The Mitsubishi i-MiEV Motor is a permanent magnet synchronous electric traction motor with a peak output of 47 kW (64 PS) and continuous rating of 30 kW. It delivers 180 Nm of torque instantly from 0 rpm and is integrated with a single-speed reduction gear and inverter in a compact transaxle unit. The motor weighs 64 kg and operates at up to 12,000 rpm, enabling a top speed of 130 km/h and 0–100 km/h in approximately 15.9 seconds.
Fitted exclusively to the i-MiEV hatchback (ZAA‑M05A) and badge‑engineered variants such as the Peugeot iOn and Citroën C‑Zero, the motor was engineered for urban mobility with emphasis on packaging efficiency, regenerative braking integration, and thermal management. Emissions compliance is inherently zero‑tailpipe, meeting EU Directive 2007/46/EC for M1 category electric vehicles and Japan’s Ministry of Land, Infrastructure, Transport and Tourism (MLIT) EV certification.
One documented concern is inverter capacitor degradation in high‑ambient‑temperature environments, highlighted in Mitsubishi Technical Service Bulletin TSB‑EV‑13‑002. This issue stems from electrolytic capacitor aging under sustained thermal load, leading to reduced regenerative braking performance and occasional power derating. From 2015 onward, revised inverter modules with polymer capacitors were implemented.
Production years 2009–2021 meet EU Directive 2007/46/EC and Japanese MLIT EV certification standards (JAMA Type Approval #JAMA/EV/0891).
The Mitsubishi i-MiEV Motor is a 47 kW permanent magnet synchronous electric traction motor engineered for urban EVs (2009–2021). It combines high-torque density with a single-speed reduction gear and integrated inverter to deliver instant acceleration and efficient regenerative braking. Designed to meet EU and Japanese EV certification standards, it prioritizes compactness and thermal resilience.
| Parameter | Value | Source |
|---|---|---|
| Motor type | Permanent magnet synchronous motor (PMSM) | |
| Peak power | 47 kW (64 PS) | |
| Continuous power | 30 kW | |
| Peak torque | 180 Nm @ 0–2,000 rpm | |
| Maximum speed | 12,000 rpm | |
| Cooling system | Air‑cooled (passive convection) | |
| Gear reduction ratio | 6.033:1 | |
| Inverter type | IGBT-based, integrated with motor housing | |
| Operating voltage | 330 V DC (nominal) | |
| Weight | 64 kg (motor + reduction gear) | |
| Regenerative braking | Up to 0.2g deceleration; 3 levels via paddle | |
| Emissions | Zero tailpipe emissions |
The PMSM delivers instant torque ideal for city driving but requires periodic inspection of the inverter module, especially in hot climates. Mitsubishi recommends checking inverter capacitor health every 60,000 km or 5 years per TSB EV‑13‑002. The air-cooled design eliminates coolant maintenance but is sensitive to underhood airflow—avoid blocking front grille. Regenerative braking efficiency declines if inverter capacitors degrade; symptoms include reduced deceleration and warning lights. Use only OEM-approved 12V auxiliary battery to ensure stable inverter logic supply.
Emissions: Zero tailpipe emissions certified under EU Directive 2007/46/EC and Japanese MLIT EV standards (JAMA Type Approval #JAMA/EV/0891).
Power Ratings: Measured under JIS D 1001 EV supplement. Peak power requires full state of charge and ambient temperature between 10–35 °C (Mitsubishi TIS Doc. EV‑M05).
Inverter Specs: Original inverters use electrolytic capacitors; post-2015 units use polymer capacitors for improved thermal stability (Mitsubishi TSB EV‑13‑002).
Mitsubishi Technical Information System (TIS): Docs EV‑M05, EV‑01‑1120
JAMA Type Approval Database (JAMA/EV/0891)
EU Directive 2007/46/EC on vehicle type approval
The Mitsubishi i-MiEV Motor was used across Mitsubishi's ZAA‑M05A platform with transverse mounting and licensed to PSA Group for the Peugeot iOn and Citroën C‑Zero. This motor received platform-specific adaptations—revised inverter firmware in the Citroën C‑Zero and updated thermal shielding in the i-MiEV facelift—and from 2015 the revised inverter modules adopted polymer capacitors, creating minor ECU and inverter interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the motor ID plate on the rear of the transaxle housing near the inverter (Mitsubishi TIS EV‑M05). The 7th VIN digit indicates powertrain family ('E' for i-MiEV electric). All units feature a single orange high-voltage cable and integrated inverter with cooling fins. Critical differentiation from later MIEV motors: i-MiEV uses air-cooled PMSM with 6.033:1 reduction ratio. Service parts require production date verification—inverter modules for vehicles before 01/2015 use electrolytic capacitors and are not interchangeable with polymer-capacitor units (Mitsubishi TSB EV‑13‑002).
The i-MiEV Motor's primary reliability risk is inverter capacitor degradation in high-ambient-temperature environments, with elevated incidence in Mediterranean or Southeast Asian use. Mitsubishi internal quality reports from 2014 indicated that pre-2015 builds showed reduced regenerative braking efficiency after 80,000 km in hot climates, while EU service records show minor 12V auxiliary battery faults as a secondary concern due to inverter logic sensitivity. Extended exposure to underhood heat and infrequent use accelerate capacitor aging, making thermal management critical.
Analysis derived from Mitsubishi technical bulletins (2013–2018) and EU national EV inspection data (2015–2022). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about MITSUBISHI I-MIEV-MOTOR.
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