Frizz | Hatchback Kei Car
Satori | Subcompact Hatchback
Aquila | Compact Executive Sedan
Aventis Lupino | Compact Coupe
Grand Celesta | Fullsize Presidential Luxury Sedan
C28X | Sports Car
C30X | Sports Car
XB4 | Group B Homoligation Sports Car
XM4 | Compact Mid-engined Sports Car
TR2 | Supercar
Fetch | Compact Panel Van
Transfer | Fullsize Panel Van
Switch | Kei Truck
Hito | Truck/Lorry
Glad you’re back. It’s like months I’ve seen you here.
Rebuilding the entire history and lore for Tanaka after your unfortunate hardware failure makes perfect sense. A lot has changed since the last time you posted a Tanaka at all, and with the new LCV4.0 (UE4.24) version now released to the public, it’s fitting that you should be remastering everything they have ever made so far - they all ought to look better in LCV4.0 anyway.
Interesting thread. Iramitsu Jidōsha’s PR department will keep Tanaka’s progress under high regard
The 1st generation Tanaka Satori was introduced in 1963 as Tanaka Motors’ first ever car. This is what kicked started the company. Without this car, Tanaka will not exist. The Satori was a 2 door 5 seater subcompact hatchback. Originally, they planned to make the Satori a rear-engined rear wheel drive hatchback. But after calculating the cost, they scrapped the plan and just go with the conventional front-engine front wheel drive. However, the designers wanted to keep the clean front end of the scrapped rear-engine design. So they tried doing that but ran into some cooling problems. The project was halted for a year until they found a compromise to increase the cooling while keeping its clean looks, integrating the front grille to the chrome bumpers. The Satori came in 3 different versions with 2 different engine sizes, the 620, 620C and the 700S.
This is one of the most well-known early Tanaka motorcycles, the 1955 Tanaka CT50 420 Pegasus. This bike uses an air-cooled 420cc 4-stroke 2 cylinder engine known as the A04A1 which produces 27HP and 32lb-ft of torque.
The engine that the Satori uses is basically roughly the same engine with one cylinder added to it to make it a 4 cylinder. The 620 and 620C uses an air-cooled 620cc 4-stroke 3 cylinder engine known as the AA06A1 engine producing 23HP and 30lb-ft of torque. The engine was made less powerful and less revving than the A04A1 engine in the CT50 420 Pegasus motorcycle to increase fuel economy, drivability and reliability. This engine shared a lot of parts with the motorcycle engine, such as the engine internals, the chain-drive, radiator fans and many more. This made the Satori very simple and reliable.
The Satori 620 was only available with a 3-speed manual transmission, drum brakes all around, 115mm wide steel rims, basic cloth seats without a radio, and no power steering. This bare bones version was able to get 36.2mpg thanks to its 574kg dry weight.
The Satori 620C is a better equipped version of the normal 620 with the addition of chrome hubcaps, an additional left wing mirror, a basic AM radio, hydraulic power steering and progressive springs to improve ride quality compared to the 620. It managed to do 33.9mpg with an increased dry weight of 608kg.
In 1964, Tanaka introduced the Satori 700S. The 700S was meant to be a sportier and more fun version of the 620. The engine displacement was increased from 620cc to 700cc, hence the engine code AA07A1. Tanaka also gave a slightly larger exhaust, changed to short cast headers, changed to a performance 2 single barrel carburetor fuel system and increased cam profile among other changes. This engine now produces 31HP and 36lb-ft of torque. The engine was paired to shorter ratio 3 speed manual transmission. The wheels are now 13 inches and 130mm wide, and their design is sportier and has more holes to allow air to go in and cool the brakes, which are still the same. Following the sportier design, the 700S also added small front circular rally fog lights and the suspension was lowered. The interior was as bare bones as the 620, although you could optionally equip a basic AM radio in there. Without the radio, the 700S weighs just 591kg, but can only do 29.8mpg. Sadly, (while improved) its acceleration was still painfully slow at 27.9 seconds to 60mph and has a top speed of 72.8mph.
