That seems pretty good for a 2012 I-MIEV, looks like the cells you replaced weren't the ones with the lowest capacity, they just couldn't handle high currents?
You may therefore not see a significant improvement of the remaining capacity after a battery calibration.
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Something strange happens after my maintenance attempt, today morning the charger stopped with 78% SOC, not all the bars appear on the dashboard and I tried several times to fill it but it was not possible, today in the morning it shows 62 km RR and when I see the voltage before starting, many cells are at 4.1V, some at 4.089 and the two LEV50N at 4.03 and 4.04V but the 78% SOC is in the OBDZero application. Now charging in my job the SOC is 81,3% and 0,18A /100W (look like is finalizing soon)
I will probably try to do the procedure again tomorrow, something is now telling the vehicle that the capacity and the bars do not match when I made the failed attempt of maintenance.
Yesterday, I tested the faulty LEV50 cell with a RC Lithium charger/discharger (long time at 2A max) and the measured capacity is similar to the second LEV50 cell I replaced (this one was fine but I took it out so I can compare between the bad one and the others that are still useful using this sample one), so I had to use the two LEV50N I bought, I think it is necessary to test them with a 2000W 12V inverter with high current request, will 100A be a good test?
Driving this morning I see the turtle with high demand again (spend more time to see the turtle, it's on my daily route), I see three other cells now with similar voltage, 2V8 to 2V86V
I have two CATL 93Ah plus the LEV50 that I replaced without being damaged, so next time I open the package I think I need to evaluate with the inverter test or a 5000W UPS that works with 36V, maybe it would be better to test 8 complete cells without disassembling all, adding externally the 2 CATLs that I have in the series of 8.