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Super Formula Championship
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The Japanese Super Formula Championship is a formula racing series held primarily in Japan. It is considered to be the pinnacle of single-seater racing in Japan or Asia as a whole, making it one of the top motorsport series in the region. The series is sanctioned by the Japan Automobile Federation (JAF) and managed by Japan Race Promotion (JRP). As of 2024[update], Super Formula is the second fastest racing series in the world, after Formula One.[1]
Key Information
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The first Japanese top formula championship was held in 1973 as the All-Japan Formula 2000 Championship. In 1978, the series transformed into the All-Japan Formula Two Championship, and again in 1987, into the All-Japan Formula 3000 Championship. For the most part, these Japanese racing series closely followed their European counterparts in terms of technical regulations. The JRP was established in 1995, and began managing the series in 1996, under its new name, the Formula Nippon Championship. This began what is commonly known as the modern era of the series, which has seen it become more independent with regard to technical regulations. The series' name was changed again in 2013, to Super Formula (officially Japanese Championship Super Formula until 2016).
History
[edit]Background
[edit]In Japan, touring and sports car racing was very popular throughout the 1960s. The Japanese Grand Prix was originally held as an event for touring and sports cars, and was immediately established as the largest motor racing event in the country during its original run between 1963 and 1969. On the other hand, formula car racing had a more difficult time being established in the nation's motorsport landscape. The inaugural JAF Grand Prix at Fuji Speedway in 1969 was Japan's first major single-seater race. And in 1971, the Japanese Grand Prix was reformatted into an event centered around formula car racing. Neither event managed to be as popular with spectators as the Japanese Grand Prix was during its time as a sports car race.
All-Japan Formula 2000 (1973–1977)
[edit]In 1973, the Japan Automobile Federation established the All-Japan Formula 2000 Championship as the first top-level formula racing series in Japan, to promote the sport of formula car racing in the country.
The series was based on the European Formula Two Championship. But unlike European F2, which only allowed the use of racing engines based on mass production models, the JAF approved the use of purpose-built racing engines from manufacturers such as Mitsubishi Motors.
All-Japan Formula Two (1978–1986)
[edit]_front-right_Honda_Collection_Hall.jpg)
In 1976, the FIA modified the Formula Two regulations to allow the use of purpose-built racing engines. With this change, the reasoning behind the name "Formula 2000" had disappeared, which led to the series being renamed the All-Japan Formula Two Championship from 1978.
These early years of formula racing in Japan were led by drivers such as Kunimitsu Takahashi, Kazuyoshi Hoshino, Masahiro Hasemi, Keiji Matsumoto, and Satoru Nakajima, who would go on to become the first Japanese driver to compete full-time in the Formula One World Championship. During the transition from Formula 2000 to Formula 2, a number of foreign drivers from the European F2 circuit began competing in and winning races in the Japanese series. 1981 European F2 champion Geoff Lees became the series' first non-Japanese champion when he won the All-Japan F2 title in 1983.
The Suzuka Formula Two Championship (established in 1977 as the Suzuka Formula 2000 Championship) was held concurrently at all events staged at Suzuka Circuit, to compete against the Fuji Grand Champion Series. During its existence from 1977 to 1986, it was considered to be of equal prestige to the All-Japan Formula 2 Championship.
1987 championship
[edit]When European Formula Two ended in 1984, its Japanese counterpart did not follow suit immediately. The JAF considered starting a new Formula Two series from 1988. However, all entrants ran Formula 3000 cars in 1987. So, the 1987 Formula Two Championship was cancelled due to no entry of any cars for that format.
All-Japan Formula 3000 (1987–1995)
[edit]Switching to the open Formula 3000 standard in 1987, the All-Japan Formula 3000 Championship officially started in 1988.
During the late 1980s, a number of factors contributed to a surge in popularity for Japanese Top Formula racing.[2] Honda-powered Formula One teams began winning multiple championships. The Japanese Grand Prix was reintroduced to the Formula One calendar in 1987, and that same year, Satoru Nakajima began competing full-time in F1. Fans began following the series through Fuji Television's broadcasts of Formula One, resulting in an increased interest in all forms of formula racing. Combined with the asset-driven bubble economy of the 1980s, the All-Japan Formula 3000 Championship attracted several entrants and investors.
Veteran drivers such as Hoshino, Hasemi, Takahashi, and Matsumoto were succeeded by a new generation of Japanese talents, led by 1988 champion Aguri Suzuki, and 1991 champion Ukyo Katayama - who would each go on to enjoy significant tenures in Formula One. The prosperous conditions within All-Japan F3000 also attracted many promising young drivers outside of Japan to compete in the series. Among those drivers included future Formula One Grand Prix winners Jean Alesi, Johnny Herbert, Eddie Irvine, and Heinz-Harald Frentzen. The most notable of these young drivers from outside Japan, however, was future seven-time Formula One World Champion Michael Schumacher, who made a one-off appearance at Sportsland Sugo in 1991.
The eventual burst of the bubble economy led to a decline in the series' popularity during the early to mid 1990s. Japanese and European regulations paralleled one another until 1996, when the International Formula 3000 series became a one-make format to lower costs.
Formula Nippon (1996–2012)
[edit]
In 1995, Japan Race Promotion (JRP) was established by Fuji Television, and became the new promoter and organising body of Japanese top formula racing, recognised by the JAF. As F3000 went down the path of a spec formula series abroad, the JRP opted to continue with the previous F3000 regulations which allowed for open chassis and engine competition. For 1996, the first full season under the management of JRP, the series changed its name to Formula Nippon.
Many of the top drivers in Formula Nippon continued to race in sports cars and touring cars as their predecessors had done in years past. Pedro de la Rosa became the first "double champion" of Japan in 1997 when he won both the Formula Nippon and All-Japan GT Championship GT500 titles in the same calendar year. Satoshi Motoyama and Richard Lyons would later accomplish the same feat in 2003 and 2004, respectively.
Drivers continued to use Formula Nippon as a stepping stone into Formula One including the aforementioned de la Rosa, Ralf Schumacher, Shinji Nakano, Toranosuke Takagi, and Ralph Firman. But by the late 2000s, Formula Nippon's status as a pathway into Formula One had diminished, and the series was greatly affected by the bankruptcy of Lehman Brothers (the term used in Japan to describe the 2008 financial crisis) - going from 20 cars in 2008 to 13 in 2009.
Super Formula (2013–present)
[edit]On 5 August 2012, the JRP announced that the series would change its name from Formula Nippon to Super Formula in 2013, stating a "desire to establish the series on an equal footing with the FIA Formula One World Championship and the IZOD IndyCar Series as the undisputed, standard-bearer top formula racing in Asia."[3]
The series experienced renewed international interest when 2015 GP2 Series champion, Stoffel Vandoorne, entered full-time in 2016 with Docomo Team Dandelion Racing. Vandoorne would finish his season with two race victories before making the step up to F1 with McLaren in 2017. A year later, 2016 GP2 Series champion Pierre Gasly entered the series, bringing Red Bull sponsorship with him to Team Mugen. Gasly finished 2017 as the Rookie of the Year, with two wins, and finished runner-up in the standings by half a point.
Felix Rosenqvist, Álex Palou, and Patricio O'Ward later became IndyCar Series race winners after racing in Super Formula. Palou, who was the 2019 Rookie of the Year, went on to win the IndyCar Series championship in 2021, 2023, 2024 and 2025.
Liam Lawson, the 2023 Super Formula series runner-up, drove in Formula One for AlphaTauri/RB Formula One Team for parts of the 2023 and 2024 seasons, and drove 2 races in 2025 for Red Bull Racing before moving back to RB Formula One Team.
Scoring system
[edit]In 2020, Super Formula adopted a new top-ten scoring system similar to the one used in Super GT, awarding 20 points to the race winner. Bonus points were given to the top three qualifiers in every round; three points for pole position, two for second place, and one for third place.[4]
A top-six points system was used in All-Japan F3000 and Formula Nippon from 1988 to 2006, inspired by the contemporary Formula One points system. Beginning in 2007, the series followed Formula One once again and paid out points to the top eight finishers. A bonus point was awarded to the polesitter starting in 2008, during which the regular points system was changed again to award the top ten finishers and give 15 points to the race winner in standard events. The points system reverted back to a top-eight format from 2009–2019, though some rounds would have special points payouts.