The 1st generation Satori was produced until October 1971 where it was replaced with the 2nd generation for the 1972 model year. The Satori was a success, although not huge. But this is only the humble beginnings.
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Next up is one that would allow Tanaka Motors to expand most parts of Asia and Europe, a huge success! Stay tuned!
Hi @Aaron.W I haven’t seen you since the early days of my thread, how’s it going here at Tanaka? Do you remember when you gave us a taxi version of the Crezta for the drawing? Okay I’m getting not only very cheesy and idiotic but also very off topic. Please don’t flag this post anyone who reads this because its off-topic-ness is about to go away quickly!
I have morphed the Crezta into a slight variation pairing which has yet to be released but I just wanted you to know that we at RRRB will still credit you for the design! The Crezta handles somewhat better than our beta-tester at the time expected but doesn’t go very fast and therefore isn’t my first choice for an intense fight. However its great for being a traffic car! Thumbs-up to @Aaron.W and the 80s Tanaka Crezta!
While they revealed their Satori, Haruto Tanaka was planning to make another car. The target is that he should not be proud to embarassed to drive it (because it looked small and it looked cheap according to him, but a necessary stepping stone to reach his target), it should be more spacious and it should look premium while being cheap. It should also be more fun to drive than the Satori. With those targets in mind, the designers and engineers would design a car that little do they know would become a success story. Again, they shared most of the parts like the electronics (for the radio, etc), engine parts and some suspension components from the Satori. However, there are some changes. Enter, the 1st generation Tanaka Aventis.
The 1st generation Aventis was introduced in the 1964 Tokyo Motor Show for the 1965 model year. This is Tanaka’s second car and their first RWD car. This car is categorized and taxed as a compact car in the Japanese market, meaning that its engine is under 1000cc. The AB10A1 is almost the same engine as the Satori’s engine, but it has an extra cylinder on it and some slight other changes. However, it no longer drives the car with a chain. Instead, power is delivered through a driveline, to the differential, to the axle and into the wheels. The drivetrain is basically all new. The chassis is also new. This is a RWD exclusive unibody chassis for the Aventis. The rear suspension is not a torsion beam (the Satori uses them!), but instead a semi trailing arm. Enough talking about the car as a whole, let’s talk about the trim levels.
This is 1000B, the base model of the Aventis. The AB10A1 engine produces 46HP and 53lb-ft of torque. It is connected to a 3 speed manual transmission and for the first time, a 3-speed TakaShift automatic transmission. The tires are 120mm wide and the rims are 13-inch steelies with steel hubcaps. There are drum brakes on all 4 corners of the car. The interior is made out of many plastics and cloth and it does not have a radio inside. Hydraulic power steering comes standard. The springs are now progressive across all trim levels. This version only weighs in at 797.2kg, which enables to get the Aventis to achieve 27.8mpg. It is also way faster than even the sportiest Satori, the 700S with a top speed of 90.3mph and an acceleration from 0-60mph in 25.2 seconds, though still painfully slow.
This is the 1000C. The changes from the 1000B includes chrome hubcaps and a basic AM radio. The extra weight increases its fuel consumption to 27.3mpg.
This is the 1100D. The D stands for Deluxe, which makes this the most luxurious version of the Aventis. Changes from the 1000C includes a 100cc increase for the engine which produces 52HP and 59lb-ft of torque as a result, a 4-speed manual transmission chrome steel wheels, standard vinyl seats and standard AM radio. It can achieve 26.5mpg and has a top speed of 94.8mph, the acceleration to 60mph is faster at 21.6 seconds.
Well, this is the start of the Aventis Lupino’s. While not explicitly named that, it is basically a sportier coupe version of the Aventis sedan.
For 1967, Tanaka launched the Aventis 1100DG as a the coupe version of the 1100D. Nothing changed except that its on a coupe body. Nothing really special for this one. However the real special version came in 1968 with the 1200DG-S. But in order to understand how this came to be, let’s go back to 1967 with this…
In that same year (1967), Tanaka decided that they were going to enter the rally stage. However, they need to have a homologated car. They were going use the AB11A1 engine, but found out that the engine made too little horsepower. So, they created the AB12A1 R engine for the race car and the AB12A1 engine for the planned road-going version. They ditched the normal twin single barrel carburetors for the 4 barrel ones. They also made some little changes to the components. The rally cars participated in the 1968 Monte Carlo rally and other events in Europe. They got podium finishes and in order to celebrate it, they built this.
