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
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!
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.
While not being a great seller, I can imagine that the C28X did a great job in boosting the image of the Tanaka brand.
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.
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.