They Just keep on getting better…
The 1996-1999 Tanaka TR2
Tanaka TR2 shown
The 1996 Tanaka TR2, the Japanese poster car of the 90s. People remember this car because everything about it is crazy. It has a crazy looking body kit, a low chassis-mounted wing and a massive centre scoop on the roof. It has a crazy acceleration for its time and even fast in today’s standards with only RWD. Only 200 were ever hand-built from 1996-1999 in the Tanabe Racing Factory, the same place where TR versions of Tanaka vehicles were assembled. This is especially special for Tanaka as it was an experimental supercar that would spark a whole new generation of the sporty Tanaka brand image, unlike the boringness of the previous decades.
You cannot talk about this car without its crazy bodywork. The car was equipped with pop-up headlights. The grille was to direct air to the radiator, which was in front of the car. There are 5 scoops directing air into the engine to cool it with the most effective being the one on the roof. You can instantly notice the massive vents behind the rear wheels and part of the rear fender. Then in between those 2 vents is a wing. It sits so low that it almost “blends” in with the silhouette of the TR2. A choice of only Tanabe Racing Midnight Purple, Metallica Black or Tanabe Racing Blue 1 were only available.
Performance is what this car focuses on. The chassis and the body was made entirely out of carbon-fibre. Utilizing the technology from the GCR-1 Group C racecar, it has pushrod suspension on the front and the back to make it an exceptionally good-handling. It uses the C-Series V8 englne, the same series of engines used for the Tanaka Biome (the full-size pickup truck) and the 5th generation Tanaka Aventus (full-size luxury sedan). However, it was turbocharged and was heavily modified to now make 623HP and 571lb-ft of torque. It was mated to a 6-speed manual transmission. It is standard with a mechanical LSD. Again, it is only RWD. The tires are Dunlap sport compound tires with P205/45R19 87(Y) at the front and P275/35R19 55(Y) at the rear. The rims were 19-inch Magnesium rims specially made by BPS. There are 2-piston vented disk brakes on all 4 corners. It has a downforce undertray to minimize drag coefficient while producng downforce. In fact with all these aero, the TR2 produces a total of 984kg of downforce (front and back). The interior was not luxurious. The seats were made of lightweight aluminium and the whole dashboard was made of carbon-fibre, only wrapped by leather with carbon-fibre trimmings. There were still 2 airbags though. It has an AM/FM radio with a standard casette player with only 4 speakers. The power steering was variable hydraulic. The dampers were semi-active and has semi-active sway bars, making it one of the most technologically advanced at the time. This allowed the TR2 to achieve 1.21g’s on a 20m radius skidpad, 0-60mph in 3.3 seconds and a top speed of 204mph, which is not the fastest by any means, but still very fast even in today’s standards. This makes it the first production Japanese car to reach speeds of over 200mph. The car needs serious skill and rewards patience with a great cornering ability. Hence, the TR2 was nicknamed “The Purple Dragon”. As it was Tanaka’s first mid-engined supercar, it is one of the best Tanaka vehicle in history. This is what inspired Tanaka engineers to create the next supercar, the Akuma.
1967-1970 Tanaka C20X
Tanaka’s first ever sports car…
1967 Tanaka C20X shown in Century Brown
The 1967-1970 Tanaka C20X is Tanaka’s first ever sports car. The money from selling the 1st generation Aventis was immediately put into developing Haruto Tanaka’s dream car. Inspired by cars from that era, the body was carefully sculpted. Tanaka took their A-Series SOHC I4 engine from the Aventis and grafted 2 more cylinders to make it an I6 engine. The new engine was called the LR-Series. Haruto Tanaka’s goal was to show what Japan, and most importantly, Tanaka Motors what they’re capable of, especially with Tanaka Motors only open for 2 years. The end result was this:
(Closed Pop-up headlights)
(Opened Pop-up headlight)
Originally unveiled in the 1966 Geneva Auto Show for the 1967 model year, it shooked the whole world. “How the hell did this 1-year old company started building sports cars?” a quote by one of the automotive journalist back when it was first unveiled. Haruto Tanaka was the head designer of this project. He wanted to design his very own car and show it to the world what the man was capable of. In the other hand, Takumi Sakeyama was in charge of the engine. The LR28DCOE-A1 unit produces 205HP and 192lb-ft of torque and it screams all the way up 6200RPM. It was mated to a 5-speed manual transmission. The rims are made 15-inch steelies with sports compound tires wrapped around the rims. The C20X has disk brakes on all 4 corners. The interior was made of leather. The seats were made of aluminium to save as much weight as possible. There was a single high-quality mono speaker and an AM radio. The C20X has hydraulic power steering as standard. Safety was kept standard to save weight. A subtle lip and the rear ducktail spoiler was added to reduce lift, with the latter also making the car look virtually “longer”. All this made the car accelerate from 0-60mph in 6.91 seconds, a top speed of 123mph and a max lateral g of 1.02 g’s. The C20X performed well in its time. It’s original price back when it was new in 1967 was $37100 (in 1967 money). And so, this made it one of Tanaka’s best car in history.
