Super GT

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Super GT
SUPER GT logo.svg
Category Gran Turismo
Country Japan Japan
Thailand Thailand
Inaugural season 1993
Teams 15 (GT500)
25 (GT300) (total: 40)
Drivers' champion GT500:
Japan Ryo Hirakawa
New Zealand Nick Cassidy
GT300:
Japan Nobuteru Taniguchi
Japan Tatsuya Kataoka
Teams' champion GT500: Lexus Team KeePer TOM'S
GT300: Goodsmile Racing & Team UKYO
Makes' champion GT500: Lexus
GT300: Mercedes
Official website Super GT.net
Motorsport current event.svg Current season

Super GT (stylized as SUPER GT) is a grand touring car racing series that began in 1993. Originally titled as the Zen Nihon GT Senshuken (全日本GT選手権), generally referred to as either the JGTC or the All Japan Grand Touring Car Championship, the series was renamed to Super GT in 2005. It is the top level of sports car racing in Japan.

The series is sanctioned by the Japan Automobile Federation (JAF) and run by the GT Association (GTA). Autobacs has served as the title sponsor of the series since 1998.

History[edit]

The JGTC years (1993–2004)[edit]

The JGTC (Japanese Grand Touring Championship)[1] was established in 1993[2][3] by the Japan Automobile Federation (ja) (JAF) via its subsidiary company the GTA (GT Association), replacing the defunct All Japan Sports Prototype Championship for Group C cars and the Japanese Touring Car Championship for Group A touring cars, which instead would adopt the supertouring formula. Seeking to prevent the spiraling budgets and one-team/make domination of both series, JGTC imposed strict limits on power, and heavy weight penalties on race winners in an openly-stated objective to keep on-track action close with an emphasis on keeping fans happy.

2003 Xanavi nismo GT-R (R34).

In its first season, the JGTC grid mostly consisted of Japan Super Sport Sedan (ja) cars, with the only genuine JGTC cars being two Nismo-entered Nissan Skyline GT-Rs, which were in fact modified Group A cars. An exception was the first race of the season, which was also an exhibition race of the IMSA GT Championship, and therefore saw a contingent of GTS and GTU cars from the American series join the field. The 1000 km Suzuka also saw a greater variety of competitors, with Group C prototypes, Group N touring cars, and GT cars from Europe and IMSA all joining the field.

For the following season, the series would undergo a rules overhaul, creating a class for the FIA's GT1 category, and another for the GT2 category. The JSS series would altogether dissolve into the latter category. What made the series more significant was that compared to other racing series, JGTC teams at the time had the freedom to enter whichever cars they preferred, even if it was the JSS cars from the inaugural season or spaceframe racers from the IMSA GTS class. However, the Group C prototypes, whilst easily showing dominant form, were banned from the series from the 1995 season onwards.

By the end of the 1995 season, as the cost of obtaining and running a GT1 car had dramatically increased, the JGTC would go through another rules overhaul in order to lower costs and avoid the fate of the JSPC series it had replaced. The newly-formed GT500 and GT300 regulations were adopoted, which capped cars with air restrictors depending on their weight and power. While the regulations would continuously evolve, the GT500 and GT300 classes continue to form the top level of Japanese sports car racing today.

Super GT (2005–present)[edit]

2009 Lexus Petronas Team TOM's SC 430 GT500 champion.

The JGTC had planned to hold a race during the 2005 season at the Shanghai International Circuit in China, in addition to the existing overseas round at Sepang in Malaysia. However, holding the series in more than two countries would have meant the JGTC would lose its status as a "national championship" under the International Sporting Code of the FIA, and therefore could not keep "Japanese Championship" in its name. The series would instead be classified as an "international championship" by the FIA, and would therefore require direct authorization from it, rather than the JAF.

Therefore, on December 10, 2004, it was announced that JGTC would be renamed "Super GT", with the goals of "challenge to the world", "challenge from the world", and "challenge to entertainment". However, despite the name change, Super GT has continued to only hold one overseas race per year; in theory, it could regain its status as a national championship and return to JAF jurisdiction.

In 2014, Super GT and the German touring car series DTM announced the creation of "Class One",[4] which would unify GT500's and DTM's technical regulations, allowing manufacturers to race in both series with a single specification of car. After some delays, full unification of technical regulations is set for 2019.[5]

Races[edit]

Races take place on well-known Japanese race tracks such as Twin Ring Motegi, Fuji Speedway, and Suzuka Circuit, as well as smaller circuits like Sportsland Sugo.