- Race points (2020–present)
| Position | 1st | 2nd | 3rd | 4th | 5th | 6th | 7th | 8th | 9th | 10th |
|---|---|---|---|---|---|---|---|---|---|---|
| Points | 20 | 15 | 11 | 8 | 6 | 5 | 4 | 3 | 2 | 1 |
- Qualifying points (2020–present)
| Position | 1st | 2nd | 3rd |
|---|---|---|---|
| Points | 3 | 2 | 1 |
Car specifications
[edit]
Cars
[edit]
Until 2002, Formula Nippon was an open formula category, where a variety of chassis builders, engine manufacturers, and tyre manufacturers could compete. Chassis were supplied by Lola, Reynard, and G-Force. Mugen-Honda supplied the vast majority of the engines along with Cosworth and Judd. Bridgestone, Yokohama, and Dunlop supplied teams with tyres. However, the series began adopting more spec components. Bridgestone became the series' sole tyre supplier beginning in 1997, and in 1998, Mugen-Honda became the sole engine supplier (though open tuning was still allowed). Chassis remained an open formula until 2003, after Reynard declared bankruptcy and G-Force withdrew from the series. The Lola B03/51 became the series' spec chassis thereafter.
In 2006, Formula Nippon underwent a drastic revision of its technical regulations. The new Lola FN06 chassis was introduced, while new three-litre V8 engines by Toyota and Honda were introduced, based on the same engine blocks that the manufacturers used in the 2005 IndyCar Series. American racecar manufacturer Swift Engineering produced the FN09 chassis that was introduced in 2009, and used until 2013. Also, in 2009, a new 3.4 litre V8 engine formula was introduced, a common engine that would be used in Formula Nippon and the GT500 class of Super GT, as well as a "push-to-pass" overtake system that is still used today.
The Dallara SF14 was used between the 2014 to 2018 season, and featured at least 30% components manufactured in Japan.[5] Changed regulations both in Super Formula and Formula 1 resulted in closest gap ever between lap times: in 2014 season in Round 1 at Suzuka Circuit in Q2 André Lotterer did 1:36.996 which was 4.49 seconds slower than Nico Rosberg's pole time of 1:32.506 for the 2014 Japanese Grand Prix and was not only inside the 107% rule but could potentially placed him 21st in the F1 grid in front of two cars of Kamui Kobayashi (1:37.015) and Max Chilton (1:37.481).
In 2016, Yokohama Rubber replaced Bridgestone as the series' sole tyre supplier.
The Dallara SF19, which was used from the 2019 to 2022 season, was unveiled at Suzuka Circuit in October 2017. It weighed 670 kilograms (including the driver), and was powered by a two-litre single turbo-charged engines built by Honda and Toyota under the Nippon Race Engine (NRE) formula. The engines used in Super Formula have been detuned compared to their counterparts used in Super GT (GT500), but continue to allow for the use of the "push-to-pass" style Overtaking System (OTS) that allows for an additional five kilogrammes per hour (5 kg/h) of fuel burn for up to 200 seconds during a race.[citation needed]
The Dallara SF23, a slightly modified version of the SF19, was unveiled on December 13, 2022, and has been used since the 2023 season. It has upgraded aerodynamics to improve overtaking and wheel-to-wheel racing.[6]
Dallara SF14 Specifications (2014–2018)
[edit]- Engine displacement: 2.0 L (122 cu in) DOHC inline-4
- Gearbox: 6-speed paddle shift gearbox
- Weight: 660 kg (1,455 lb)
- Power output: 543 hp (405 kW)
- Fuel: 102 RON unleaded gasoline
- Fuel delivery: Direct fuel injection
- Aspiration: Single-turbocharged
- Length: 5,268 mm (207 in)
- Width: 1,900 mm (75 in)
- Wheelbase: 3,165 mm (125 in)
- Steering: Electric power-assisted rack and pinion
- Tires: Bridgestone Potenza (2014–2015) or Yokohama ADVAN (2016–2018) radial dry slicks and treaded rain tyres
Source:[7]
Dallara SF19 Specifications (2019–2022)
[edit]- Engine displacement: 2.0 L (122 cu in) DOHC inline-4
- Gearbox: 6-speed paddle shift gearbox
- Weight: 670 kg (1,477 lb)
- Power output: 543 hp (405 kW)
- Fuel: 102 RON unleaded gasoline
- Fuel delivery: Direct fuel injection
- Aspiration: Single-turbocharged
- Length: 5,233 mm (206 in)
- Width: 1,910 mm (75 in)
- Wheelbase: 3,115 mm (123 in)
- Steering: Electric power-assisted rack and pinion
- Tires: Yokohama ADVAN radial dry slicks and treaded rain tires
Source:[7]
Dallara SF23 Specifications (2023–present)
- Engine displacement: 2.0 L (122 cu in) DOHC inline-4
- Gearbox: 6-speed paddle shift gearbox
- Weight: 677 kg (1,493 lb)
- Power output: 550 hp (410 kW)
- Fuel: 102 RON unleaded gasoline
- Fuel delivery: Direct fuel injection
- Aspiration: Single-turbocharged
- Length: 5,235 mm (206 in)
- Width: 1,910 mm (75 in)
- Steering: Electric power-assisted rack and pinion
- Tires: Yokohama ADVAN radial dry slicks and treaded rain tires
Drivers
[edit].jpg)
In terms of drivers, Super Formula is a high-level series where the field is composed mainly of professional factory drivers who are paid to race.[8] It is unanimously regarded as the highest level of formula racing in Japan and Asia, and although opinions on its exact global position vary, it is generally considered to be a higher level series than Formula 2, but slightly below IndyCar and to a larger extent Formula One.[9]
Super Formula is a top-level national series and not a feeder or junior category, as there is no series directly above it and many professional drivers compete in it until they retire. Some drivers, mostly foreign, have used it as a platform to prove their ability in an attempt to move to Formula One or elsewhere.[10]
The bulk of the grid consists of Japanese drivers, most of whom have the goal of forging successful long-term careers in the series. Foreign drivers have always been regular participants in the series, and there have been several drivers to come from a Japanese Top Formula drive to a prominent Formula One role; the best-known of these include Michael Schumacher, Eddie Irvine, Ralf Schumacher, Pedro de la Rosa, Stoffel Vandoorne, Pierre Gasly, and Liam Lawson.
Conversely, several foreign drivers have built long careers in Japan; examples of such drivers include André Lotterer, Benoît Tréluyer, Loïc Duval, and João Paulo de Oliveira. Most drivers in the series are contracted to either Honda or Toyota – the series' two engine manufacturers since 2006 – for whom they also typically compete in the Super GT sports car series, Japan's other top motorsport category.[8]
Feeder series
[edit]The primary feeder series for Super Formula is Super Formula Lights, which was known as the Japanese Formula 3 Championship prior to 2020. The Formula Regional Japanese Championship and F4 Japanese Championship sit below Super Formula Lights in the Japanese single-seater pyramid.[11]
Honda Performance Development (now Honda Racing Corporation US) offered a US$600,000 annual scholarship to the winner of the Formula Regional Americas Championship towards a Honda-powered seat in Super Formula beginning in 2021.[12] 2022 series champion Raoul Hyman was the only driver to accept the scholarship before it was discontinued when Ligier replaced Honda as the engine supplier of F4 and FR in the United States.[13]
Circuits
[edit]Super Formula races are traditionally held at the six major national racing circuits in Japan. Suzuka Circuit, the traditional home of the Formula One Japanese Grand Prix, has staged more rounds than any other venue and has been on the calendar every year since the formation of the series in 1973. Suzuka typically hosts two rounds per season: The Suzuka 2&4 Race, a joint event staged with the All-Japan Road Race Championship, is typically held in the spring. The JAF Suzuka Grand Prix, Japan's oldest national formula racing event, is typically held at the end of the season in the autumn.
