair — DIYguru-certified ev.care technicians will call you back within 2 hours and get your MG charging reliably again.