The series made its first international expansion in 2000, holding an exhibition race at Sepang in Malaysia. After a further exhibition race in 2001, it gained points-paying championship status in 2002, staying on the calendar until 2014, when it was replaced by the Buriram circuit in Thailand.[6]

A day-to-night exhibition race in the Los Angeles area was held in 2004 at the infield road course of the Auto Club Speedway. Additionally, races were planned for Zhuhai in 2004, Shanghai in 2005, and Yeongam in 2013,[7] but they were never held.

Generally, races are single events of at least 300 kilometers, though in 2011, the minimum distance was reduced to 250 km due to the 2011 Tōhoku earthquake and tsunami. Furthermore, the 2016 Kumamoto earthquakes forced the GTA to cancel its Autopolis round, substituting the race with Super GT's sole instance of a double-header event, comprising two 250 km races held at Motegi.

The 1000 km Suzuka rejoined the series in 2006, becoming the longest and most prestigious race on the calendar. Due to its length, many teams choose to bring an additional driver to contest the race. However, its 2017 edition will be its last, as the race will become a 10-hour round of the Intercontinental GT Challenge in 2018, although GT3 and JAF-GT cars will continue to be eligible to participate.[8][9] Suzuka will continue to be featured on the Super GT calendar, but with a shorter 300 km race.[10]

The cars[edit]

The cars are divided into two groups; GT300 and GT500. The names of the categories derive from their traditional maximum horsepower limit - in the early years of the series, GT500 cars would have no more than 500 horsepower, GT300 cars would max out at around 300 hp. However, the current generation of GT500 powerplants produce in excess of 600 horsepower. Meanwhile, in present-day GT300, the horsepower range varies from around 400 to just over 550 horsepower; however, GT300 cars have far less downforce than their GT500 counterparts.

In both groups, the car number is assigned to the team, in which each team is allowed to choose whichever number they want as long as the number isn't already used by any other team. The number assigned to each team is permanent, and may only change hands when the team exits the series. In addition, only defending team champions are allowed to use number 0 (for GT300 champions) and 1 (for GT500 champions), although it isn't mandatory for defending champions to use those numbers.

For easy identification, GT500 cars run white headlight covers, windshield decals, and number panels, while GT300 cars run yellow versions of those items.

GT500[edit]

The top class in Super GT, GT500, is dominated by the three largest automakers in Japan - Nissan, Honda, and Toyota. Since 2006, Toyota has been represented in GT500 by its luxury vehicle brand, Lexus, after the retirement of the Toyota Supra from the series. The GT500 class is composed entirely of manufacturer-supported teams, the giants of the Japanese racing industry.

2005 Yellow Hat Supra (JZA80).

Since 2014, GT500 cars have been powered by twin-turbocharged, inline four-cylinder engines with two liters of displacement and producing over 600 horsepower. The cars are tube-frame silhouette racing cars similar to those seen in the Deutsche Tourenwagen Masters (DTM). The advancements in aerodynamics and horsepower, combined with an ongoing tyre war driving even higher speeds, have made the GT500 class the fastest form of production-based sports car racing today. The pace of a GT500 car is roughly equivalent to that of the fastest non-hybrid Le Mans Prototypes.[11]

For many years, the Nissan Skyline GT-R, the Toyota Supra, and the Honda NSX represented their respective brands in GT500. Today, the three cars competing in GT500 are the Nissan GT-R (R35), the Lexus LC 500, and the second-generation Honda NSX. Other models, such as the Nissan Fairlady Z and the Lexus SC 430 have been used, as well as the Honda HSV-010 GT, a prototype car developed specifically for Super GT with its planned road-going variant having been cancelled.

In the earlier years of the GT500 category, a number of foreign manufacturers entered cars in the series, with varying success. The McLaren F1 GTR is, to date, the only foreign car to win the GT500 championship, when it did so in dominant fashion in 1996. The Porsche 911 GT2 and Ferrari F40 also won races in the early years of GT500. The last foreign-built car to enter the series was the Aston Martin DBR9, which fared poorly in its brief run in 2009 - illustrating the overwhelming advantage in raw pace that the GT500 class cars had over the FIA GT1 category cars that dominated the landscape in Europe.