Fuji Speedway did not host any racing in 2004 while the circuit underwent a wholesale renovation, but otherwise, it has been part of the calendar in almost every Super Formula season including the very first season of the All-Japan F2000 Championship in 2002. Mobility Resort Motegi (known as Twin Ring Motegi until 2022) opened in 1997 and has been part of the calendar every year since. Sportsland Sugo has been on the calendar every year since its current configuration was opened in 1987.
Miné Circuit (formerly Nishinihon Circuit), was a regular fixture of the calendar until it closed for spectator events after the 2005 season. Autopolis, in Kyushu, and Okayama International Circuit, in the Chūgoku region, have since replaced Miné as the westernmost venues that Super Formula visits, though as of 2021 the series no longer races at Okayama. Tokachi International Speedway in Hokkaido briefly hosted the series from 1995 to 1996.
Sepang International Circuit in Malaysia hosted the first and only championship round outside of Japan when it was part of the 2004 calendar. The series planned to race at Inje Speedium in South Korea during the 2013 season and again in 2025, but both events were cancelled.
Circuits used
[edit]- Bold denotes a circuit used in the 2024 Super Formula season.
- Italic denotes a formerly used circuit.
| Number | Circuit | Years | Total Races |
|---|---|---|---|
| 1 | Suzuka Circuit | Grand Prix Circuit: 1973–present East Circuit: 1999 East Special Circuit: 2000–2002[a] |
177 |
| 2 | Fuji Speedway | 1973, 1975–1979, 1982–2003, 2005–present | 96 |
| 3 | Mobility Resort Motegi | 1997–present | 46 |
| 4 | Sportsland Sugo | 1987–present | 39 |
| 5 | Miné Circuit | 1977–1980, 1982–2005 | 35 |
| 6 | Autopolis | 1991–1992, 2006, 2009–2015, 2017–present | 17 |
| 7 | Okayama International Circuit | 2007–2008, 2015–2020 | 11 |
| 8 | Tokachi International Speedway | 1995–1996 | 2 |
| 9 | Sepang Circuit | 2004 | 1 |
| Source: [14] | |||
Champions
[edit]* The ( ) indicates the tyre (since 1997), chassis (since 2003), or engine (1998–2005) was a spec part that all competitors used for that season.
Statistics
[edit]Indicates active driver, team, and manufacturer.
Championships
[edit]By driver
[edit]| Driver | Total | Seasons |
|---|---|---|
 Kazuyoshi Hoshino
|
6 | 1975, 1977, 1978, 1987, 1990, 1993 |
| Satoru Nakajima
|
5 | 1981, 1982, 1984, 1985, 1986 |
| Satoshi Motoyama
|
4 | 1998, 2001, 2003, 2005 |
| Naoki Yamamoto
|
3 | 2013, 2018, 2020 |
| Noritake Takahara
|
2 | 1974, 1976 |
| Tsugio Matsuda
|
2007, 2008 | |
| Kazuki Nakajima
|
2012, 2014 | |
| Hiroaki Ishiura
|
2015, 2017 | |
| Tomoki Nojiri
|
2021, 2022 | |
| Motoharu Kurosawa
|
1 | 1973 |
| Keiji Matsumoto
|
1979 | |
| Masahiro Hasemi
|
1980 | |
 Geoff Lees
|
1983 | |
| Aguri Suzuki
|
1988 | |
| Hitoshi Ogawa
|
1989 | |
| Ukyo Katayama
|
1991 | |
 Mauro Martini
|
1992 | |
| Marco Apicella
|
1994 | |
| Toshio Suzuki
|
1995 | |
 Ralf Schumacher
|
1996 | |
 Pedro de la Rosa
|
1997 | |
 Tom Coronel
|
1999 | |
| Toranosuke Takagi
|
2000 | |
 Ralph Firman
|
2002 | |
| Richard Lyons
|
2004 | |
 Benoît Tréluyer
|
2006 | |
| Loïc Duval
|
2009 | |
 João Paulo de Oliveira
|
2010 | |
| André Lotterer
|
2011 | |
| Yuji Kunimoto
|
2016 | |
 Nick Cassidy
|
2019 | |
| Ritomo Miyata
|
2023 | |
| Sho Tsuboi
|
2024 |
By team
[edit]| Team | Total | Drivers' titles | Teams' titles |
|---|---|---|---|
| Team Impul
|
19 | 11 (1987, 1990, 1993, 1995, 2001, 2003, 2005, 2006, 2007, 2008, 2010) | 8 (2003, 2004, 2005, 2006, 2007, 2008, 2010, 2021) |
| Team TOM'S
|
11 | 6 (2011, 2012, 2014, 2019, 2023, 2024) | 5 (2011, 2013, 2014, 2015, 2020) |
| Nakajima Racing
|
8 | 4 (1999, 2000, 2002, 2009) | 4 (1999, 2000, 2002, 2009) |
| Heroes Racing
|
7 | 7 (1973, 1977, 1978, 1984, 1985, 1986, 1991) | 0 |
| Team Mugen
|
6 | 4 (2013, 2018, 2021, 2022) | 2 (2022, 2023) |
| Team LeMans
|
5 | 3 (1979, 1996, 1998) | 2 (1996, 1998) |
| Cerumo・Inging
|
3 (2015, 2016, 2017) | 2 (2016, 2017) | |
| Dandelion Racing
|
2 (2004, 2020) | 3 (2012, 2019, 2024) | |
| Team Ikuzawa
|
3 | 3 (1981, 1982, 1983) | 0 |
| Nova Engineering
|
2 (1992, 1997) | 1 (1997) | |
| Takahara Racing
|
2 | 2 (1974, 1976) | 0 |
| Victory Circle Club
|
1 | 1 (1975) | 0 |
| Tomy Racing Team
|
1 (1980) | 0 | |
| Mooncraft
|
1 (1988) | 0 | |
| Stellar International
|
1 (1989) | 0 | |
| Dome
|
1 (1994) | 0 | |
| Team 5ZIGEN
|
0 | 1 (2001) | |
| Kondo Racing
|
0 | 1 (2018) |
Wins
[edit]After the eighth round of the 2025 season.