Only 300 were made with 50 imported to Europe and Australia, and 15 imported to America by a private exporter.
Throughout 1967-1970, the C20X was offered in 6 different colours. The colours offered were Pure White, Metallica Silver, Gloss Black, Dark Deep Blue, Mahogany and Century Brown.
1970-1990 Tanaka TJ-40 and TJ-20
1970 Tanaka TJ-40 shown
While Haruto spent his profits for the C20X, he wanted to gain money. So, he decided that he wanted a 4x4 off-roader. In 1968, the first prototype test mule was tested and in 1970, the world was introduced to the Tanaka TJ-40. The TJ-40 was Tanaka’s car to be officially imported to the US (meanwhile, the C20X is completely for the Japanese market, but some importers imported it to the US). The TJ-40 was sold alongside the 1st generation Aventis imported from Japan by private importers (and were modified to meet the US regulations by them) and was sold through both few Tanaka official dealership and the private importer’s dealership. The TJ-Series quickly gained fame by being a very capable off-roader.
1970 Tanaka TJ-40 shown
This is the TJ-40 Hardtop. It was powered by a purpose-built 4.0 litre OHV I6 (the SJ40MFI-A1) producing 123HP and 201lb-ft of torque and it revs only up 4200RPM, perfect for off-roading. The drivetrain is a 4x4 system with manual locking front, rear and transfer case. The tires were cross-ply off-road tires wrapping around the 14-inch steel rims. There were disk brakes on all 4 corners. There was an off-road undertray to protect the underbody of the car. The interior was not basic too as it was made of standard cloth seats with an AM radio. Hydraulic power steering was standard as well. Naturally, this was the go-to version of the TJ.
1973 Tanaka TJ-20 Hardtop shown
With the new 2nd generation Tanaka Aventis released in 1973, it featured a new I4 engine series, the B-Series. So Tanaka decided to make a more basic version of the TJ-40 using the B20MPFI-A1 engine producing 106HP and 116lb-ft of torque. Other than that, the only changes include a plastic side trim, a basic AM radio to replace the standard version and slighly less safety features. This version is the TJ-20 Hardtop.
1975 Tanaka TJ-40 Pick-Up shown
The TJ-40 Pick-Up is a combination of the TJ-40’s tough and reliable SJ40MFI-A1 engine while featuring the basic necessities of the TJ-20. Despite being a pick-up truck, it still retain’s the roof rack and the spare tire. Changes include a 3-speed manual transmission, slightly wider tires, and stiffer suspension for heavy duties. Some countries build their economy by using the TJ-40 Pick-Up to carry things in the back. As a result, the TJ-40 Pick-Up was a very important truck in building some countries’ economy. Because the TJ-40 Pick-Up is used as a work truck, it was built the same way (no visual facelifts) all the way up to 1992, with the only difference being that the SJ-Series engine was updated like the normal TJ-40 and a basic 8-track for 1980-1987 and a basic cassete player until 1990.
The First Facelift (1980-1986)
A USDM 1980 Tanaka TJ-40 Hardtop and a JDM 1980 Tanaka TJ-20 Hardtop shown
With the Aventis gaining foothold in the US market in 1973, Tanaka built a factory there. In 1980, the TJ-40 Hardtop and TJ-20 Hardtop received a facelift. The facelifted TJ-40 is not only built in Japan and other countries. but also the US. The changes for both models include new sealed beam headlights, new rim designs and an 8-track player to go along with their radio. For the TJ-40 alone, the engine was updated to the SJ40MFI-A2 now producing 125HP and 193lb-ft of torque while also reducing emissions to be in the US market. As for the TJ-20, the B20MFI-A2 engine was updated to make 108HP and 118lb-ft of torque. But it doesn’t pass emission testing because there was no catalytic converter. Tanaka doesn’t feel the need to sell the more basic TJ-20 in the US and so, they didn’t put a catalytic converter and just sold it in other countries.