Four-door sedans have never run in the GT500 class, despite the regulations being changed in 2012 to permit their entry.

New GT500 cars were introduced in 2014 in preparation for the future Class One, including the first car in the class to utilize a KERS-assisted hybrid powertrain, the Honda NSX Concept-GT. Common aerodynamic regulations with the DTM were adopted, as was Class One's turbocharged four-cylinder engine specification. Furthermore, the 2014 rules overhaul also increased the cars' downforce by 30%, while lowering costs. Aerodynamic development above a "design line" wrapping around the fenders, bumpers, and doorsills was restricted. Over sixty common parts were introduced, including the brakes, diffuser, and rear wing.[12]

In response to increasing cornering speeds, another aerodynamic overhaul was introduced in 2017, lowering downforce by 25%.[13] Furthermore, KERS units were banned, although the only manufacturer to utilize such systems, Honda, had already discontinued their usage in 2016.[14]

Make 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
Nissan Skyline GT-R Fairlady Z GT-R
300ZX
Toyota/Lexus Supra RC F [15] LC 500
SC 430
Honda NSX HSV-010 GT NSX Concept-GT [16] NSX [17]
McLaren F1 GTR F1 GTR F1 GTR
Porsche 911 GT2
Lamborghini Diablo
Murcielago
Ferrari F40 550 GTS
BMW M3
Dodge Viper
Mirage GT1
Mercedes-Benz CLK
Vemac 350R 408R
Aston Martin DBR9

GT300[edit]

A Lotus Evora MC leads several GT3 cars.

Unlike GT500, both works-backed and independent teams compete in GT300, so the field tends to be much more varied in terms of types of cars entered. As in GT500, the major Japanese automakers participate in this class, entering cars such as the Toyota Prius and Subaru BRZ, which comply with JAF-GT regulations. However, the GT300 class is predominantly composed of GT3-class cars from European manufacturers such as Audi and Mercedes, although Lexus and Nissan are also represented in the class by GT3 cars. This reflects a growing interest in the series from European manufacturers, with Audi and BMW fielding works-supported entries. Lexus, Nissan, and Subaru also campaign works-supported cars in the class.

The GT300 class used to host more exotic cars from the likes of ASL, Mosler, Mooncraft, and Vemac (a Lotus tuner). However, starting in 2006, teams increasingly chose instead to campaign European GT cars, a trend that accelerated in 2010 with the introduction of GT3 cars to the series. In response to the decline of locally-produced entries from specialist manufacturers, the GTA worked with Dome to create the "Mother Chassis", a low-cost GT300 platform,[18] with the first MC car entering the series in 2014. Mother Chassis cars utilize a standard Dome-produced tub and GTA-branded Nissan VK45DE engine, while maintaining the appearance of production cars such as the Toyota 86, Lotus Evora, and Toyota Mark X. The MC concept proved to be popular with independent teams, as well as competitive, with the Toyota 86 MC winning the GT300 championship in 2016.

2006 Privée Zurich Shiden (MC/RT-16).

One of the more unique GT300 competitors was the Mooncraft Shiden MC/RT-16, a Riley Daytona Prototype-based revival of the original 1977 Mooncraft Shiden 77 (紫電77).[19] It competed from 2006 to 2012, narrowly losing the title in 2006, and winning the championship in 2007. Front-wheel drive cars such as the Mitsubishi FTO and Toyota Corolla Levin AE101, a rarity in top-level circuit racing, are further examples of unique GT300 machines. They competed in their original configurations until the early 2000s, when FWD cars were being permitted to be converted to rear-wheel drive configuration. The FWD cars were mostly unsuccessful, failing to win any championships. Rear-wheel drive cars dominated the series until 2008, when an all-wheel drive Subaru Impreza developed by Cusco won in Sepang.