This is the Tanaka Aventis 1200DG-S, introduced in 1968 as a road-going version of the rally car. It uses the AB12A1 engine producing 67HP and 68lb-ft of torque. It is mated to a short ratio 4 speed manual transmission, allowing its acceleration to 60mph decrease to 14 seconds. The gearing does not prioritize fuel economy at all. The tires are now medium compound radial tires and has 14-inch sporty design rims. The brakes in the front are changed to bigger and better 1 piston disk brakes although the rear stayed as drum brakes. The interior is the same as the 1100DG but is equipped with a basic AM radio. The alignment is more cambered and it has the same rear sway bars as the rally cars. The ride height was also lowered. It now has a top speed of 105mph.
The Aventis was a huge success for Tanaka with over 40,000 sold in a year. This enabled Tanaka to expand to most parts of Asia and even reach Europe. With all the money its making, Tanaka decided to celebrate it by making something exotic, something exciting, something that is a dream. Stay tuned for the next car!
Power steering as standard in a 800 kg 60s car? That’s surely unexpected. I had a 90s 1000kg car with no power steering, and it wasn’t a big deal - even considering that I’m skinny and have only driven cars with power steering before.
I really like the design and the DG-S story. It’s all nicely detailed and realistic.
Thanks for you opinion! I think the 1000B and 1000C should not get power steering. Apparently I cannot think through right now after a whole day of e-learning in school. I’ll fix them sooner or later.
Haruto Tanaka’s ultimate dream was to make the ideal sports car for the road. Before plans for the Satori was even conceived, Haruto started drawing the shapes of his ideal sports car, a long hood with a short cabin. Making a sports car was expensive. However, when the Satori started making profits, Haruto immediately asked his designers and engineers to make a car that would point Tanaka to an exciting direction. Development for the car has started. However, they don’t really have much money to develop it further. So they waited until the Aventis, which was a huge success. Once the money floods in, Tanaka decided to continue development for the sports car. It was codenamed “CX”. They used Tanaka Bikes’ ability of making great motorcycle engines and apply that to make the engine for the car. These cars were planned to be very small production hand-built sports cars. After years of development, they felt that they were ready to unveil it to the world.
Unveiled at the 1966 Tokyo Motor Show for the 1967 model year, the Tanaka C28X was the company’s first sports car. The C28X competed with the some of the best sports cars offered at that time. It shared little parts from other Tanaka models. The LR28DCOEA1 engine was developed by Tanaka bikes. It was a very robust and powerful engine making 205HP and 191lb-ft of torque, making it one of the most powerful Japanese production cars at the time. Only the best craftsmen in the company were handpicked to make the C28X.
This is the C28X Sport. It is equipped with the LR28DCOEA1 engine making 205HP and 191lb-ft of torque. It was paired to a 5-speed manual transmission. The tires were 200mm wide at the front and 220mm wide at the rear. The rims were 4 spokes magnesium rims to save weight. The brakes were 2 piston solid disk brakes at the front and 1 piston solid disk brakes in the rear. There was a semi-clad undertray to reduce drag (they were experimenting with it at the time). This trim was a 2-seater model. The interior is made up of premium quality leather with an equally premium AM radio system. This car weighs only 980kg, enabling it to accelerate from 0 to 60mph in only 6.91 seconds and had a top speed of 143mph. Back in the day, this car costs $5146, which in 2012 money is $35300.
The C28X GT was the most luxurious version. This version adds 2 more seats at the back, the optional 3-speed TakaShift automatic transmission, chrome steel wheels and a luxury AM radio. It now weighs 1074kg, making it slower than the Sport.
This car was very expensive. People didn’t buy them and Tanaka only ended up making only 480 of these for only 3 years. Only 100 of these were GT models and only 20 of them were automatic ones. While they sold terribly, Haruto Tanaka ended up making his dream a reality, and these cars only cemented Tanaka’s reputation as an exciting Japanese car company.