The Second and Last Facelift (1987-1990)
A USDM 1987 Tanaka TJ-40 (the gray one) and a JDM 1987 Tanaka TJ-20 (the white one) shown
In 1986, demand and sales suddenly started plummeting. Tanaka were panicking. So, they released another facelift for the TJ-40 and TJ-20 Hardtop. The mechanical fuel injection of the SJ-Series I6 engine was replaced with a new multi-point fuel injection system. The TJ-40 now makes 150HP and 213lb-ft of torque. Meanwhile, the TJ-20 received the engine from the 4th generation Tanaka Aventis 2.0 S, the EH20MPEFI-B1 engine which produces 126HP and 123lb-ft of torque. The headlight was changed again and the bumpers are now chrome (only for the TJ-40). The rear bumper is now a full bumper bar. The USDM TJ-40 came with an additional third brake light from the US regulations. The TJ-40 now has standard cassette player to replace the 8-track player. But the slow sales showed that despite these improvements, the TJ-Series is a dinosaur and it was beyond saving. In 1990, Tanaka announced that the TJ-Series was discontinued worldwide.
The Brand-New 2020 Tanaka Okanawa
Tanaka Okanawa 5.0 G (on the left) and Tanaka Okanawa 5.0 L (on the right) shown, all USDM Spec
The Okanawa is Tanaka’s latest model. The Okanawa is here to compete with the full-size luxury SUV market. It’s first version was revealed at the 2019 New York Auto Show. Since then, the design has been tweaked to fit in Tanaka’s new design language. The whole car is slightly tweaked. It is now better and ever. This is the perfect time to go on sale.
For the Okanawa, the designers took the headlight+grille combo from the Aventis and the Atlantis. Then, they add a new design twist to the bumper. While it has the body-coloured bar on the front, there is also a fog light and turn signals divided while still giving a unique touch to the Okanawa. From the side, the side bar goes all the way from the end of the taillights to the turn signals on the fender, with the door handles hidden in that area as usual. For the rear, it differs from Tanaka design language and use its own.
For this segment, a prestigious and a luxurious interior is expected. For the 5.0 G, leather is on the dashboard, steering wheel, centre console, door armrest and the seats. Piano black trim surround the entire interior. An 11-inch touchscreen infotainment system functions the ambient lighting, AC controls and other miscellaneous things. A thinner screen on top of that is to display navigation, music, radio and other essential infos. Of course like all other Tanaka, the speedometer is all digital. So you can customize your speedometer with all the info as you wish. For the 5.0 L, leather is extended, the headliner is just an example. The piano black trim is replaced by wood trimmings. While the standard speakers are good enough for most people, harman/kardon speakers are optional. The Okanawa is a 3-row SUV, with 6 or 7 seats.
The new Okanawa uses the UP-AL-DWML-Gen1 platform shared with the latest Aventus and the Crezta coming soon. All trims uses the F50DI-A1 EarthBoost unit producing 403HP and 475lb-ft of torque with cylinder deactivation. The V8 engine is mated to a 9-speed advanced automatic torque-converter transmission for the smoothest possible ride. This being an SUV, AWD is always standard with locking front, rear and centre differential to help you in off-road situations. Remember, this is not a crossover. To extract as much fuel efficiency as possible, there is a fully-clad undertray. The Okanawa has all the safety features available today, including autopilot. The suspension components are mostly shared with the Aventus (the active comfort springs, the semi-active dampers in the 5.0 L and the sway bars).
|Trim||5.0 G||5.0 L|
|Suspension Type (F/R)||Double-wishbone/Multi-link||-|
|Transmission||9-Speed Automatic Torque-converter||-|
|Tire type||Goodstone Hard Compounds||-|
|Tyre Size (F/R)||230/230 mm||-|
|Engine||F50DI-A1 EarthBoost (DOHC 5.0 litre 32 Valve Direct-Injected Turbocharged V8)||-|
|Fuel recommendation||95RON Unleaded Premium||-|
|Top Speed (mph)||177||-|
|Acceleration (0-60mph)||5.95 seconds||6.07|
|Curb Weight (kg)||2294||2342|
|Fuel Economy (US MPG)||25.7||25.4|
|Brakes||Vented Disks, 2 piston front & 2 piston rear||-|
|Interior||Premium high-quality leather with piano black trimming (Wood optional)||Luxurious high-quality leather with wood trimming|
|Infotainment System||Tanaka Premium Infotainment||Tanaka Premium HUD|
|Suspension (springs/dampers/sway bars)||Active Comfort/Adaptive/Passive||Active Comfort/Semi-Active/Passive|
|Sunroof||One Piece (half of the roof, full panormaic sunroof optional)||-|
|Base Price (without mark-ups, taxes and shipping costs)||$70800||$79500|
Note: (-) means the same as the left
(20% Discount applies if you previously purchase a Tanaka vehicle brand new from the dealership)
All test drives are welcome at any time! Just PM me any time.