Hybrid cars first raced in the GT300 class in 2012, when apr introduced their Toyota Prius apr GT, and Team Mugen fielded a Honda CR-Z GT. Both cars were heavily modified from their production counterparts. The Prius was powered by a 3.4 liter V8 LMP1 engine, which worked in concert with production Hybrid Synergy Drive components; the CR-Z utilized a 2.8 liter V6 LMP2 engine and a 50kW Zytek electric motor.[20][21] Both the CR-Z and Prius were mid-engined, differing from their front-engined road-going counterparts; this resulted in the CR-Z's withdrawal after the 2015 season, as new regulations for 2016 stipulated that GT300 cars' engines were to be located in the same position as in their production counterparts. However, apr took advantage of a loophole in the regulations to continue to race their mid-engine Prius, currently fielding two cars in the series.[22]

The development of GT300 cars is much more regulated than that of their GT500 counterparts; the GTA works with the Stephane Ratel Organisation to balance the performance of all GT300 cars via technical adjustments in order to create close racing.[23] While the GT3 cars in the class are closely related to production cars, the JAF-GT machines differ from production vehicles to a greater degree, and in the case of the Mother Chassis cars, share little more than a badge and exterior styling with their road-going counterparts. While engine outputs are at a lower level than the GT500 cars, the GT300 cars still post competitive times and races are relatively tight when combined with GT500 traffic. As it is becoming increasingly more difficult for GT500 cars to overtake GT300s, the GTA may review the speed difference between the two classes in the future, especially if the pace of the GT300 cars continues to increase.[24]

Make Car Category Serviced year Note
ASL ASL Garaiya JAF-GT 2005, 2007–2012
Aston Martin Aston Martin V8 Vantage FIA GT2 2010–2012 Served until Round 1, 2012
Aston Martin V12 Vantage GT3 FIA GT3 2012–2014
Audi Audi R8 LMS FIA GT3 2012–2016 (first generation)

2016-present (second generation)

BMW BMW Z4 M Coupé JAF-GT 2008–2009
BMW Z4 GT3 FIA GT3 2011–2015
BMW M6 GT3 FIA GT3 2016-present
Bentley Bentley Continental GT3 FIA GT3 2017-present
Chevrolet Chevrolet Corvette C6 JAF-GT 2005, 2008
Chevrolet Corvette Z06-R FIA GT3 2011–2013
Ferrari Ferrari 360 Modena JAF-GT 2005–2009
Ferrari F430 JAF-GT
FIA GT2
2007–2009
2009–2012
Ferrari 458 Italia FIA GT2
FIA GT3
2011 (GT2)
2012–2013 Rd.3, 2015 (GT3)
Ferrari 488 GT3 FIA GT3 2016-present
Ford Ford GT JAF-GT 2006 Powered by a Ford Zetec engine
Honda Honda NSX JAF-GT 2005
Honda CR-Z JAF-GT 2012–2015 Petrol-electric hybrid
Lamborghini Lamborghini Murciélago JAF-GT 2005–2009
Lamborghini Gallardo JAF-GT
FIA GT3
2007–2012 (JAF-GT)
2012–2015 (FIA GT3)
Lamborghini Húracan GT3 FIA GT3 2016-present
Lexus Lexus IS 350 JAF-GT 2008–2012
Lexus RC-F GT3 FIA GT3 2015-present
Lotus Lotus Exige JAF-GT 2005 As spot participant at the Malaysian Round
Lotus Evora JAF-GT 2015-present Mother Chassis platform[25]
Mazda Mazda RX-7 JAF-GT 2005–2010
McLaren McLaren MP4-12C FIA GT3 2013–2015
Mercedes-Benz Mercedes-Benz SLS AMG FIA GT3 2012–present
Mercedes-AMG GT3 FIA GT3 2016-present
Mooncraft Mooncraft Shiden JAF-GT 2006–2012 Based on a Daytona Prototype
Mosler Mosler MT900 JAF-GT 2005–2007, 2010–2011 As a spot participant in 2009 and 2012
Nissan Nissan Fairlady Z JAF-GT 2005–2010
Nissan GT-R GT3 FIA GT3 2012–present
Porsche Porsche 911 GT3 FIA GT2
FIA GT3
JAF-GT
2005–2011 (GT2/JAF-GT)
2010–present (GT3)
Porsche Boxster JAF-GT 2005–2010
Porsche 968 JAF-GT 2005
Subaru Subaru Impreza WRX STi JAF-GT 2005–2008 4WD-equipped 4-door sedan
Subaru Legacy JAF-GT 2009–2011 4WD-equipped 4-door sedan
Subaru BRZ JAF-GT 2012–present
Toyota Toyota MR-S JAF-GT 2005–2008
Toyota Celica JAF-GT 2005–2008
Toyota Corolla Axio JAF-GT 2009–2011 4-door sedan
Toyota Prius JAF-GT 2012–present Petrol-electric hybrid sedan
Toyota 86 JAF-GT 2014–present Mother Chassis platform. Spot entry in 2014.
Toyota Mark X JAF-GT 2017-present Mother Chassis platform. 4-door sedan.
Vemac Vemac RD JAF-GT 2005–2012