By driver
[edit]| Rank | Driver | Total wins | All Japan F2000 |
All Japan F2 |
All Japan F3000 |
Formula Nippon |
Super Formula |
|---|---|---|---|---|---|---|---|
| 1 | Kazuyoshi Hoshino |
39 | 7 | 12 | 19 | 1 | 0 |
| 2 | Satoshi Motoyama |
27 | 0 | 0 | 0 | 27 | 0 |
| 3 | André Lotterer |
24 | 0 | 0 | 0 | 16 | 8 |
| 4 | Satoru Nakajima |
21 | 0 | 21 | 0 | 0 | 0 |
| 5 | Toranosuke Takagi |
14 | 0 | 0 | 3 | 11 | 0 |
| 6 | Tomoki Nojiri |
13 | 0 | 0 | 0 | 0 | 13 |
| 7 | Loïc Duval |
12 | 0 | 0 | 0 | 10 | 2 |
| 8 | Keiji Matsumoto |
11 | 0 | 9 | 2 | 0 | 0 |
| 8 | Benoît Tréluyer |
11 | 0 | 0 | 0 | 11 | 0 |
| 10 |  Ross Cheever |
10 | 0 | 0 | 10 | 0 | 0 |
| 10 | João Paulo de Oliveira |
10 | 0 | 0 | 0 | 5 | 5 |
| 12 | Masahiro Hasemi |
9 | 4 | 4 | 1 | 0 | 0 |
| 12 | Kazuki Nakajima |
9 | 0 | 0 | 0 | 3 | 6 |
| 12 | Naoki Yamamoto |
9 | 0 | 0 | 0 | 0 | 9 |
| 15 | Naoki Hattori |
8 | 0 | 0 | 3 | 5 | 0 |
| 16 | Noritake Takahara |
7 | 7 | 0 | 0 | 0 | 0 |
| 16 | Geoff Lees |
7 | 0 | 5 | 2 | 0 | 0 |
| 16 | Ralph Firman |
7 | 0 | 0 | 0 | 7 | 0 |
| 16 | Tsugio Matsuda |
7 | 0 | 0 | 0 | 7 | 0 |
| 16 | Takashi Kogure |
7 | 0 | 0 | 0 | 7 | 0 |
| 16 | Yuhi Sekiguchi |
7 | 0 | 0 | 0 | 0 | 7 |
| 16 | Sho Tsuboi |
7 | 0 | 0 | 0 | 0 | 7 |
| 23 | Toshio Suzuki |
6 | 0 | 0 | 6 | 0 | 0 |
| 23 | Pedro de la Rosa |
6 | 0 | 0 | 0 | 6 | 0 |
| 23 | Kakunoshin Ohta |
6 | 0 | 0 | 0 | 0 | 6 |
| 26 | Aguri Suzuki |
5 | 0 | 0 | 5 | 0 | 0 |
| 26 | Marco Apicella |
5 | 0 | 0 | 5 | 0 | 0 |
| 26 | Juichi Wakisaka |
5 | 0 | 0 | 0 | 5 | 0 |
| 26 | Hiroaki Ishiura |
5 | 0 | 0 | 0 | 0 | 5 |
| 30 | Kunimitsu Takahashi |
4 | 3 | 1 | 0 | 0 | 0 |
| 30 | Volker Weidler |
4 | 0 | 0 | 4 | 0 | 0 |
| 30 | Andrew Gilbert-Scott |
4 | 0 | 0 | 4 | 0 | 0 |
| 30 | Richard Lyons |
4 | 0 | 0 | 0 | 4 | 0 |
| 30 | Ryō Hirakawa |
4 | 0 | 0 | 0 | 0 | 4 |
| 30 | Tadasuke Makino |
4 | 0 | 0 | 0 | 0 | 4 |
| 36 | Motoharu Kurosawa |
3 | 3 | 0 | 0 | 0 | 0 |
| 36 | Kenji Takahashi |
3 | 0 | 3 | 0 | 0 | 0 |
| 36 |  Stefan Johansson |
3 | 0 | 3 | 0 | 0 | 0 |
| 36 | Mauro Martini |
3 | 0 | 0 | 3 | 0 | 0 |
| 36 | Eddie Irvine |
3 | 0 | 0 | 3 | 0 | 0 |
| 36 | Ralf Schumacher |
3 | 0 | 0 | 0 | 3 | 0 |
| 36 |  Norberto Fontana |
3 | 0 | 0 | 0 | 3 | 0 |
| 36 | Masami Kageyama |
3 | 0 | 0 | 0 | 3 | 0 |
| 36 | Tom Coronel |
3 | 0 | 0 | 0 | 3 | 0 |
| 36 | Yuji Ide |
3 | 0 | 0 | 0 | 3 | 0 |
| 36 | Takuya Izawa |
3 | 0 | 0 | 0 | 2 | 1 |
| 36 | Nick Cassidy |
3 | 0 | 0 | 0 | 0 | 3 |
| 36 | Liam Lawson |
3 | 0 | 0 | 0 | 0 | 3 |
| 49 | Takao Wada |
2 | 0 | 0 | 2 | 0 | 0 |
| 49 | Ukyo Katayama |
2 | 0 | 0 | 2 | 0 | 0 |
| 49 | Takuya Kurosawa |
2 | 0 | 0 | 1 | 1 | 0 |
| 49 | Katsutomo Kaneishi |
2 | 0 | 0 | 0 | 2 | 0 |
| 49 | Masahiko Kageyama |
2 | 0 | 0 | 0 | 2 | 0 |
| 49 | Hidetoshi Mitsusada |
2 | 0 | 0 | 0 | 2 | 0 |
| 49 | Kohei Hirate |
2 | 0 | 0 | 0 | 2 | 0 |
| 49 |  Stoffel Vandoorne |
2 | 0 | 0 | 0 | 0 | 2 |
| 49 | Yuji Kunimoto |
2 | 0 | 0 | 0 | 0 | 2 |
| 49 | Pierre Gasly |
2 | 0 | 0 | 0 | 0 | 2 |
| 49 | Nirei Fukuzumi |
2 | 0 | 0 | 0 | 0 | 2 |
| 49 | Ukyo Sasahara |
2 | 0 | 0 | 0 | 0 | 2 |
| 49 | Ritomo Miyata |
2 | 0 | 0 | 0 | 0 | 2 |
| 62 | Jacques Laffite |
1 | 1 | 0 | 0 | 0 | 0 |
| 62 | Riccardo Patrese |
1 | 1 | 0 | 0 | 0 | 0 |
| 62 |  Marc Surer |
1 | 0 | 1 | 0 | 0 | 0 |
| 62 | Beppe Gabbiani |
1 | 0 | 1 | 0 | 0 | 0 |
| 62 | Naohiro Fujita |
1 | 0 | 1 | 0 | 0 | 0 |
| 62 | Kenny Acheson |
1 | 0 | 1 | 0 | 0 | 0 |
| 62 | Mike Thackwell |
1 | 0 | 1 | 0 | 0 | 0 |
| 62 | Jan Lammers |
1 | 0 | 0 | 1 | 0 | 0 |
| 62 | Emanuele Pirro |
1 | 0 | 0 | 1 | 0 | 0 |
| 62 | Hitoshi Ogawa |
1 | 0 | 0 | 1 | 0 | 0 |
| 62 | Akihiko Nakaya |
1 | 0 | 0 | 1 | 0 | 0 |
| 62 | Paulo Carcasci |
1 | 0 | 0 | 1 | 0 | 0 |
| 62 |  Roland Ratzenberger |
1 | 0 | 0 | 1 | 0 | 0 |
| 62 | Thomas Danielsson |
1 | 0 | 0 | 1 | 0 | 0 |
| 62 |  Tom Kristensen |
1 | 0 | 0 | 1 | 0 | 0 |
| 62 | Toshihiro Kaneishi |
1 | 0 | 0 | 0 | 1 | 0 |
| 62 | Ronnie Quintarelli |
1 | 0 | 0 | 0 | 1 | 0 |
| 62 | Seiji Ara |
1 | 0 | 0 | 0 | 1 | 0 |
| 62 | Kosuke Matsuura |
1 | 0 | 0 | 0 | 1 | 0 |
| 62 | Kazuya Oshima |
1 | 0 | 0 | 0 | 1 | 0 |
| 62 | Koudai Tsukakoshi |
1 | 0 | 0 | 0 | 1 | 0 |
| 62 | Álex Palou |
1 | 0 | 0 | 0 | 0 | 1 |
| 62 | Kenta Yamashita |
1 | 0 | 0 | 0 | 0 | 1 |
| 62 | Toshiki Oyu |
1 | 0 | 0 | 0 | 0 | 1 |
| 62 | Giuliano Alesi |
1 | 0 | 0 | 0 | 0 | 1 |
| 62 | Hiroki Otsu |
1 | 0 | 0 | 0 | 0 | 1 |
| 62 | Nobuharu Matsushita |
1 | 0 | 0 | 0 | 0 | 1 |
| 62 | Sacha Fenestraz |
1 | 0 | 0 | 0 | 0 | 1 |
| 62 | Ayumu Iwasa |
1 | 0 | 0 | 0 | 0 | 1 |
| Source:[14] | |||||||
By chassis constructor
[edit]| Rank | Chassis constructor | Wins |
|---|---|---|
| 1 | Lola |
124 |
| 2 | Dallara |
96 |
| 3 | March |
75 |
| 4 | Reynard |
72 |
| 5 | Swift |
38 |
| 6 | Nova |
11 |
| 7 | Dome |
5 |
| 8 | Chevron |
3 |
| 9 | Brabham |
2 |
| 9 | Kojima |
2 |
| 9 | Spirit |
2 |
| 12 | Surtees |
1 |
| 12 | G-Force |
1 |
By engine manufacturer
[edit]| Rank | Engine manufacturer | Wins |
|---|---|---|
| 1 | Mugen |
160 |
| 2 | Honda |
106 |
| 3 | Toyota |
94 |
| 4 | BMW |
52 |
| 5 | Cosworth |
8 |
| 6 | Cosworth/ Yamaha |
6 |
| 7 | Ford |
3 |
| 7 | Yamaha |
3 |
By tire supplier
[edit]| Rank | Tire Supplier | Wins |
|---|---|---|
| 1 | B Bridgestone | 311 |
| 2 | Y Yokohama | 88 |
| 3 | D Dunlop | 33 |
Pole positions
[edit]By driver
[edit]| Rank | Driver | Total poles | All Japan F2000 |
All Japan F2 |
All Japan F3000 |
Formula Nippon |
Super Formula |
|---|---|---|---|---|---|---|---|
| 1 | Kazuyoshi Hoshino |
42 | 14 | 18 | 9 | 1 | 0 |
| 2 | Satoru Nakajima |
23 | 0 | 23 | 0 | 0 | 0 |
| 2 | Tomoki Nojiri |
23 | 0 | 0 | 0 | 0 | 23 |
| 4 | Satoshi Motoyama |
20 | 0 | 0 | 0 | 20 | 0 |
| 5 | Toranosuke Takagi |
16 | 0 | 0 | 2 | 14 | 0 |
| 6 | Takashi Kogure |
15 | 0 | 0 | 0 | 15 | 0 |
| 7 | Ross Cheever |
13 | 0 | 0 | 13 | 0 | 0 |
| 7 | Tsugio Matsuda |
13 | 0 | 0 | 0 | 13 | 0 |
| 7 | Naoki Yamamoto |
13 | 0 | 0 | 0 | 1 | 12 |
| 10 | André Lotterer |
12 | 0 | 0 | 0 | 5 | 7 |
| 11 | Geoff Lees |
11 | 0 | 3 | 8 | 0 | 0 |
| 12 | Keiji Matsumoto |
9 | 0 | 8 | 1 | 0 | 0 |
| 12 | Juichi Wakisaka |
9 | 0 | 0 | 0 | 9 | 0 |
| 12 | João Paulo de Oliveira |
9 | 0 | 0 | 0 | 7 | 2 |
| 15 | Richard Lyons |
8 | 0 | 0 | 0 | 8 | 0 |
| 15 | Benoît Tréluyer |
8 | 0 | 0 | 0 | 8 | 0 |
| 15 | Loïc Duval |
8 | 0 | 0 | 0 | 6 | 2 |
| 15 | Hiroaki Ishiura |
8 | 0 | 0 | 0 | 0 | 8 |
| 19 | Masahiro Hasemi |
7 | 2 | 4 | 1 | 0 | 0 |
| 19 | Eddie Irvine |
7 | 0 | 0 | 7 | 0 | 0 |
| 21 | Hitoshi Ogawa |
6 | 0 | 0 | 6 | 0 | 0 |
| 21 | Mauro Martini |
6 | 0 | 0 | 6 | 0 | 0 |
| 21 | Ralph Firman |
6 | 0 | 0 | 0 | 6 | 0 |
| 21 | Yuhi Sekiguchi |
6 | 0 | 0 | 0 | 0 | 6 |
| 25 | Andrew Gilbert-Scott |
5 | 0 | 0 | 5 | 0 | 0 |
| 25 | Naoki Hattori |
5 | 0 | 0 | 3 | 2 | 0 |
| 25 | Kazuki Nakajima |
5 | 0 | 0 | 0 | 1 | 4 |
| 28 | Aguri Suzuki |
4 | 0 | 0 | 4 | 0 | 0 |
| 28 | Takuya Kurosawa |
4 | 0 | 0 | 2 | 2 | 0 |
| 28 | Pedro de la Rosa |