1st Generation Tanaka Akuma (2003-2007)
From left to right: 2003 Tanaka Akuma S, 2005 Tanaka Akuma S Kiwami 590 Edition
Ever since the discontinuation of the Tanaka TR2 in 1999, customers and fans have been wanting a replacement. So, Tanabe Racing was tasked by Tanaka to design a new supercar, one that would bring Tanaka to the next level. So in 2002, they unveiled the Tanaka Akuma for the 2003 model year. The Akuma was Tanaka’s first AWD supercar.
The design of the Akuma is defined by the principle of “Ninja”. Which means that the Akuma had to look sleek, aggressive, but also subtle, which some people might disagree on the latter. To help with the aggression part, Tanaka added in these “gills” at the side of the bumpers. This brings air to cool the brakes (for the front) and to release heat from the brakes (for the rear) while also makes the Akuma more distinct. To help with the sleek part of the design, the cabin was moved to the front, but not too obviously. This makes the Akuma look visually longer. The wing is also functional. It acts both as a downforce-producing device as well as releasing hot air from the engine. The roof scoop brings cool air to the engine. The vents on the side takes in cool air to cool the intercoolers (their split into 2). The taillights surrounds the wing, making the wing look natural in the Akuma.
2003 Tanaka Akuma S shown
The Akuma S uses the O45DI-A1 T (based on the C-Series engine, but extensively modified for this specific purpose) engine producing 579HP and 484lb-ft of torque. The Akuma S powers all 4 wheels through a 6-speed manual transmission, but can be optioned to have a 6-speed sequential transmission for an extra $1000, with a mechanical limited-slip differential. The rims were 6 spokes alloy rims with Dunlap sport compound tires wrapping the rims. The brakes were 2 piston vented brakes on all 4 corners. The interior has carbon-fibre bucket seats covered in suede (leather is optional) and aluminium trim surrounding the interior. There are 4 speakers in the Akuma with a standard stereo system and a standard CD player. The dampers are adaptive, so you can chooe which damper setting you’d like (comfort/sport). It weighs only 1384kg. All this enables the Tanaka Akuma S to go from 0-60mph in 3.2 seconds (3.1 seconds with the sequential transmission equipped) and has a top speed of 202mph. It can do 1.22g’s on a 20m radius circle and 1.28g’s on a 200m radius circle. Back then, it’s MSRP was $113000 (for the manual version).
2005 Tanaka Akuma S Kiwami 590 Edition shown
The Akuma Kiwami 590 Edition was introduced in 2005 and was sold until 2006 in limited numbers. In fact, only 390 of these were built throughout 2005 until 2006. It was built to celebrate Tanabe Racing’s 15th anniversary of entering official races such as the Group C races, FIA GT3 races and most importantly, the JGTC. This version only came with the 6-speed sequential transmission. Changes include a larger and more aggressive carbon-fibre lip, new side skirts, carbon-fibre rear wing, 20-inch 6 spoke magnesium rims, wider and thinner sidewalls for the tires, reduced safety features, semi-active dampers, semi-active sway bars, and electric LSDs. This makes the Akuma one of the most technologically advanced at the time. The engine was also tuned to make 590HP and 484lb-ft of torque. All these means that the Kiwami 590 Edition only weighs 1340kg. This enables it to go from 0-60mph in 3 seconds and has a top speed of 202mph. It can do 1.25g’s in a 20m radius circle and 1.35g’s on a 200m radius circle. Back then, it’s MSRP was $121000. 200 of these were sold in Japan and the rest of Asia, 30 of these were sold in the US, 100 of these were sold in Europe and 60 of these were sold in Australia, making this one of the most valuable and sought-after Tanaka ever made.
There was more planned for the Akuma. But unfortunately, Tanaka Heavy Industries were affected during the 2007 economic crisis, which led them to end the production of the Akuma and the 3rd generation X-Series. However, this cancelation meant that Tanabe Racing has a chance to design the 2nd generation without the need to still produce the outgoing Akuma. With this in mind, Tanaka fans have high expectations for this next generation Akuma.
Without doubt, the original Tanaka Akuma (especially the hardcore Kiwami 590) is the best car you have ever made - and I am not exaggerating. Your attention to detail in both its design and engineering have ensured its place in the pantheon of great drivers’ cars of the 00s.