Parity[edit]

Super GT is unique in its open and blunt statement that it is committed to providing exciting racing first, at the expense of runaway investment by works teams. GT500 cars are fitted with many common parts, lowering costs and equalizing the performance of those parts across all competitors. In the GT300 class, air restrictor sizes, minimum weights, ride heights, and maximum turbo boost pressures are modified on a race-to-race basis to balance performance across all cars. All adjustments to the regulations and the balance of performance are publicly accessible.

The regulations stipulate that no single driver drive over two-thirds of the race distance, which affects the timing of pit stops and driver changes, therefore preventing strategy from dominating the competition.[26] Formerly, the regulations went further and required pit stops and driver changes be done within mandatory windows; in 2004, during the Fontana exhibition race, a few teams were penalised after the race ended when race officials discovered their pit stops came one lap before the mandatory window had opened.

Weight handicap[edit]

Perhaps the best-known handicap system in use in the Super GT is its "success ballast" system, known in the series as the "weight handicap".[27] Weight penalties are assigned depending on a car's performance during the race, similar to systems used in the DTM and the BTCC. The system metes out two kilograms of ballast per point scored;[28] it formerly added ballast based on qualifying positions and individual lap times. Stickers on the cars display every car's weight handicap level. In the 2007 season, the Takata NSX team achieved a record-breaking 5 pole positions in the first 7 races, but due to the weight handicap system, they only won one race among those seven. Such regulations keep the championship in play up to the final race of the season: only two GT500 teams (ARTA in 2007 and MOLA in 2012) have managed to clinch a driver's championship prior to the final race.

Following repeated cases of teams and drivers not winning a single race but still winning the championship, the handicap system was changed in 2009 to combat sandbagging, discouraging a team from intentionally performing poorly in order to secure a more favorable weight handicap. The ballast is now halved in the penultimate race and lifted altogether in final race for teams that participated in every round of the season. Teams missing only one round receive halved-ballast in the final race instead.

In 2017, the weight handicap system for GT500 cars was amended to add fuel flow restrictions. Actual weight ballast will be capped at 50 kilograms for reasons of practicality and safety. When a car's assigned ballast exceeds 50 kilograms, it will be assigned a lesser amount of weight ballast, but a fuel flow restriction will be imposed, the severity of which increases according to the size of the assigned weight handicap. While the amount of actual weight ballast carried may vary, the weight handicap stickers on the cars will continue to display the assigned weight handicap.[29][30]

The drivers[edit]

Like the series, Super GT drivers are very popular in Japan with a growing international fanbase. One driver who gained international appeal is Keiichi Tsuchiya, who raced for the Taisan and ARTA teams before moving to a managerial role upon his retirement in 2004. Other drivers who were famously associated with the series and still are actively involved in Super GT through team ownership are Masahiro Hasemi, Kazuyoshi Hoshino, Aguri Suzuki, and Kunimitsu Takahashi, with the latter being a former President of the GT Association, which runs the series. The series also attracts drivers who see the series as a stepping-stone to Formula One such as Ralf Schumacher and Pedro de la Rosa, as well as former F1 drivers, most famously Érik Comas, who was the series' most successful driver until he stepped down from his position as a number one driver, and 2016 champion Heikki Kovalainen.

In the GT300 class, notable drivers include Nobuteru Taniguchi of Goodsmile Racing, who is also well known as a D1GP competitor,[31] and Manabu Orido, a former D1GP judge currently driving for JLOC. Other well-known drivers in the category were the TV presenter and singer Hiromi Kozono and Masahiko Kondo, who was also a pop star, actor, and racer-turned-GT500 team owner. Another popular GT300 driver was Tetsuya Yamano, who runs his own driving school and took the GT300 class victory at Sepang for three consecutive years.