4 | 0 | 0 | 0 | 4 | 0 |
| 28 | Tom Coronel |
4 | 0 | 0 | 0 | 4 | 0 |
| 28 | Takeshi Tsuchiya |
4 | 0 | 0 | 0 | 4 | 0 |
| 28 | Ryo Hirakawa |
4 | 0 | 0 | 0 | 0 | 4 |
| 34 | Noritake Takahara |
3 | 3 | 0 | 0 | 0 | 0 |
| 34 | Akihiko Nakaya |
3 | 0 | 0 | 3 | 0 | 0 |
| 34 | Ukyo Katayama |
3 | 0 | 0 | 3 | 0 | 0 |
| 34 | Marco Apicella |
3 | 0 | 0 | 3 | 0 | 0 |
| 34 | Takuya Izawa |
3 | 0 | 0 | 0 | 2 | 1 |
| 34 | Nick Cassidy |
3 | 0 | 0 | 0 | 0 | 3 |
| 34 | Álex Palou |
3 | 0 | 0 | 0 | 0 | 3 |
| 34 | Toshiki Oyu |
3 | 0 | 0 | 0 | 0 | 3 |
| 34 | Nirei Fukuzumi |
3 | 0 | 0 | 0 | 0 | 3 |
| 34 | Tadasuke Makino |
3 | 0 | 0 | 0 | 0 | 3 |
| 34 | Kenta Yamashita |
3 | 0 | 0 | 0 | 0 | 3 |
| 34 | Sho Tsuboi |
3 | 0 | 0 | 0 | 0 | 3 |
| 46 | Hiromu Tanaka |
2 | 2 | 0 | 0 | 0 | 0 |
| 46 | Naohiiro Fujita |
2 | 1 | 1 | 0 | 0 | 0 |
| 46 | Stefan Johansson |
2 | 0 | 2 | 0 | 0 | 0 |
| 46 | Masanori Sekiya |
2 | 0 | 0 | 2 | 0 | 0 |
| 46 | Roland Ratzenberger |
2 | 0 | 0 | 2 | 0 | 0 |
| 46 | Toshio Suzuki |
2 | 0 | 0 | 1 | 1 | 0 |
| 46 | Michael Krumm |
2 | 0 | 0 | 0 | 2 | 0 |
| 46 | Ralf Schumacher |
2 | 0 | 0 | 0 | 2 | 0 |
| 46 | Masahiko Kageyama |
2 | 0 | 0 | 1 | 1 | 0 |
| 46 | Masami Kageyama |
2 | 0 | 0 | 0 | 2 | 0 |
| 46 | Ryo Michigami |
2 | 0 | 0 | 0 | 2 | 0 |
| 46 | Yuji Ide |
2 | 0 | 0 | 0 | 2 | 0 |
| 46 | Kazuya Oshima |
2 | 0 | 0 | 0 | 2 | 0 |
| 46 | Koudai Tsukakoshi |
2 | 0 | 0 | 0 | 2 | 0 |
| 46 | Andrea Caldarelli |
2 | 0 | 0 | 0 | 0 | 2 |
| 46 | Yuji Kunimoto |
2 | 0 | 0 | 0 | 0 | 2 |
| 46 | Ayumu Iwasa |
2 | 0 | 0 | 0 | 0 | 2 |
| 63 |  Vern Schuppan |
1 | 1 | 0 | 0 | 0 | 0 |
| 63 | Motoharu Kurosawa |
1 | 1 | 0 | 0 | 0 | 0 |
| 63 | Moto Kitano |
1 | 1 | 0 | 0 | 0 | 0 |
| 63 | Kunimitsu Takahashi |
1 | 1 | 0 | 0 | 0 | 0 |
| 63 | Bruno Giacomelli |
1 | 0 | 1 | 0 | 0 | 0 |
| 63 | Eje Elgh |
1 | 0 | 1 | 0 | 0 | 0 |
| 63 | Toru Takahashi |
1 | 0 | 1 | 0 | 0 | 0 |
| 63 | Roberto Moreno |
1 | 0 | 1 | 0 | 0 | 0 |
| 63 | Takao Wada |
1 | 0 | 0 | 1 | 0 | 0 |
| 63 | Volker Weidler |
1 | 0 | 0 | 1 | 0 | 0 |
| 63 | Heinz-Harald Frentzen |
1 | 0 | 0 | 1 | 0 | 0 |
| 63 | Tom Kristensen |
1 | 0 | 0 | 1 | 0 | 0 |
| 63 | Katsutomo Kaneishi |
1 | 0 | 0 | 0 | 1 | 0 |
| 63 | Norberto Fontana |
1 | 0 | 0 | 0 | 1 | 0 |
| 63 | Hideki Noda |
1 | 0 | 0 | 0 | 1 | 0 |
| 63 | Hidetoshi Mitsusada |
1 | 0 | 0 | 0 | 1 | 0 |
| 63 | Peter Dumbreck |
1 | 0 | 0 | 0 | 1 | 0 |
| 63 | Toshihiro Kaneishi |
1 | 0 | 0 | 0 | 1 | 0 |
| 63 | Kohei Hirate |
1 | 0 | 0 | 0 | 1 | 0 |
| 63 | Stoffel Vandoorne |
1 | 0 | 0 | 0 | 0 | 1 |
| 63 | Jann Mardenborough |
1 | 0 | 0 | 0 | 0 | 1 |
| 63 | Sérgio Sette Câmara |
1 | 0 | 0 | 0 | 0 | 1 |
| 63 | Giuliano Alesi |
1 | 0 | 0 | 0 | 0 | 1 |
| 63 | Hiroki Otsu |
1 | 0 | 0 | 0 | 0 | 1 |
| 63 | Nobuharu Matsushita |
1 | 0 | 0 | 0 | 0 | 1 |
| 63 | Ukyo Sasahara |
1 | 0 | 0 | 0 | 0 | 1 |
| 63 | Liam Lawson |
1 | 0 | 0 | 0 | 0 | 1 |
| 63 | Sena Sakaguchi |
1 | 0 | 0 | 0 | 0 | 1 |
| 63 | Kakunoshin Ohta |
1 | 0 | 0 | 0 | 0 | 1 |
| Source:[14] | |||||||
By chassis constructor
[edit]| Rank | Chassis constructor | Poles |
|---|---|---|
| 1 | Lola |
128 |
| 2 | Dallara |
99 |
| 3 | Reynard |
75 |
| 4 | March |
70 |
| 5 | Swift |
38 |
| 6 | Nova |
16 |
| 7 | Dome |
3 |
| 8 | Chevron |
2 |
| 8 | G-Force |
2 |
| 10 | Maurer |
1 |
| 10 | Spirit |
1 |
| 10 | Ralt |
1 |
By engine manufacturer
[edit]| Rank | Engine manufacturer | Poles |
|---|---|---|
| 1 | Mugen |
167 |
| 2 | Honda |
112 |
| 3 | Toyota |
84 |
| 4 | BMW |
60 |
| 5 | Cosworth/ Yamaha |
5 |
| 6 | Cosworth |
4 |
| 7 | Yamaha |
3 |
| 8 | Ford |
1 |
By tire supplier
[edit]| Rank | Tire Supplier | Poles |
|---|---|---|
| 1 | B Bridgestone | 320 |
| 2 | Y Yokohama | 84 |
| 3 | D Dunlop | 31 |
| 4 | F Firestone | 1 |
Notes
[edit]- ^ A modified version of the East Circuit which turns right at the end of Dunlop Corner and exits halfway between 130R and the Chicane.
References
[edit]- ^ "How fast is an F1 car compared to IndyCar, WEC, Super Formula and more". www.autosport.com. Retrieved 2022-12-30.
- ^ "Analysis: Super Formula faces up to recent popularity slump". us.motorsport.com. 2023-04-21. Retrieved 2023-09-11.
- ^ "Japan Race Promotion Inc. Announces New Race Series Name: "Japanese Championship Super Formula"" (PDF). 5 August 2012.
- ^ "Rule Changes for 2020 Season | SUPER FORMULA Official Website". superformula.net. Retrieved 2022-11-11.
- ^ Collins, Sam (26 March 2013). "2014 Super Formula concept revealed". racecar-engineering.com. Retrieved 22 September 2016.
- ^ "Super Formula confirms updated car for 2023 season". us.motorsport.com. Retrieved 2023-04-09.
- ^ a b "About SUPER FORMULA | SUPER FORMULA Official Website".
- ^ a b "Where should F1 exiles go next year?". The Race. 2020-11-12. Retrieved 2022-12-30.
- ^ "Is winning in Super Formula really easier than in F2?". www.autosport.com. Retrieved 2022-12-30.
- ^ O'Connell, R. J. (2023-04-07). "Red Bull junior Lawson expects 'tough' first season as takes Super Formula path to F1 · RaceFans". RaceFans. Retrieved 2023-04-11.
- ^ "スーパーフォーミュラの歴史｜SUPER FORMULA 公式WEBサイト". スーパーフォーミュラ｜SUPER FORMULA 公式WEBサイト (in Japanese). Retrieved 2023-04-28.
- ^ Wood, Ida. "FRegional Americas champion to get scholarship for Super Formula".
- ^ "Super Formula: Raoul Hyman seals HPD scholarship prize". www.motorsport.com. Retrieved 2022-11-11.
- ^ a b c "1973～2022 Records". 日本の4輪レース記録. Retrieved 19 August 2023.
External links
[edit]
Wikimedia Commons has media related to Super Formula.
- Super Formula official website (in English)
Super Formula Championship
View on Grokipediafrom Grokipedia
History
Origins and early series (1973–1986)
The All-Japan Formula 2000 Championship was established in 1973 by the Japan Automobile Federation (JAF) as Japan's inaugural top-level open-wheel racing series, aimed at promoting domestic motorsport development and aligning with international formula racing standards.[8] The series utilized 2-liter production-based engines to control costs and encourage participation from local teams and drivers, with races held primarily at prominent circuits such as Fuji Speedway and Suzuka International Racing Course. Early seasons featured a mix of Japanese talents and international entries, fostering a competitive environment that highlighted the growth of the nation's racing infrastructure. Motoharu Kurosawa claimed the inaugural title in 1973 driving for Heros Racing Corporation, followed by Noritake Takahara's victories in 1974 and 1976 with Kojima Engineering, and Kazuyoshi Hoshino's win in 1975 and repeat in 1977 for Heroes Racing.[9][10][11] These years established key figures like Hoshino, who amassed multiple wins and demonstrated the series' role in nurturing enduring racing careers. In 1978, the championship evolved into the All-Japan Formula 2 Championship to better synchronize with the global Formula Two regulations, incorporating more advanced chassis and engine specifications while maintaining a focus on 2-liter naturally aspirated powerplants.