Lithium Titanate / JDM version

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Vinyl

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Hello,

I am new to the forum.

Recently i am shifting slowly towards EV. I am looking for some used car for the first venture of this kind.

I crossed across the Mitsubishi, upon further recognition i found out there were some short series packet with LTO cells in the battery pack.

What i know from Wikipedia these LTO batteries were introduced only to early versions of the car in Japan only.

Any chances someone encountered sth like this? (Vehicle from the Japan - market import)? These batteries are said to have extra performance hence my curiosity.

Question is: How to find these ones? Are they marked with a special tag/model? Are they maybe produced within certain period?

Any help appreciated, thank vinyl:)
 
Vinyl, welcome to the forum.

First off, I modified your post title to reflect JDM - Japanese Domestic Market vehicle. The expression you originally used is considered a pejorative dating back to WWII (no problem, as English is undoubtedly not your primary language).

Secondly, I deleted your first post, as this second one is an elaboration of the first.

With that behind us, I'm delighted you're interested in moving into electric vehicles and the i-MiEV is certainly an excellent contender for local driving.

As you pointed out, Wikipedia provides a wealth of information about our cars:
https://en.wikipedia.org/wiki/Mitsubishi_i-MiEV

Your question about i-MiEVs using Toshiba's Super Charge Ion Battery (SCiB) with its Lithium Titanate Oxide chemistry (and its claimed benefits) is interesting, and hopefully someone can answer your question as to the JDM i-MiEV availability abroad and how to recognize the LTO battery.

Please do note that the SCiB tech battery was only 10.5kWh (compared to the nominal usual 16kWh) which would severely further reduce the already-limited range of the i-MiEV - you might reconsider even looking for one of these simply because you cannot drive very far on 10.5kWh: 40 miles (64km) is very limiting for most purposes, and that was with a brand-new battery which by now has probably lost some capacity.

To let us know where you are located, you might consider updating your profile (which will show your location by your username whenever you post), the procedure described here:
http://myimiev.com/forum/viewtopic.php?f=13&t=3196

Wish you all the best in your EV pursuits.
 
@up thx for reply, wasn't aware of the pejorative meaning

I am very curious about overall experience with these cells. Their specs promise long lasting performance, but i found no relevant data from actual users of those.

You wrote that one could expect some some capacity loss on these LTO cells but isn't it so that they are far less prone for this kind of flaws than lithium ion/ lithium polymer?

I kindly welcome any input to the discussion.
 
Vinyl said:
You wrote that one could expect some some capacity loss on these LTO cells but isn't it so that they are far less prone for this kind of flaws than lithium ion/ lithium polymer?
Click to expand...
As far as I know, LiPo (Lithium Ion Polymer) is not used in any EVs; it's just too dangerous. You usually see it in radio controlled model planes and the like.

LTO is a low voltage chemistry, nominally 2.4 VPC (compared with around 3.7 VPC for ternary lithium, and 3.2 V for LFP). The low cell voltage makes for very low degradation, but also very low energy density, as you need more cells to make up for the lack of voltage. Some LTO batteries intended for home solar storage have a warranty of 20 years.

With the low degradation of LTO and high degradation of the original chemistry (LMO? I forget), it's quite possible that a 10 year old LTO vehicle will have better range and a longer expected life than a vehicle with the standard 16 kWh battery. This would especially be the case in areas with high temperature climate. Ironically Japan where these were sold has a fairly cold climate.

I don't know how to spot one, unless the battery capacity is written on a compliance plate somewhere. The 10.5 kWh battery capacity would identify one. Don't get confused with the 80-cell packs in some parts of Europe (perhaps Peugeot branded?) which would have about a 14.5 kWh capacity. In Australia, we have importers that specialise in grey market Japanese cars; these seem to make grey importing relatively painless and reasonable value for money.
 
Perhaps I can chip in, as someone currently living in Japan.

The SCiB version of the i-MiEV is fairly sought after, as looking at the used car market here the "M" version (compared to the base grade/G/X models with a battery chemistry similar/identical to those outside of Japan) which was sold until 2015 I believe, has kept its value quite well, even after many years have passed.

Even those from 2011, the majority of batteries show battery health at 105% (!!)

The main advantages of the SCiB battery put simply:

- Extremely resilient to heat/DC fast charging - using a 50 kW charger it can go from 0 ~ 100% in approx. 15 mins
- Shows minimal degradation even after thousands of charging cycles

Disadvantages have already been mentioned, i.e. lower battery density. As the "M" was sold as the lower end version, niceties such as keyless start, tinted back windows and alloy wheels are absent, unless these were added as dealer options when bought new.

I will have to disagree with Joe about the range however, as 100 km (at least in ideal conditions) is certainly very achievable in these cars from what I have heard from other owners.
 
miggols99, thank you very much for your informed update. Delighted to hear that the SCiB batteries are holding up so well over time and, at this point in history, that does indeed make them very desirable.
miggols99 said:
...I will have to disagree with Joe about the range however, as 100 km (at least in ideal conditions) is certainly very achievable in these cars from what I have heard from other owners.
Click to expand...
When new, our 16kWh i-MiEVs were readily capable of significantly exceeding the U.S. EPA overall rating of 62 miles (100km). Now, ten years later, >20% LEV50 battery degradation is common. LEV50N battery packs are presumably doing better.

