F1: Super Aguri F1 Team – What Went Wrong

The Super Aguri F1 Team entered 39 Grand Prix between 2006 and 2008. Image sourced from Wikipedia Commons.

The fifth instalment of the What Went Wrong series takes a look at the short, but somewhat sweet tenure of the Super Aguri F1 Team.

Following their breakthrough season in 2004, which saw them finish second in the Constructors’ Championship behind Scuderia Ferrari, BAR Honda’s 2005 campaign was an absolute disaster.

Jenson Button and Takuma Sato were both disqualified from the San Marino Grand Prix after their cars were found to be overweight and were subsequently banned by the FIA for the following races in Spain and Monaco.

BAR lost valuable ground and didn’t score points until the tenth race of the season as a result, before they eventually finished the season sixth in the Constructors’ Championship with 38 points.

Of those 38 points, 37 were scored by Button, who managed podium finishes at Hockenheim and Spa-Francorchamps respectively.

In contrast Sato only managed one point, courtesy of an eighth-place finish in Hungary.

The Japanese driver struggled all season and having taken full control of the team’s ownership for 2006, Honda opted to drop him in favour of Rubens Barrichello.

Back home in Japan, motorsport fans were upset with the decision and given how popular he was, this led to a public outcry for Takuma Sato to remain in Formula One.

On 31 October 2005, Honda created a ‘B-Team’ – Super Aguri F1 Team – which would receive technical backing from the Japanese manufacturer and have Sato as the number one driver.

Former Grand Prix driver Aguri Suzuki was installed as the Team Principal and had previous experience in running a team.

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In the Japanese GT Championship (now known as Super GT) Suzuki ran the Autobacs Racing Team Aguri (ARTA) entry which won the GT300 title in 2002 and briefly expanded into DTM, as well as Formula Nippon (Super Formula).

In 2005, Suzuki also joined forces with former CART driver Adrian Fernandez to form the Super Aguri Fernandez Racing and competed in IndyCar during the mid-2000’s.

Despite missing the initial deadline to pay the $48 Million entry fee and protests from the newly formed Midland F1 Team, Super Aguri were given approval by the FIA to enter the 2006 Formula One Championship.

Former Arrows and McLaren engineer Mark Preston was hired as the team’s Technical Director, whilst Daniele Audetto, a figure in the F1 paddock since the 1970’s, assumed the role of Managing Director.

Before the official tests in Barcelona though, there was a problem.

As the team had left it late to submit their application to the FIA, Super Aguri didn’t have enough time to build a brand-new car. Originally, the team were going to take a page out of Toro Rosso’s book and use an updated version of the BAR 007, but this was rejected by the FIA.

Thankfully for them, former Minardi team owner Paul Stoddart was selling some of his old assets, which included a pair of Arrows A23’s from 2002 Formula One Season that he used to compare against the car produced by Minardi at the time.

Stoddart sold them to Super Aguri, who used the A23 as a base to make some quick adjustments for their first car, the SA05, before debuting their 2006-spec car later that year.

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The Super Aguri SA05 also used a Honda RA608E 2.4 Litre V8 engine which produced 718bhp @ 19,500 rpm. Furthermore, ENEOS, Castrol and Bridgestone joined the team as technical partners.

In a coincidental twist, Super Aguri were also based at the Leafield facility which Arrows used before they went bankrupt in mid-2002, with many of their employees having previously worked for the British team.

As the team’s official launch came closer, talks of who would partner Takuma Sato developed.

The obvious choice would’ve been to give BAR’s test driver Anthony Davidson a shot, who briefly raced for Minardi in 2002 whilst Alex Yoong took some time off to improve his qualifying performance.

Anthony Davidson testing the Super Aguri SA06 at Jerez in 2006. © James North

Nonetheless, Aguri Suzuki had stated his intent of fielding an all-Japanese line-up. Sakon Yamamoto was in contention for the seat after tests with the then-Jordan team.

At the launch in Tokyo in March 2006, Super Aguri announced the signing of 31-year-old Yuji Ide, who finished as the runner-up of the 2005 Formula Nippon Championship and was an unknown entity in the world of Formula 1.

In pre-season testing, the team didn’t get much mileage due to reliability issues and was echoed qualifying for the first race in Bahrain.

Takuma Sato was three seconds off the pace of Toro Rosso’s Vitantonio Liuzzi in the Q1 session, with Ide a further 2.8 seconds off his team-mate. Their race pace wasn’t much better, as Sato finished 18th in the race four laps behind the Renault of race winner, Fernando Alonso.

This trend continued in the early stages of the season and by the time the teams had arrived at Imola for the fourth round of the season, it had become apparent that Ide didn’t seem cut out for the world of Formula 1.