List of notable former JGTC/Super GT drivers[edit]

Controversies[edit]

1998 JGTC Fuji incident[edit]

Japanese driver Tetsuya Ota is notable for surviving a fiery multi-car pileup he was involved in during a JGTC race at Fuji Speedway on May 3, 1998. The accident was initially caused by an oversaturated track. Ota then aquaplaned and left the track which put him directly into an already crashed Porsche. At the time of the accident, the Ferrari Ota was driving had a full cell of fuel which was ignited by the impact. Ota was severely injured due to third-degree burns on a good percentage of his body which may have been prevented if JGTC, at the time, had sufficient emergency response. Ota filed a lawsuit against the racing club plus organizers for negligence and won the sum of ¥90 million (US$800,000).

Champions[edit]

Season Category Drivers' Championship Teams' Championship
Driver(s) Car Team Car
All-Japan Grand Touring Car Championship (JGTC)
1993 GT Japan Masahiko Kageyama Nissan Skyline GT-R R32 not awarded
1994 GT1 Japan Masahiko Kageyama Nissan Skyline GT-R R32 Calsonic Hoshino Racing Nissan Skyline GT-R R32
GT2 Japan Sakae Obata Porsche 964 Carrera RS Kegani Racing Porsche 964 Carrera RS
1995 GT1 Japan Masahiko Kageyama Nissan Skyline GT-R R33 Calsonic Hoshino Racing Nissan Skyline GT-R R33
GT2 Japan Kaoru Hoshino
Japan Yoshimi Ishibashi
Nissan Skyline GTS-R Calsonic Impul Nissan Skyline GTS-R
1996 GT500 Australia David Brabham
Denmark John Nielsen
McLaren F1 GTR Team Lark McLaren F1 GTR
GT300 Japan Keiichi Suzuki
Japan Morio Nitta
Porsche Carrera RSR Team Taisan Jr. Porsche 964 Carrera RSR
1997 GT500 Spain Pedro de la Rosa
Germany Michael Krumm
Toyota Supra Toyota Castrol Team TOM'S Toyota Supra
GT300 Japan Manabu Orido
Japan Hideo Fukuyama
Nissan Silvia S14 RS-R Racing Team with Bandoh Nissan Silvia S14
1998 GT500 France Érik Comas
Japan Masami Kageyama
Nissan Skyline GT-R R33 Pennzoil NISMO Nissan Skyline GT-R R33
GT300 Japan Keiichi Suzuki
Japan Shingo Tachi
Toyota MR2 Team Taisan Jr. with Tsuchiya Toyota MR2
1999 GT500 France Érik Comas Nissan Skyline GT-R R34 Pennzoil NISMO Nissan Skyline GT-R R34
GT300 Japan Morio Nitta Toyota MR2 Momocorse Racing with Tsuchiya Toyota MR2
2000 GT500 Japan Ryo Michigami Honda NSX Castrol Dome Mugen Project Honda NSX
GT300 Japan Hideo Fukuyama Porsche 996 GT3R Team Taisan Advan Porsche 996 GT3R
2001 GT500 Japan Hironori Takeuchi
Japan Yuji Tachikawa
Toyota Supra Nismo Hiroto/Xanavi Nissan Skyline GT-R R34
GT300 Japan Nobuyuki Oyagi
Japan Takayuki Aoki
Nissan Silvia S15 Team Taisan Advan Porsche 911 GT3R
2002 GT500 Japan Juichi Wakisaka
Japan Akira Iida
Toyota Supra Esso Ultraflo Team LeMans Toyota Supra
GT300 Japan Morio Nitta
Japan Shinichi Takagi
Toyota MR-S Team Taisan Advan Porsche 911 GT3R
2003 GT500 Japan Satoshi Motoyama
Germany Michael Krumm
Nissan Skyline GT-R R34 Xanavi Nismo Nissan Skyline GT-R R34
GT300 Japan Mitsuhiro Kinoshita
Japan Masataka Yanagida