[8] This transition elevated the series' technical standards and international appeal, drawing drivers such as Stefan Johansson and Geoff Lees alongside Japanese stars like Satoru Nakajima, who debuted prominently during this era. The format typically included 8-10 rounds per season, emphasizing high-speed single-seater racing on Japan's evolving track network, which helped solidify the championship as a vital stepping stone for Formula 1 aspirations. Kazuyoshi Hoshino secured the 1978 crown for Heroes Racing, marking his continued dominance, while Keiji Matsumoto won in 1979 for Team Le Mans and Masahiro Hasemi took the 1980 title with Tomy Racing Team.[12][13] The Formula 2 period from 1981 to 1986 saw intensified competition, with Satoru Nakajima emerging as a standout by clinching back-to-back championships in 1981 and 1982 for Harada Racing and Team Ikuzawa, respectively, followed by titles in 1984 and 1985, before adding a fifth in 1986 with Heroes Racing Corporation—paving his path to a Lotus F1 seat in 1987.[14] Other notable successes included Geoff Lees' 1983 championship for Sebring Takuya Racing, underscoring the series' growing prestige and its contribution to global talent pipelines. By 1986, the championship had hosted over 400 races across its early iterations, with Hoshino accumulating 39 victories overall and seven titles, reflecting the era's emphasis on reliability, driver skill, and technological progression under JAF oversight. This foundation positioned the series for its next evolution into Formula 3000 regulations, adapting to FIA's shifting international framework.[15][8]Formula 3000 era (1987–1995)
The All-Japan Formula 3000 Championship was established in 1987 as a successor to the All-Japan Formula Two series, adopting the international Formula 3000 technical regulations to align with global standards and attract top talent as a stepping stone to Formula One.[16][17] Sanctioned by the Japan Automobile Federation (JAF), the series utilized 3.0-liter naturally aspirated V8 engines limited to 480 horsepower, with chassis primarily from constructors such as Lola, March, and later Reynard, emphasizing close competition through controlled specifications.[17] Races were held on major Japanese circuits including Suzuka, Fuji Speedway, Mine Circuit, and Sportsland SUGO, typically consisting of 8 to 11 rounds per season, each approximately 250 kilometers or one hour in duration, with qualifying and a single main race per event.[18][19] The inaugural 1987 season featured Kazuyoshi Hoshino as champion, driving a March-Honda for Hoshino Racing, marking a successful transition from Formula Two with strong fields including international drivers like Geoff Lees.[20] Aguri Suzuki claimed the 1988 title in a Lola-Mugen Honda, becoming the first Japanese driver to progress to Formula One with the Jordan team in 1991, highlighting the series' role in nurturing national talent.[21] Hitoshi Ogawa won in 1989 with Auto Beaurex Motorsport's Lola T88/50-Mugen, followed by Hoshino's second championship in 1990, as the series saw increasing participation from European and American drivers, boosting its international profile.[20] Ukyo Katayama secured the 1991 crown for Leyton House Racing, later advancing to Formula One with Tyrrell and Minardi, while 1992 marked the first non-Japanese champion, Mauro Martini, driving a March-Cosworth for Cybernex.[22] Hoshino achieved a third title in 1993 amid rising costs and competitive engine battles between Mugen-Honda and Cosworth units.[21] Marco Apicella's 1994 victory for Dome in a Reynard-Mugen Honda exemplified the series' technical evolution, with refined aerodynamics and tire management becoming key factors.[16] The era concluded in 1995 with Toshio Suzuki's championship win for Hoshino Racing, as escalating development expenses prompted a shift to a more cost-controlled specification formula the following year.[23]Formula Nippon period (1996–2012)
The Japanese Championship Formula Nippon was established in 1996 as Japan's premier single-seater racing category, re-launching the previous All-Japan Formula 3000 series to emphasize manufacturer-driven innovation amid the global shift toward standardized F3000 equipment abroad.[24] Organized by Japan Race Promotion Inc. (JRP) and sanctioned by the Japan Automobile Federation (JAF), the championship featured 10-12 rounds annually at circuits like Suzuka, Fuji Speedway, and Motegi, drawing top Japanese drivers alongside international talent to compete in high-stakes battles.[25][26] Over its 17-year run, Formula Nippon solidified its status as Asia's leading open-wheel series, balancing technical freedom with safety advancements while fostering intense Honda-Toyota rivalries.[25] Technical regulations during this period prioritized performance and diversity, with teams selecting chassis from suppliers like Lola, Reynard, and later Swift, paired with naturally aspirated 3.4-liter V8 engines from Honda, Toyota, or Mugen-Honda that delivered over 550 horsepower and reached rev limits around 11,000 rpm.[27] These specifications enabled lap times competitive with contemporary Formula 1 practice sessions at shared circuits, underscoring the series' elite engineering focus.[28] Safety evolved progressively, incorporating carbon monocoque structures and HANS devices by the mid-2000s, while tire suppliers like Bridgestone provided bespoke compounds to suit Japan's varied track conditions. In 2009, an overtake boost system was introduced, permitting drivers to activate a 400-rpm engine rev increase via a button for limited durations to aid passing maneuvers and heighten race dynamism.[29] The 1996 season set a competitive tone, with 28 drivers across 15 teams vying for honors; Ralf Schumacher clinched the drivers' title for X Japan Team Le Mans after three victories, edging out compatriot Naoki Hattori in a season that highlighted the series' appeal to emerging global stars.[30] Subsequent years showcased sustained excellence, with multiple-title winners like Tsugio Matsuda (2007–2008 for Lenovo Team Impul) and André Lotterer (2011 for Nakajima Racing) dominating through superior strategy and car development.[26][31] International breakthroughs included J.P. de Oliveira's 2010 victory for Lenovo Team Impul, marking the first non-Japanese champion in over a decade and exemplifying the series' role in nurturing F1 feeders like Kamui Kobayashi and Kazuki Nakajima. Attendance often exceeded 50,000 per event, with broadcasts on J Sports reinforcing its domestic prominence.[26] By 2012, amid growing calls for global expansion, Kazuki Nakajima secured the final Formula Nippon crown for PETRONAS Team TOM'S, culminating an era of technical parity and driver skill that averaged 20-plus car grids and sub-1:30 lap times at Suzuka.[26] The rebranding to Super Formula in 2013 reflected JRP's vision to rival series like IndyCar internationally, building on Formula Nippon's legacy of high-speed, manufacturer-backed racing that produced over a dozen future Formula 1 participants.[25]Super Formula rebranding and modern developments (2013–present)