Reports at the time stated that there was friction in the team between himself and the English-speaking engineers, as Ide spoken little English.

To add more perspective to the circumstances surrounding the Japanese driver, had the 107% rule been enforced for the Q1 sessions that year, Ide would’ve failed to qualify for the races Bahrain and Australia respectively.

Come race day, things didn’t improve for him.

At the start of the race, Yuji Ide was in last place and looking for a way past the Midland-Toyota of Christijan Albers, who’d been passed by team-mate Sato in the sister Super Aguri.

As the pair approached the Variante Villeneuve chicane, Ide lunged down the inside, but the gap wasn’t big enough for both cars.

Consequently, the two touched and caused Albers’ Midland to launch into the air and barrel-roll across the gravel trap. Although Albers didn’t receive any injuries from the accident, the Dutchman was unimpressed:

“The problem is the Super Aguri’s are missing some speed,” the Dutchman explained.

“We too [at Midland] are missing some speed against the other ones, but [they] try to make everything good in the first lap and you see what is happening.”

“It’s a real shame. But we really have to work on our starts now to be sure that we stay in front, because they are just breaking us down and taking too much risk.”

Before the next round at the Nürburgring, the FIA had seen enough and stripped Yuji Ide of his Super Licence.

The team’s reserve driver Franck Montagany was hired to replace Ide and although the Frenchman closed the gap to Sato in qualifying, the team’s results on track failed to improve due to reliability issues.

At the end of July, Super Aguri introduced their 2006 spec car, the SA06, for the German Grand Prix at Hockenheim. Designed by Mark Preston, the new car featured revised aerodynamics and rear suspension, as well as a new aluminium gearbox.

Furthermore, the car sported a new livery with a red tribal design to represent the team’s Japanese links. The team made another driver change, as Sakon Yamamoto replaced Franck Montagany for the remainder of the season.

The introduction of the new car allowed them to challenge fellow backmarkers Midland and allowed Sato to claim the team’s best result of tenth during the season finale in Brazil.

However, Super Aguri  finished bottom of the Constructors’ Standings at the end of 2006 and it was apparent that the money were strapped for cash.

The team’s abbreviated accounts for the year demonstrated this, as they were operating at a loss of just under £4.5 Million.

Ahead of the 2007 campaign, Super Aguri announced that the SS United Oil & Gas Company would be their title sponsor, with BP joining as their new fuel supplier and Anthony Davidson finally given a chance alongside Takuma Sato.

Giedo van der Garde was also unveiled as their third driver, only to depart for Spyker before the start of the new season. He was replaced by Sakon Yamamoto, who would go on to join the Dutch outfit in place of Christijan Albers.

Their new SA07 was headed by Mark Preston, with additional input from Chief Designer Peter McCool and Head of Aerodynamics Ben Wood.

The chassis was based off the RA106 used by Honda the previous year and used the brand new RA087-E V8 engine which produced 724bhp @ 18.500 rpm. Unsurprisingly, the design resulted in protests from Spyker and Williams about the legality of the car.

One of the main talking points of the protest centred around the intellectual properties of the RA106 and whether they were owned by Super Aguri, which they did.

It was revealed that Honda had sold the rights to a company called PJUU Inc. The consultancy firm was owned by Paul White, who had previously worked for the Japanese manufacturer as a contractor and was used as a legal loophole to overcome the dilemma at hand.

Therefore, White sold on the rights to Super Aguri via PJUU and made some amendments to the car to make it legal in accordance with the 2007 sporting regulations.

The first race in Australia saw the team make immediate improvements, with both drivers making it to the Q2 session in qualifying. Just two months later, Super Aguri scored their first points in F1 thanks to Takuma Sato’s eighth place in the Spanish Grand Prix.

However, it wasn’t until the Canadian Grand Prix where Super Aguri’s most memorable moments occurred.

In a race remembered for Lewis Hamilton’s maiden Grand Prix win and Robert Kubica’s horrific crash on the approach to the Turn 10 hairpin, Sato managed to fight through the pack and produced a memorable overtake around the outside of McLaren’s Fernando Alonso at the chicane to finish sixth.

The team could’ve scored even more points if Davidson – who ran as high as third – hadn’t struck a groundhog that went across the track and damaged his front wing as a result.

For the majority of the season, Super Aguri managed to outperformed Honda and were on course to finish seventh in the standings.

However, a healthy points haul for Jenson Button  and the Toro Rosso’s of Vitantonio Liuzzi and Sebastian Vettel dropped them to ninth in the Constructors’.

This was still a great achieve given the circumstances the team were under, as SS United failed to pay the money they’d promised and their branding disappeared before the end of the season.