With what you said, a 10.5kWh SCiB i-MiEV driven at relatively low speeds should now certainly match or exceed the LEV50 higher-capacity packs.

Is it possible to corroborate the Wikipedia statement that the SCiB battery packs were indeed only 10.5kWh?

Back to the OP (@Vinyl), sounds as though it may be tough for you to find a JDM "M" version i-MiEV to import.
 
JoeS said:
With what you said, a 10.5kWh SCiB i-MiEV driven at relatively low speeds should now certainly match or exceed the LEV50 higher-capacity packs.

Is it possible to corroborate the Wikipedia statement that the SCiB battery packs were indeed only 10.5kWh?
Click to expand...
Yes, Wikipedia is correct that the SCiB battery packs are in fact only 10.5kWh. I even happen to even have a photo of the brochure from when I went for a test drive in the i-MiEV for the first time! The rated range is 120km according to Mitsubishi, but this is against the now outdated JC08 Cycle. Perhaps the increased efficiency is due to power to the motor being restricted to 30 kW compared to 47 kW in the 16kWh version.

k6u4sDv.jpg


Another thing I forgot to mention - the easiest way to distinguish the "M" model from the others is simply from their use of halogen bulbs.
You can see in the brochure picture that the indicators are clear using LEDs on the "X", while they are orange on the "M".
 
JoeS said:
miggols99, thank you for this! From what year is that brochure?
Click to expand...

I am not completely sure what year it is, but the model names go like this:

2009-2010: Base Grade (16kWh)
2011-2012: G (16kWh), M (10.5kWh)
2013-2016: X (16kWh), M (10.5kWh)
2017~: X (16kWh)

So it is most likely from around 2013-14.
 
Dear All Friends,

Purchase a van from japan auction Mitsubishi MINICAB-MIEV 2019 ( 10.5kwh HR ) Type ZAB - U68V Without cabl and charger.

The charging connector is same like in the picture as under.

I am loking to find the charger for my van in Pakistan one of sellar sad no charger is available here and it can be charged only is charging station, but the problem is that right now only very few station is working in Karachi ,Pakistan.

Is there any possibilities to charge the van at my home with any charger ?

And one thing want to know about dc charging volts and ampere and Kw to charge the van at home by solar system of dc 360 volt .

I really appreciate about ay one be replying to me .

Regards
S.Rizvi
 

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Is there another charging port on the opposite side of the minicab? It will look like the port on the right in this picture, [HV DCQC Chademo on the left, J1772 AC on the right]
laef charge ports.jpg
 
Open up the cover in the rear (engine compartment) such as shown below. Then trace the orange wires closest to the rear of the van coming into the On-Board Charger box located on the left in this photo. Those wires will lead to the AC charging port possibly toward the front of the van on the right hand side; the Chademo port seems to be located toward the rear left hand side.

339-1168f17e431fbf6efe0b32590c2f198d.data
 
michael8554 said:
The charging connector in your image is called CHAdeMo.
This is a 400V or so DC "Fast Charging" connection that you will only find at Charging Stations.
Click to expand...

A solar system installed at my friend house 21.450 Kwh thin film solar panels as under details.

Qty 375 pcs
Q-SMART 85
max volts 57.2
Amp 1.68
 
Last edited:
Syed Rizvi said:
This is the picture for my van as under only one socket.
Click to expand...
Hi the standard charging connector is on the other side of the car:
1719599380363.jpeg

Syed Rizvi said:
A solar system installed at my friend house 21.450 Kwh thin film solar panels as under details.
Click to expand...
CHAdeMon DC charging requires dedicated HW and communication is done via CAN protocol, therefore it’s not possible to fast charge using PV panels only.
 
MickeyS70 said:
Hi the standard charging connector is on the other side of the car:
View attachment 777


CHAdeMon DC charging requires dedicated HW and communication is done via CAN protocol, therefore it’s not possible to fast charge using PV panels only.
Click to expand...
Dear Mickey,

I am going to share some more pics to find the other socket for charging.

yes I i think you are right i have seen the both side similar trunk at the other end but i dont know the type of socket

1719606282204.png

1719606337488.png
MickeyS70 said:
Hi the standard charging connector is on the other side of the car:
View attachment 777


CHAdeMon DC charging requires dedicated HW and communication is done via CAN protocol, therefore it’s not possible to fast charge using PV panels only.
Click to expand...


You are right the other side similar type of trunk but i dont know what is inside of that trunk i will asked again to take picture inside of trunk to see the type of socket .
 
Syed Rizvi said:
Dear Mickey,

I am going to share some more pics to find the other socket for charging.

yes I i think you are right i have seen the both side similar trunk at the other end but i dont know the type of socket
Click to expand...
CHAdeMon sockets were an optional extra but all MINICABS have a standard charging connector on the right hand side.

By the way there seems to be at least one CHAdeMon public charging station in Karachi if below is accurate:
https://evchargers.com.pk/ev-charging-stations-location-in-pakistan/
 

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