1st Generation Tanaka Frizz (1992-2000)
From left to right: Tanaka Frizz B, Tanaka Frizz C, Tanaka Frizz G, Tanaka Frizz TRX4
The Tanaka Frizz was Tanaka’s first entry to the kei-car market. It was introduced in the 1991 Tokyo Motor Show for the 1992 model year. The Frizz is targeted to first time drivers who are looking to have their first car. The trim levels ranges from a basic 5 door commuter hatchback to a 2 door AWD turbo hot hatch. 2 new engine series were creates, the BA-Series and the BB-Series, both 660cc Inline 3 engines. But the former is an SOHC engine while latter is a DOHC engine. The first generation Frizz sold very well. It was also the 1st Tanaka to get over 40mpg.
1992 Tanaka Frizz B shown
The Frizz B uses the BA06MPEFI-A1 engine producing 34HP and 36lb-ft of torque to the front wheels through a 4-speed manual transmission. It has an open differential. The rims are 11-inch steel rims with hudcaps. The tires are hard compound eco tires with a width of 130mm. The interior is made of basic fabric with 5 seats and a basic cassette player. The power steering is hydraulic. There are no traction aids. The Frizz B is indeed the most basic version of the Frizz. It can do 41.6mpg.
1992 Tanaka Frizz C shown
The Frizz C is a more equipped version of the Frizz B. The hudcaps are replaced with Tyrelli-branded hudcaps for a more special look. The cassete player is improved with better speakers. ABS is now standard. It can now do 40.6mpg.
1992 Tanaka Frizz G shown
The Frizz G is the top-of-the-line version of the non-sporty Frizz. The bumper is a little bit different because the fog lights added. The hudcaps are changed to a more stylish and modern one. The steel rims are also enlarged to 12-inches. The undertray is now fully-clad to improve fuel economy. The interior is now standard better-quality fabric. The power steering is now variable hydraulic to improve drivability. A sunroof was also added. It can do 40.4mpg.
1993 Tanaka Frizz TRX4 shown
The Frizz TRX4 was introduced in 1993 as a kei hot hatch. The TRX4 exclusively uses the 2-door body. But even then, it still has 4 seats. It uses the BB06MPEFI-A1 T engine producing 64HP and 63 lb-ft of torque. The engine revs up to 7500RPM. The power is transferred to all 4 wheels through a 5-speed manual transmission and mechanical LSDs. The rims are 13-inch 5-spoke alloy rims wrapped around 160mm sport compound tires. While other trims levels have rear drum brakes, the TRX4 has rear solid disc brakes like the front. The body kit is entirely different. It can do 0-60mph in 13.5 seconds and has a top speed of 93mph, if you’re interested… It can also do 43.2mpg.
Production ended in 25 February 2000 with a million cars sold. and it was replaced with the 2nd generation Frizz.
This is really an excellent design, even one of the very best I have seen here in the forums. Plays in the Corsica Unknown league.
Remember when I said I will post the facelifted version of the 4th generation Aventis? Well, this is it. Enjoy…
4th Generation Tanaka Aventus (1985-1995)
From left to right: Tanaka Aventus 3.0 G, Tanaka Aventus 3.0 L, Tanaka Aventus 3.0 T
The 3rd generation stopped production at 1983. With a time gap to design a new replacement, Tanaka imported more luxurious versions of the 1st generation Crezta executive sedan to the US. Tanaka went to work designing the full size luxury car. Then, the 4th generation was introduced at 30 March 1985 for the 1985 model year. It was the last Aventus to use an inline 6 engine, an engine layout used by the Aventus nameplate dating back all the way from 1975 with the S-Series engine. This time, the engine was now a DOHC 24 Inline 6, dubbed the SE-Series.
Tanaka Aventus 3.0 G shown
This is the base model of the Aventus. The 3.0 G was equipped with the SE30MPEFI-B1 engine producing 207HP and 197lb-ft of torque. It is mated to a 4-speed computer-controlled automatic transmission. The rims are 15-inch alloys with 210mm medium compound tires wrapping around the rims. The interior is made with premium leather with wood trimmings. There is a premium AM/FM radio with 4 high-quality speakers (on each door) and a premium cassette player. Variable hydraulic power steering is standard as well as ABS. The Aventus was very thirsty as it only gets 17.5mpg. Its original MSRP was $35300.
Tanaka Aventus 3.0 L shown
The 3.0 L was the most luxurious version of the Aventus. Changes include chrome bumper trim, new chrome rims and a luxury cassette player with an additional subwoofer. The fuel economy was even worse as this gets 15.6mpg. Its original MSRP was $40900.