In their place was the Japanese food company Four Leaf, while Honda had to cover the majority of the costs that Super Aguri were unable to pay themselves.

Around the same time, former Minardi driver Adrian Campos and his business partner Alejandro Agag were looking to buy a stake in the team, but nothing came of it in the end.

At the turn of the new year, the team’s future was case into doubt after delaying the launch of the SA08 and postponed running in the pre-season tests in Barcelona.

Then, before the start of the season, a last minute deal was struck with the automotive industry consultancy and innovation group Magma to takeover the team. It was also confirmed that Takuma Sato and Anthony Davidson would be retained for 2008, after being linked with GP2 driver Luca Filippi.

“I am pleased to announce our new partner and drivers finally at this late stage,” Aguri Suzuki said.

“I am looking forward to a successful and long lasting collaboration with Magma Group.”

In the first three races of the year, Super Aguri achieved little success on the track and in the build to the Spanish Grand Prix, their situation worsened.

The Magma Group pulled out of the deal after their financial backers – Dubai International Capital, who at the time were also linked with buying Premier League club Liverpool – had doubts over the restructuring of the team.

The concerns surrounded a new rule in the 2010 sporting regulations, which stated that teams will no longer be allowed to provide customer cars for other outfits. Even with the forthcoming changes, Honda stated that they still intended to support Super Aguri.

When the team arrived in Barcelona, Aguri Suzuki conceded that the team might not be able to race as they were operating on the day-by-day basis. But before free practice, Suzuki held a crisis meeting with Honda and was given the go ahead to race.

With that said, Suzuki was informed by Honda that they’d be expected to pay for suppliers once the team finds some financial backing. Both Sato and Davidson spent the weekend off the pace and near the back of grid.

That weekend, Davidson opened up about Super Aguri’s situation:

“It’s been a really difficult time, from the end of last year through to the start of this year,” Davidson said.

“I’m kind of learning to cope with that because it is difficult, really difficult, it’s a battle, a fight. You can tell yourself you are ready, but without testing here and with limited parts at the start of the year and all that stuff, it really does take a lot out of you.”

“There are a lot of drivers up and down the grid, with much more experience than myself, who would have crumbled by this point.”

After the race, Super Aguri announced that they had entered talks with the Bavarian automotive industry company Weigi Group after their owner, Franz Joel Weigi, was spotted on the grid in Barcelona.

Weigi had worked with the Midland F1 team in 2006 on the design and construction of their gearbox. With a deal being negotiated, Super Aguri travelled to Turkey for the next race, only to be denied entry into the paddock.

It was alleged that Honda Racing CEO Nick Fry had told the race organisers that the team would not be taking part; shortly after this, the Super Aguri F1 Team had no choice, but to withdraw from Formula One.

“Regretfully I must inform you that the team will be ceasing racing activities,” Aguri Suzuki stated from his native Japan.

“The loss of financial backing put the team into financial difficulties. With the help of Honda, we somehow managed to keep the team going, but we find it difficult to establish a way to continue the activities in the future so I have concluded to withdraw.”

“I have been very happy that I was able to achieve a miracle and become a team owner.”

It was also revealed that the reason for the Magma Group pulling out of the takeover deal was due to Nick Fry’s unwillingness to accept their three-year debt plan.

As Super Aguri were in deep debt – reports estimated the figure was as high as $100 Million – Fry instead wanted them to pay at once or he’d pull the plug to minimise Honda’s losses.

On May 7, 2008, Super Aguri officially entered administration and it’s assets were purchased by Franz Hilmer, who unsuccessfully applied to form a team for the 2010 Formula One season under the Brabham name, before entering the GP2 Series in 2013.

The spirit of the team lived on, as it was revealed that some of the engineers who joined Honda and were subsequently retained by Brawn GP for 2009, contributed to the design of the controversial double-diffuser used on the championship winning BGP001 chassis.

Aguri Suzuki would also form Team Aguri alongside Team Principal Mark Preston in the FIA Formula E Championship.

After Suzuki sold the team to China Media Capital and returned to Japan to focus on his ARTA outfit in the Super GT Championship.

Preston remained with the new Techeetah team and would win the Drivers’ title with Jean-Eric Vergne.

As for the drivers, Anthony Davidson turned his attention to sports car racing and went on to win the 2014 FIA World Endurance Championship with Toyota. Davidson also spent time as a test driver for Mercedes, as well as a pundit for Sky Sports F1.

Meanwhile, Takuma Sato moved stateside to race in IndyCar and to date, has four race wins to his name; the highlight being a famous victory in the 2017 Indianapolis 500 for Andretti Autosport.