That’s it for Tanaka’s 60s lore. Stay tuned for the 70s lore!
While not being a great seller, I can imagine that the C28X did a great job in boosting the image of the Tanaka brand.
The 2nd generation was introduced in 1970 for the 1970 model year. This car marks Tanaka’s first step into the US market. While it looks similar to the 1st generation, it’s not. Tanaka just evolved the Tanaka’s twin light design language. This generation is slightly longer, but overall, its width and its wheelbase stayed the same. However, interior space is increased due to clever packaging. During its first 2 years, this generation was not really a hit in the US. But entering 1973 with the oil embargo, the Aventis suddenly skyrocketed in sales.
This is the Aventis 1200B, the bare bones base model of the Aventis. The smallest engine size is now 1200cc instead of 1000cc, a big jump in displacement. The AB12A2 engine makes 65HP and 68lb-ft of torque. There are 2 transmissions available, the 4-speed manual and the 3-speed TakaShift automatic transmission. The wheels are 13 inch steel rims with dog dish hudcaps, and with 130mm wide hard long life tyres. The brakes are drum brakes all-round. The interior is very basic with basic cloth seats and no radio at all. Top speed is now increased to 103mph, making it the first base model Aventis to go over 100mph. What a great achievement (Sarcasm intensifies)! Fuel economy stays roughly the same, although slightly lower by 0.5mpg.
This is the Aventis 1200C, the mid-range model of the 4 door Aventis. This trim still uses the same engine as the 1200B. But the changes include different hudcaps, and the addition of a basic AM radio. Nothing more to say other than that.
This is the Aventis 1500D, the highest trim level of the 4 door Aventis. This trim now uses the BA15A1 engine making 75HP and 82lb-ft of torque. Other changes include different hudcaps, upgraded cloth seats and a higher quality AM radio.
The Lupino nameplate makes another appearance for the Aventis, and its not just a glorified 2 door Aventis. The 2nd generation Aventis Lupino was introduced in 1972. For this generation, the Aventis Lupino has a new front and rear fascia, with new allow rims and sportier suspension settings. Tanaka were trying hard to attract US customers to buy their cars. They have been studying about American car designs ever since they plan on entering the US market. All that design study lead to this.
The standard Aventis Lupino can be equipped with 2 engines, the smaller 1500cc BA15C1 making 86HP and 88lb-ft of torque. and the larger 1800cc CA18B1 making 103HP and 109lb-ft of torque. Both of them can be equipped with a 4-speed manual transmission or a 3-speed TakaShift automatic transmission. Other difference from the normal 4-door Aventis includes chrome 14-inch alloy rims, wider medium compound tyres, solid front disk brakes, and its interior is the standard cloth seats and basic AM radio. For the 1500 Lupino (equipped with the 4-speed manual transmission), it only weighs 903kg and is able to accelerate from 0-60mph in 11.6 seconds and a top speed of 118mph. For the 1800 Lupino (also equipped with the 4-speed manual transmission), it only weighs 930kg and is able to accelerate from 0-60mph in 9.9 seconds and has a top speed of 124mph.
Tanaka did not enter rally until 1980. During that gap, Tanaka made a sportier version of the Lupino, not as a rally homoligation, but just as a faster and more special version more accessible to the public. This was called the Aventis 2000 Lupino GT. This is the high-performance version of the Aventis. The BA20B1 engine produces 125HP and 123lb-ft of torque. The only transmission option available is a 5-speed manual. The rims are 5-spoke alloys with even wider sport compound tires. The front disk brakes and rear drum brakes are enlarged, with brake cooling ducts behind the wheel wells. The radio is upgraded to the standard AM radio like the 1500D. The suspension was lowered and tuned even sportier. The Lupino GT also included a new front lip and a rear lip spoiler. All these changes made the car weighing 969kg, allowing it to accelerate from 0-60mph in 8.59 seconds and has a top speed of 128mph. These cars were not common contrary to its purpose. Although they were affordable, people would rather buy the less powerful normal Lupino or its rivals. Only 10,000 of these GT versions were ever made worldwide, and most of them were in Asia and Europe where they were most popular there.