Tanaka Aventus 3.0 T shown
In 1989, Tanaka introduced a limited edition of the Aventus, the 3.0 T. Tanaka only made 1299 Aventus 3.0 T’s from 1989-1991 to celebrate Tanaka’s new racing division, Tanabe Racing. The engine was turbocharged. The SE30MPEFI-A1 T now makes 273HP and 277lb-ft of torque. While it still retains the same transmission, the gear ratio is shorter and the differential is now a mechanical LSD. The rims are 17-inch CWS alloy rims with 230mm sport compound tires. The brake disk are enlarged. The undertray is fully cladded. It uses the same interior and interior equipment as the 3.0 G. The suspension is lowered and stiffened. It can go from 0-60mph in 6.3 seconds and has a top speed of 150mph. Its original MSRP was $38800. Nowadays, the 3.0 T is now quite valuable.
The Aventus was okay-selling, but it didn’t match Tanaka’s expectation. The poor fuel economy for that era could contribute to that. For the 5th generation, Tanaka replaced the I6 engine with the V8. The reasoning behind that is that the I6 gives poor fuel economy and poor power figures, while the V8 have a way better power figure, more torque and potentially the same or better fuel economy.
I would also like to Test drive the " 2019 Aventus"
2020 5th Generation Tanaka X-Series
Finally, it is ready for production!
The latest generation X-Series made its first appearance at the 2019 Goodwood Festival of Speed and it made people drop their jaws. However, we took it up to a notch and now, the official production version is here!
Tanaka 450X shown
Originally conceived by Lavelle Studios, we tweaked the design a little more and fix a few imperfections. The result is this absolutely jaw-dropping design. The front fascia showcases the muscular body lines, so does the rear fascia. The side profile is stunning as well. The side vents on the fender is a throwback to the original Tanaka C20X. The roof is now gloss black. Overall, the design is even better proportioned then before.
Open the door and sit inside the new X-Series, you wouldn’t want to get out of the car again. The interior is also sleek and attractive. A classic clock by Richard Mille is put in the middle. High quality material was used in the interior. Starting with the seats, which are made with luxurious leather (surrounding the inserts) and wool (for the inserts). One line of wood trimming goes surrounds the interior of the X-Series, making it look cohesive. Tanaka’s luxury infotainment system is shared with the Aventus, which is Tanaka’s flagship full-size luxury sedan, which is innovative and ergonomic too. The screen is as big as an Ipad Pro (in its biggest available size). The gear lever is rectangular-shaped wrapped with leather with crystal inserts. The steering wheel is wrapped around high quality leather (or optional alcantara) with some parts being wood as a trim. No blank switches to be seen, no visible plastic to be seen, only the highest attention of detail was put in the X-Series to ensure a luxurious, prestigious, elegant and amazing experience.
Tanaka 450X S shown
Of course like all generation, the 5th generation is front-engined. The chassis is made of glued aluminium, with double-wishbone front suspension and a multi-link rear suspension. But for the first time, the body of the X-Series is made of carbon-fibre, further reducing weight from the previous iteration. Depending on the trim you chose, you have the option of either a 445HP and 336lb-ft of torque 4.5 litre NA V8 (engine code: Z45DI-A2, only available in the 450X and 450X AWD and it revs up to 9300RPM), a turbocharged version of the same engine (engine code: Z45DI-A2 Earthboost, only available in the 450X S and 450X S AWD), which produces 592HP and 554lb-ft of torque or a 502HP and 794 lb-ft of torque 6.5 litre turbocharged V12 (engine code: W65DI-B1 EarthBoost, only available on the 650X). AWD is optional on all current versions. To insure your utmost safety, all the safety systems available today are in the X-Series. Autopilot is also included.