Nissan Fairlady Z Z33 Team Taisan Advan Chrysler Viper GTS-R
Porsche 911 GT3R
2004 GT500 Japan Satoshi Motoyama
United Kingdom Richard Lyons
Nissan Fairlady Z Z33 Nismo Xanavi/Motul Pitwork Nissan Fairlady Z Z33
GT300 Japan Tetsuya Yamano
Japan Hiroyuki Yagi
Honda NSX M-TEC Honda NSX
Super GT
2005 GT500 Japan Yuji Tachikawa
Japan Toranosuke Takagi
Toyota Supra Nismo Xanavi/Motul Pitwork Nissan Fairlady Z Z33
GT300 Japan Kota Sasaki
Japan Tetsuya Yamano
Toyota MR-S Team Reckless Toyota MR-S
2006 GT500 Japan Juichi Wakisaka
Germany André Lotterer
Lexus SC 430 Open Interface Toyota Team TOM'S Lexus SC 430
GT300 Japan Tetsuya Yamano
Japan Hiroyuki Iiri
Mazda RX-7 RE Amemiya Racing Asparadrink Mazda RX-7 FD3S
2007 GT500 Japan Daisuke Ito
Republic of Ireland Ralph Firman
Honda NSX Autobacs Racing Team Aguri Honda NSX
GT300 Japan Kazuya Oshima
Japan Hiroaki Ishiura
Toyota MR-S Cars Tokai Dream 28
Privée Kenzo Asset
Mooncraft/Riley Shiden MC/RT-16.
2008 GT500 Japan Satoshi Motoyama
France Benoît Tréluyer
Nissan GT-R Petronas Toyota Team TOM'S Lexus SC 430
GT300 Japan Kazuki Hoshino
Japan Hironobu Yasuda
Nissan Fairlady Z Z33 MOLA Nissan Fairlady Z Z33
2009 GT500 Japan Juichi Wakisaka
Germany André Lotterer
Lexus SC 430 Lexus Team Petronas TOM'S Lexus SC 430
GT300 Japan Manabu Orido
Japan Tatsuya Kataoka
Lexus IS 350 Racing Project Bandoh Lexus IS 350
2010 GT500 Japan Takashi Kogure
France Loïc Duval
Honda HSV-010 GT Weider Honda Racing Honda HSV-010 GT
GT300 Japan Kazuki Hoshino
Japan Masataka Yanagida
Nissan Fairlady Z Z33 Hasemi Motorsport Nissan Fairlady Z Z33
2011 GT500 Italy Ronnie Quintarelli
Japan Masataka Yanagida
Nissan GT-R MOLA Nissan GT-R
GT300 Japan Nobuteru Taniguchi
Japan Taku Bamba
BMW Z4 GT3 Goodsmile Racing & Studie with TeamUKYO BMW Z4 GT3
2012 GT500 Italy Ronnie Quintarelli
Japan Masataka Yanagida
Nissan GT-R MOLA Nissan GT-R
GT300 Japan Kyosuke Mineo
Japan Naoki Yokomizo
Porsche 911 GT3-R Team Taisan ENDLESS Porsche 911 GT3-R
2013 GT500 Japan Kohei Hirate
Japan Yuji Tachikawa
Lexus SC430 Lexus Team ZENT Cerumo Lexus SC430
GT300 Japan Hideki Mutoh
Japan Yuhki Nakayama
Honda CR-Z Team Mugen Honda CR-Z
2014 GT500 Japan Tsugio Matsuda
Italy Ronnie Quintarelli
Nissan GT-R Nismo Nissan GT-R
GT300 Japan Tatsuya Kataoka
Japan Nobuteru Taniguchi
BMW Z4 GT3 Goodsmile Racing & Team Ukyo BMW Z4 GT3
2015 GT500 Japan Tsugio Matsuda
Italy Ronnie Quintarelli
Nissan GT-R Nismo Nissan GT-R
GT300 Macau André Couto
Nissan GT-R NISMO GT3 Gainer Nissan GT-R NISMO GT3
2016 GT500 Finland Heikki Kovalainen
Japan Kohei Hirate
Lexus RC F Lexus Team SARD Lexus RC F
GT300 Japan Takeshi Tsuchiya
Japan Takamitsu Matsui
Toyota 86 MC VivaC team Tsuchiya Toyota 86 MC
2017 GT500 Japan Ryo Hirakawa
United Kingdom Nick Cassidy
Lexus LC 500 Lexus Team KeePer TOM'S Lexus LC 500
GT300 Japan Tatsuya Kataoka
Japan Nobuteru Taniguchi
Mercedes-AMG GT3 Goodsmile Racing & Team Ukyo Mercedes-AMG GT3

Video games[edit]

References[edit]