In August 2012, the Japan Race Promotion Organization announced the rebranding of Formula Nippon to the Japanese Championship Super Formula, effective from the 2013 season, with the goal of elevating the series' global profile and attracting more international competitors by emphasizing its status as Asia's premier open-wheel championship.[32] The inaugural Super Formula season featured the continued use of the Swift FN09 chassis from the prior era, but marked a transitional year focused on revitalization, with Naoki Yamamoto securing the drivers' title for Team Mugen in a competitive field that included established Japanese talents like Kazuki Nakajima and international entries such as Loïc Duval. This rebranding aligned with broader efforts to modernize the series, including enhanced marketing and partnerships to position it as a key feeder pathway to Formula 1. A major technical overhaul arrived in 2014 with the introduction of the Dallara SF14 chassis, a purpose-built monocoque weighing 670 kg (including driver) and powered by standardized 2.0-liter turbocharged inline-four engines from Honda and Toyota, producing approximately 550 horsepower plus a 50-horsepower push-to-pass boost function.[33] These engines, limited to 13,000 rpm and featuring direct fuel injection, represented a shift toward more efficient, high-performance powertrains similar to contemporary Formula 1 developments, while maintaining spec-series parity to control costs and ensure close racing.[34] Kazuki Nakajima claimed the 2014 drivers' championship for Team Impulse, highlighting the SF14's immediate impact on lap times, with qualifying speeds reaching over 320 km/h at tracks like Suzuka Circuit. The chassis remained in use through 2018, fostering intense battles and producing champions such as Hiroaki Ishiura (2015 and 2017) and Yuji Kunimoto (2016), while attracting notable international drivers like Jenson Button in select appearances. Further evolution came in 2019 with the Dallara SF19 chassis, which introduced a Drag Reduction System (DRS) for overtaking and refined aerodynamics to enhance spectacle, alongside updated suspension for better handling on diverse Japanese circuits.[35] The season faced disruptions from weather and the COVID-19 pandemic, leading to a shortened calendar, but Nick Cassidy's title win underscored the series' resilience. Subsequent years saw success for Nick Cassidy, who won championships in 2018 and 2019 for Nakajima Racing, followed by Tomoki Nojiri's three consecutive titles from 2020 to 2022 for Team Mugen, and the SF19's role in developing talents like Pierre Gasly (2017 race winner) and Stoffel Vandoorne (2018 participant), both of whom progressed to Formula 1.[36] The 2023 season introduced the Dallara SF23, an evolution of the SF19 featuring a halo safety device for improved driver protection, redesigned front and rear wings for reduced downforce (approximately 8% lower), and updated sidepods and floor to balance speed and safety while aligning with global standards.[37] Ritomo Miyata captured the drivers' title for Team Impul, amid a calendar that included high-stakes double-headers at venues like Fuji Speedway. By 2024, Sho Tsuboi won the championship for Team Tom's, reflecting the series' emphasis on young Japanese talent development. Ongoing developments include efforts for international expansion, though the planned 2025 South Korean event at Inje Speedium was canceled due to logistical challenges; the 2025 calendar remains entirely within Japan.[7]Format and regulations
Race weekend structure
The Super Formula Championship employs a structured race weekend format designed to balance preparation, competition, and spectator engagement, with variations depending on whether the event is a single-race or double-header round. In 2025, the season features seven race weekends, five of which are double-headers, allowing for 12 races total. This setup accommodates the series' high-speed, technical nature while optimizing track time at circuits like Suzuka and Fuji Speedway.[38] For double-header weekends, which constitute the majority of the calendar, activities typically begin on Friday with two 60-minute free practice sessions. These sessions allow teams to fine-tune setups, test tire compounds from the single Yokohama supplier, and adapt to track conditions without the pressure of timed competition. On Saturday, the schedule shifts to qualifying in the morning, followed by the first race in the afternoon. Qualifying uses a two-stage knockout system introduced in 2022, where the field is divided into two groups for 7-minute Q1 sessions; the top 6 from each group advance to a 7-minute Q2, with the 12 fastest in Q2 determining grid positions 1–12, and the remaining drivers ranked by their Q1 times. The Saturday race is a shorter format in 2025, lasting 75 minutes or approximately 165 km (depending on the circuit length), with full points allocation to emphasize strategic racing without full recovery from qualifying. Sunday features the second race, a full-duration event of 75 minutes or about 250 km (circuit-dependent), with full points allocation and no additional practice, promoting continuity from the previous day's results.[39][40][41] Single-race weekends, limited to Autopolis and Sportsland SUGO in 2025, follow a more traditional layout to suit standalone events. Saturday includes a longer 90-minute practice session in the morning, enabling extensive data collection and adjustments, followed by qualifying in the afternoon using the same two-stage format. The race occurs on Sunday afternoon, covering the full distance of 75 minutes or 185–250 km (circuit-dependent), with full points on offer. This structure minimizes downtime and maximizes on-track action, reflecting the series' emphasis on efficiency since the abolition of in-race refueling in 2020. Weather or logistical factors may prompt adjustments, such as moving qualifying to Sunday, but the core format prioritizes competitive equity.[42]Scoring and points allocation
The Super Formula Championship employs a points-based system to determine the drivers' and teams' championships, with points awarded for performance in qualifying and races. The system emphasizes rewarding consistent top finishes, allocating points to the top ten positions in each race to encourage competitive racing throughout the field. Introduced in 2020, the current format draws inspiration from high-stakes series like Super GT, providing a maximum of 20 points to race winners while scaling down progressively to maintain intensity in midfield battles.[43][44]| Position | Race Points |