|Trim||450X||450X AWD||450X S||450X S AWD||650X|
|Suspension Type (F/R)||Double wishbone/Multi-link||-||-||-||-|
|Tire type||Dunlap Sport Compounds||-||-||-||Tyrelli Medium Compounds|
|Tyre Size (F/R)||220/240 mm||-||240/260 mm||-||220/240mm|
|Engine||Z45DI-A2 (DOHC 4.5 litre 32 Valve Direct-Injected Naturally-Aspirated V8)||-||Z45DI-A2 EarthBoost (DOHC 4.5 litre 32 Valve Direct-Injected Twin-Turbocharged V8)||-||W65DI-B1 EarthBoost (DOHC 6.5 litre 48 valve Direct-Injected Twin-Turbocharged V12)|
|Fuel recommendation||95RON Unleaded Premium||-||-||-||-|
|Top Speed (mph)||206||197||212||206||203|
|Acceleration (0-60mph)||4.2 seconds||3.6 seconds||4.1 seconds||3.0 seconds||3.4 seconds|
|Lateral G (around a 20m radius circle)||1.11||1.10||1.16||1.15||1.08|
|Curb Weight (kg)||1675||1752||1776||1864||1949|
|Fuel Economy (US MPG)||26.3||25.6||24.2||23.5||22.1|
|Brakes||Vented, 2 piston front & 1 piston rear||-||-||-||-|
|Seating||2 front 2 rear||-||-||-||-|
|Interior||Luxurious leather with oak wood trimming||-||-||-||Hand-stitched ultra-luxurious leather with amber wood trimming|
|Infotainment System||Tanaka Luxury Infotainment System||-||Tanaka Luxury HUD||-||-|
|Suspension (springs/dampers/sway bars)||Active Comfort/Semi-active/Passive||-||Active Sport/Semi-active/Passive||-||Active Comfort/Semi-active/Passive|
|Active Aero||None||-||3-stage Active Aero||-||None|
|All-Wheel Drive||None||Yes (F/R torque split : 40/60)||None||Yes (F/R torque split : 40/60)||Yes (F/R torque split : 42/58)|
|Base Price (without mark-ups, taxes and shipping costs)||$119000||$127000||$121000||$132000||$137000|
All test drives are welcome at any time! Just PM me any time.
Remember, “Private Message” me…
The V12 is supposed to be the top engine in the lineup, so why does it make nearly 100 fewer horsepower than the most powerful V8 available, despite producing almost 150 lb-ft more torque? Is it for economy reasons? I reckon the V12 can be easily tuned up to deliver well over 700 horsepower, thereby lifting it well above the V8, and there might just be space in the range for such an extreme variant. Also, I have spotted a typo in your spec sheet:
It should read: 48-valve Direct-Injected Twin-Turbocharged V12 - an eight-cylinder engine with 48 valves would need six-valve heads, something which is impossible to make in Automation.
FIXED. Sorry for the typo.
The V12 is more smoother and makes the X-Series a true GT car. The V8 is more sport-oriented. So, the V8 will get all the performance numbers.
I would assume that it’s a similar ideology to the difference between the Mercedes-AMG S63 and S65. The V8 is faster, sure, but the V12 gives you that smooth wave of sheer brutality that you want in a true grand tourer.
2005-2010 6th Generation Tanaka Aventus
The Tanaka Aventus 5.0 G (on the left) and the Tanaka Aventus 5.0 L (on the right) shown, all USDM spec
The 6th generation was introduced in 2004 for the 2005 model year. The styling was now more subtly aggressive, but also more classy and handsome. Part of this can be seen at the rear of the Aventus. There is a small ducktail spoiler molded to the body of the car. This design feature was used until now. This was the last Tanaka vehicle ever to use the hydropneumatic suspension (only on the 5.0 L version). The only engine option offered was a 5 litre V8. The Aventus can now rival its German competitors.
This is the 5.0 G. It is powered by the C50MPEFI-A2 engine (a revised version of the same engine used in the previous generation Aventus) producing 330HP and 327lb-ft of torque. It is mated to a 6-speed advanced torque converter automatic and into a viscous LSD going to the rear wheels. The rims are 17-inch tri 5 spoke alloy rims wrapped around 220mm wide medium compound tires. The brakes are vented with 2 pistons on the front and 1 piston on the rear. The undertray is fully clad to reduce drag. The interior is made of luxurious leather with wood trimming. The seats can be heated, electronically-adjust and has a massage function. There is a luxury CD player (although a SatNav system is optional). The springs are progressive with adaptive dampers and active sway bars. It was able to get 26mpg. Back when it was new, its MSRP was $65400.
The 5.0 L was the top-of-the-line model of the Aventus. The rims were changed to 18-inch twin 5 spoke alloy rims. The SatNav system was now standard. The suspension is now hydropneumatic. It was able to get 23mpg. Its original MSRP was $71300.
Sales were pretty good until 2007, then sales went down. Production was supposed to end at 2008, but with the global financial crisis happening, they couldn’t launch the next generation Aventus. So, they kept production going until 2010 when Tanaka Heavy Industries regain financial control and released the 6th generation Aventus.
With 2019 ending and a new decade coming, I feel that I should thank y’all for following me and my company, as well as for inspiration and motivation to build cars.
Thank you everyone for supporting me and my virtual car company, Tanaka Heavy Industries!