  1. ^ [1]
  2. ^ "History of JGTC". IMCA Slot Racing. 
  3. ^ "JGTC 1993 Season". WSPR Racing. 
  4. ^ "DTM and Super GT create Class One". Motorsport.com. Retrieved 27 July 2017. 
  5. ^ Adam, Mitchell. "DTM delays new engines and Class One rules to 2019". Autosport.com. Retrieved 27 July 2017. 
  6. ^ "Newin will bring Japanese series to Buriram Circuit". Bangkok Post. 12 August 2013. 
  7. ^ Initial agreement reached for 2013 Korean rouond A step forward towards inaugurating event in Korea. Supergt.net. 16 December 2012.
  8. ^ Watkins, Gary. "10-hour GT3 race to replace Suzuka 1000km Super GT round in 2018". Autosport.com. Retrieved 27 July 2017. 
  9. ^ Kilshaw, Jake. "Suzuka 10H to Replace Sepang on IGTC Schedule". Sportscar365. Retrieved 28 July 2017. 
  10. ^ O'Connell, R. J. (24 July 2017). "GTA chairman Bandoh talks 2018 schedule at Sugo press conference". Super GT World. Retrieved 27 July 2017. 
  11. ^ Kilbey, Stephen. "Björn Wirdheim: 'LMP1 from GT500 is not a big step' – dailysportscar.com". www.dailysportscar.com. Retrieved 27 July 2017. 
  12. ^ "ついに姿を現した新GT500車両を読み解くポイント". AUTOSPORT web (in Japanese). Retrieved 1 August 2017. 
  13. ^ "2017-model GT500 machines unveiled by 3 manufacturers at Twin Ring Motegi". supergt.net (in Japanese). Retrieved 1 August 2017. 
  14. ^ O'Connell, R. J. (15 August 2016). "KERS banned from 2017 GT500 regulations". Super GT World. Retrieved 8 August 2017. 
  15. ^ "レクサスの新GT500車のベース車両名称は『RC-F』に". as-web.jp. January 10, 2014. Retrieved January 18, 2014. 
  16. ^ "Honda Worldwide | August 16, 2013 Honda Unveils the NSX CONCEPT-GT, Designated for Entry in the GT500 Class of the 2014 SUPER GT Series". world.honda.com. Retrieved 10 May 2017. 
  17. ^ O'Connell, R. J. (2 November 2016). "Meet the 2017 Honda NSX-GT". Super GT World. Retrieved 10 May 2017. 
  18. ^ Collins, Sam (26 August 2016). "GT300 Mother Chassis". Racecar Engineering. Retrieved 26 July 2017. 
  19. ^ "~1977年製作の幻のレーシングカーが、市販車として復活!~Mooncraft オリジナル、究極のスーパースポーツカー"紫電"を発売". Mooncraft.jp. Retrieved 2011-09-04. 
  20. ^ Collins, Sam (17 November 2015). "Toyota Prius and Honda CR-Z withdraw from Super GT - Racecar Engineering". Racecar Engineering. Retrieved 27 July 2017. 
  21. ^ Collins, Sam (4 July 2012). "Honda shows off new GT300 hybrid - Racecar Engineering". Racecar Engineering. Retrieved 27 July 2017. 
  22. ^ Collins, Sam (15 January 2016). "New GT300 Toyota Prius revealed - Racecar Engineering". Racecar Engineering. Retrieved 27 July 2017. 
  23. ^ Dagys, John. "SRO to Create Specialized GT3 BoP for Super GT - Sportscar365". Sportscar365. Retrieved 27 July 2017. 
  24. ^ O'Connell, R. J. (24 July 2017). "GTA chairman Bandoh talks 2018 schedule at Sugo press conference". Super GT World. Retrieved 27 July 2017. 
  25. ^ This season's GT300 centerpiece: SGT Evora is unveiled (in Japanese)
  26. ^ "SUPER GTレギュレーション解説". わかりやすい モータースポーツ競技規則 (in Japanese). Retrieved 1 August 2017. 
  27. ^ About Weight Handicap System (in English)
  28. ^ "Super GT Fun Book" (PDF). Retrieved 27 July 2017. 
  29. ^ "Key points in 2017 SUPER GT rule revision". supergt.net (in Japanese). Retrieved 27 July 2017. 
  30. ^ O'Connell, R. J. (22 February 2017). "2017 Super GT Sporting Regulations: Fuel flow restrictors return, Sunday practice scrapped". Super GT World. Retrieved 27 July 2017. 
  31. ^ O'Connell, R.J. "The Drifter: Nobuteru Taniguchi's Journey To The Spa 24 Hours". www.dailysportscar.com. Retrieved 27 July 2017. 

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