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You make some nicelly detailed cars, period correct but with your stying touches. I like that, I think it’s something only experience can bring, since the tutorials focus more on the engeneering side of things. I’d have a Lupino GT irl if I could.
For now, we going to skip tens of years later to this. This is the 7th generation Tanaka Aventis, Tanaka’s best-selling car all over the world. This shares the same platform as the smaller Osaka, the slightly larger Azalea, the Seed Compact SUV and the PulseX subcompact crossover. The Aventis has a 2.61m wheelbase and its length is 4.47m.
1.5 B, 1.8 B
This is the most basic grade of the Aventis, grade B. It is available with 2 engine options: the 1.5 litre Inline-4 (DA16MPEFI-A2) with 98HP and 96lb-ft of torque, or the 1.8 Inline-4 (DA18MPEFI-A2) with 115HP and 109lb-ft of torque. There are 2 transmission options: the 5-speed manual transmission or the 5-speed automatic transmission. This grade comes standard with 14-inch steel rims with hudcaps, solid disk front brakes and rear drum brakes, basic cloth seats with a basic AM/FM radio with a CD player, hydraulic power steering and TC + ABS + ESC. The 1.6 B with the manual transmission is able to get 34.9mpg, and is able to get from 0-60mph in 13.5 seconds. The 1.8 B with the automatic transmission is able to get 34.5mpg and is able to get 0-60mph in 11.9 seconds.
1.5 C, 1.8 C, 2.0 C
This is grade C. It has 3 engine options: the 1.6 litre engine, the 1.8 engine, and the 2.0 engine (EB20MPEFI-A1) making 125HP and 124lb-ft of torque. They all can be equipped with the 2 transmission options. In terms of equipment, he grade C includes everything in the grade B, but adds standard cloth seats, 5-spoke 14-inch alloy rims and variable hydraulic power steering. The 1.5 C with the manual transmission is able to accelerate from 0-60mph in 13.7 seconds and is able to get 33.7mpg. The 2.0 C with the automatic transmission is able to accelerate from 0-60mph in 10.7 seconds and is able to get 36.7mpg
1.5 G, 1.8 G, 2.0 G
This is the grade G. This is for most countries, the highest grade. This is available in 3 engine choices: the 1.5 litre engine (DA15MPEFI-B2) with VVT making 100HP and 90lb-ft of torque, the 1.8 litre engine, and the usual 2.0 litre engine. Again, it is available with the 2 transmission options. In terms of equipment, it includes everything in the grade C and adds a sunroof, fog lights, solid rear disk brakes, standard AM/FM radio with a CD player, electric power steering, increased safety features and 15-inch 7-spoke alloy wheels. The 1.5 B with the manual transmission is able to get from 0-60mph in 14.8 seconds and can achieve 36.6mpg. The 1.8 G with the manual transmission is able to accelerate from 0-60mph in 12.3 seconds and is able to achieve 36mpg. The 2.0 G with the manual transmission is able to accelerate from 0-60mph in 11.6 seconds and can achieve 37mpg.
2.0 GL
The GL grade is only available in Japan, China, Hong Kong and Taiwan as the Aventis’s most luxurious model. It is only available with the 2.0 litre engine and can be paired with the 5-speed manual or the 5-speed automatic. Equipment-wise, it includes everything from grade G, but includes chrome side mirrors, 16-inch 5-spoke alloy rims, and leather interior and seats. The 2.0 GL with the manual transmission is able to accelerate from 0-60mph in 11.1 seconds and can achieve 38.8mpg.
2.0 GS
The GS grade is the entry-level sporty Aventis. It comes with only one engine option, the 2.0 litre engine (EB20MPEFI-B1) making 136HP and 126lb-ft of torque. There are 2 transmission choices: 6-speed manual transmission or 5-speed automatic transmission. The GS includes everything from the G, but adds a viscous LSD, 16-inch twin 5-spoke alloy rims with medium compound tires, sportier and lowered suspension tune, a new front bumper, new vented hood and a rear spoiler. The 2.0 GS with the 6-speed manual transmission is able to accelerate from 0-60mph in 9.66 seconds, has a top speed of 135mph and can achieve 37.6mpg.