I learned so much with this company and from you guys. You liking my car keeps me motivated to innovate and to build more cars. Thank you from the bottom of my heart. Don’t worry, this is not the end of Tanaka Heavy Industries. In fact, there’s still more! Stay tuned. I love y’all and have a happy holiday!
By the way, the Tanaka Timeline Guide is updated!
We’re always open for collaborations!
Let’s start off our 2020 journey with this…
The 2nd Generation Tanaka Trinity (1995-2003)
Before we start...
This is the original advertisement for the original version of the Trinity. If you look at the price, it costs $12739. That was the price in the older version of automation. But now, it cost like twice of that. Why does automation have to increase prices?! Anyways, let’s continue…
Pre-facelifted Tanaka Trinity 2.0 Turbo and Turbo Premium shown
This is the 2nd generation Tanaka Trinity. The original Trinity was a group B homoligation special. So to see the Trinity nameplate being brought back to another sports car is a bit worrying. However, it backs up the name with its immense amount of technology. The development of this car was assisted by Tanabe Racing. A turbocharged DOHC I4 engine combined with a permanent AWD system and optional only in Japan, an AWS (all-wheel steering) system. The engineers cramped all of that in a compact mid-engined chassis which makes it very, very agile and super fun to drive. Combine that with an affordable price, the Tanaka Trinity was marketed at young buyers who are looking for a fun car, and is a major rival to the Toyota MR2 and the Mazda MX5. The 2nd generation Trinity went on to become one of the greatest Tanaka vehicles ever made.
This is the Tanaka Trinity 2.0 Turbo. It uses the D20MPEFI-D1 T engine producing 211HP and 175lb-ft of torque. The 2.0 Turbo is the bare-bones trim of the Trinity. It uses a 5-speed manual transmission, mechanical LSDs, 15-inch 5 spoke directional steel rims with sport compound tires wrapped around it, 1 piston vented disk brakes, a fully-clad undertray, standard cloth seats with a basic cassette player, hydraulic power steering and ABS as standard. May we remind you that AWD is standard. 0-60mph happens in 6.66 seconds and has a top speed of 140mph. It can do 1.09 g’s around a 20m radius circle and can do 33.7mpg.
The 2.0 Turbo Premium, as the name suggests, is a better standard equipped trim of the Trinity. This is the top-of-the-line version. Changes from the standard 2.0 Turbo includes a 6-speed manual transmission. 16-inch CWS alloy rims, a standard cassette player, better speakers and radio, variable hydraulic power steering, some more safety features, and a new ABS and traction control system. It cost $2700 extra and is a tiny but heavier from the normal 2.0 Turbo, but now can do 0-60mph in 5.7 seconds, a top speed of 140mph, 1.10 g’s around a 20m radius circle and get 34.8 mpg. For exterior changes other than the rims, the 2.0 Turbo Premium gets a bigger spoiler, the removal of the side window dividers (which means that the whole window glass can roll down now…) and a sunroof (which sometimes leaks when not maintained properly…)
The facelift was launched in early 2001. The changes from the pre-facelift includes the removal of pop-up headlights to a normal headlight, black license plate holder in the rear, different rims (and bigger as well, an inch increase in rim size for both versions, and the rims are now alloys for the 2.0 Turbo), a CD player to replace the cassette player and an updated version of the DOHC turbocharged I4 engine, now the D20MPEFI-D2 T. It now makes 220HP and 179lb-ft of torque.
The Trinity was discontinued in 2005 because it was doesn’t make financial sense to continue it, and the Akuma was produced from 2003. With both of those cars produced at the same time, Tanaka was losing money on each of the 2 models sold. At the end of production, there were 790,035 Tanaka Trinities made worldwide, of which 499,200 of them were the pre-facelifted version and the rest are facelifted versions.
If the Trinity was meant to deliver some of the sporting feel of the Akuma in a smaller, lighter and cheaper package, then it clearly succeeded, despite being a loss leader. And as with its bigger brother, anyone in the Midnight Club would have realized its tuning potential and worked on giant-killing setups capable of embarrassing larger, more expensive rivals.
Much like the 1989-1999 Toyota MR2 (SW20) Turbo, the pre-facelift Trinity (specifically, the Premium trim) also reminds me of the original design for the Sports Coupe (which was originally called the Venom SX) from the first Burnout game, before it was reworked to have a much more rounded appearance in the final release:
In fact, the Trinity Turbo Premium would have deserved an appearance not just in the first Burnout game, but also the next two, considering its sleek looks and stellar performance.