2005 Tanaka Aventis ALTECH GS shown in its launch colour, ALTECH Green
2006 Tanaka Aventis ALTECH RS shown
ALTECH GS and RS
While FIA regulations doesn’t require manufacturers to make a rally homologations anymore, Tanaka still wanted to serve to the enthusiast their special menu. The ALTECH nameplate started after the Tanaka ALTECH supercar in the late 90s was created. This has now watered down to the Aventis. It first started in the 6th generation Aventis in 1997 and is now on the 7th generation Aventis starting from 2005. The ALTECH GS has the EB20DI-A1 T engine producing 260HP and 261lb-ft of torque and yes, it uses direct injection. The ALTECH GS Aventis includes everything from the normal GS Aventis, but adds a lot of changes. This includes wider fenders, a new body kit, a new rear wing, clear lens taillights with matte black housing, matter black front light housing, body-coloured front grille surrounds, 3 mechanical LSDs (front, center and rear) to make it AWD, 17-inch alloy rims, larger vented disk brakes, a fully-clad undertray to improve aero, the replacement of the rear bench seats to combined rear bucket seats and even sportier and stiffer suspension tune. It is able to accelerate from 0-60mph in 5.6 seconds and has a top speed of 165mph. In 2006, ALTECH took a notch further with its Aventis ALTECH RS. Its EB20DI-B1 T engine now produces 277HP and 278lb-ft of torque. In terms of equipment, it includes everything on the ALTECH GS, but adds 17-inch magnesium rims of the same design, aluminium seats covered in cloth, an even more aggressive suspension tune, new front splitter, carbon fiber center piece of the wing, carbon fiber mirrors, a sunroof, fog lights and vortex generators. It is able to accelerate from 0-60mph in 5.22 seconds and has a top speed of 167mph.
Unfortunately, Tanaka miscalculated and the cars with the 2 litre engine option was delayed for almost a year for the 2003 model year. However, that did not hurt sales. As per usual, these Tanaka’s were a sales success. They are also very reliable with many examples having 200,000 miles with no problems and issues.
Very nice car as usual, but with a peculiar engine lineup 
Why the VVT variant of the 1.8 gets the same numbers as the non-VVT one? Why there are two - guessing by the designations - different 2.0 engines, yet both have nearly the same performance? Why the most efficient engines are the biggest ones, not the smallest?
The AC07 Aventis, in all its forms, doesn’t just look the part, it also nails the brief of being an affordable and (except for the ALTECH trims) economical compact car incredibly well. In fact, it reminds me somewhat of an EM1 Civic - except for the ALTECH GS/RS, which are more reminiscent of a contemporary Lancer Evo or Impreza STI, and would not look out of place in a contemporary Gran Turismo, Forza Motorsport, Need for Speed, Burnout or Midnight Club game, to say nothing of a Fast and Furious movie.
Fixed the engine and the specs already. The 1.8 litre engines always have VVT. Only the 1.5 litre engines have a non-VVT version for the B and C grade and a VVT version of the G grade. This is why you don’t type long essays in the middle of the night lol.
The reason you’ll want the 1.5 litre is because of the tax levels in come countries, Tanaka catered to that with a lower-taxed 1.5 litre engine for the Aventis. The reason the 2.0 litre engine gets better fuel economy is because the EB-Series engine (created for 2003 cars and upper, which is why the 2.0 litre engine option for the Aventis is delayed for almost a year for the 2003 model year) is newer than the DA-Series engines (for 1995 cars and upper). Not to mention that the DA-Series engines are made of AlSi (Tanaka’s new material technology started in the late 90s with the Tanaka ALTECH supercar now for mass production) for both the heads and blocks to save weight, they are DOHC engines, and the evolution of the VVT technology.
Oooh, nice, now it makes perfect sense.
I kinda ruined an Aventis. Period correct ruined.
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