|---|---|
| 1st | 20 |
| 2nd | 15 |
| 3rd | 11 |
| 4th | 8 |
| 5th | 6 |
| 6th | 5 |
| 7th | 4 |
| 8th | 3 |
| 9th | 2 |
| 10th | 1 |
Technical and safety regulations
The Super Formula Championship employs a spec-series format for its technical regulations to ensure close competition and control costs, with all teams using a single chassis design supplied by Dallara Automobili, while allowing limited manufacturer involvement in power units and ancillary components. The regulations are overseen by the Japan Race Promotion (JRP) and align closely with international standards from the Fédération Internationale de l'Automobile (FIA), emphasizing high performance with outputs approaching Formula 1 levels but within a more standardized framework. Key aspects include a minimum vehicle weight of 670 kg (including driver), a wheelbase of 3,115 mm, overall length of 5,233 mm, width of 1,910 mm, and height of 960 mm, designed to promote agile handling on a mix of technical circuits.[47][48] The current chassis, the Dallara SF23 introduced in 2023, features a carbon-fiber monocoque constructed with sustainable ampliTex flax fiber composites reinforced by a patented powerRibs grid, marking the series' push toward carbon-neutral manufacturing. This chassis incorporates advanced aerodynamics with adjustable front and rear wings, pushrod suspension at all four corners, and a ground-effect underbody optimized for downforce, enabling top speeds exceeding 300 km/h and lateral acceleration over 4g. To curb escalating development expenses, 2024 regulations mandated spec dampers from a single supplier, prohibiting team-specific modifications while allowing tweaks to setup parameters like ride height and camber.[49][50][51] Power units consist of 2.0-liter direct-injection turbocharged inline-four engines homologated from two suppliers: Honda's HR-417E and Toyota's TRD-01F, both producing approximately 543 hp (405 kW) under standard conditions, with a rev limit of 12,000 rpm and electronic fuel injection limited to 100 kg/h flow. A distinctive overtake system (OTS), activated via a steering wheel button, temporarily increases fuel flow to deliver an additional 30 hp for up to 200 seconds per race, aiding passing maneuvers without relying on adjustable aerodynamics like DRS; this system has been refined over iterations, including visual indicators on the car to signal activation to rivals. Engine allocation is strictly regulated, permitting only two units per season per driver, with excess usage incurring a 10-position grid penalty in the final race to encourage reliability and sustainability.[5][52][51] Tires are supplied exclusively by Yokohama Rubber as Advan control compounds, with 18-inch rims standard; for 2025, the series introduced tires incorporating 46% sustainable materials from renewable and recycled sources, balancing performance with environmental goals. Allocation rules permit six sets of dry tires (three new and three from prior events) and six new sets of wets per race weekend, with mandatory use of one compound per session to minimize strategic variance while promoting even degradation.[53][5][54] Safety regulations prioritize driver protection through FIA-compliant features, including the mandatory Head and Neck Support (HANS) device since the early 2000s to mitigate whiplash injuries, fire-resistant Nomex suits, gloves, and balaclavas, and a six-point harness system. The cockpit includes a titanium halo device, introduced with the Dallara SF19 chassis in 2019 following rigorous visibility and crash testing, capable of withstanding impacts equivalent to 12 tons to shield the driver's head from debris, wheels, or airborne components. Additional measures encompass side impact protection pods, an extensible roll hoop, and standardized fuel cell placement to reduce fire risks, with all cars equipped with an Accident Data Recorder (ADR) for post-incident analysis to inform ongoing rule refinements.[55][56]Car specifications
Chassis development overview
The development of chassis in the Super Formula Championship reflects a progression from open-specification designs to standardized, high-performance spec chassis, aimed at enhancing safety, reducing costs, and promoting closer racing. During the series' precursors—Japanese Formula Two (1978–1986) and Japanese Formula 3000 (1987–1995)—chassis were supplied by multiple manufacturers, including March, Ralt, and Lola, allowing teams flexibility in design but leading to disparities in performance and escalating expenses. In the Formula Nippon era (1996–2012), the category initially retained an open chassis formula dominated by Lola models, such as the B991 and B02/00, which featured carbon-fiber monocoques and were paired with 3.0-liter V8 engines for outputs exceeding 500 hp. This period emphasized aerodynamic innovation, with designs incorporating ground-effect underbodies and adjustable wings to optimize downforce on Japan's diverse circuits. A pivotal shift toward spec chassis occurred in 2009 when the Japan Racing Promotion Association (JRP) mandated the Swift 017.n (FN09) as the sole supplier for Formula Nippon, marking the first full standardization to control costs and level the playing field. Developed by U.S.-based Swift Engineering, the FN09 utilized a carbon-fiber composite monocoque weighing 670 kg (including driver), with pushrod suspension and active aerodynamics capable of generating over 2,000 kg of downforce at speed. This model, updated minimally through 2013 as the SF13, improved structural integrity with FIA-compliant crash testing and facilitated closer competition by minimizing setup variances among teams. With the rebranding to Super Formula in 2013, the series transitioned to Dallara as the exclusive chassis provider starting in 2014, selecting the Italian firm for its expertise in producing spec cars for categories like GP2 and IndyCar. The move was driven by the need for advanced safety features, such as energy-absorbing side impact structures and halo-compatible designs, while incorporating hybrid-ready platforms to future-proof the category. Dallara's involvement has emphasized iterative development focused on aerodynamics—reducing drag for higher top speeds over 300 km/h—and lightweight materials like carbon-aluminum honeycomb composites, achieving weight reductions of up to 50 kg compared to predecessors without compromising rigidity. Subsequent evolutions have prioritized sustainability and drivability, including refined front and rear wing configurations for better overtaking and integration with 2.0-liter turbocharged engines producing around 550 hp. The Overtake System (OTS) evolved across eras, with total activation time of 100 seconds per race for the SF14 and 2019-2020 SF19, increasing to 200 seconds from 2021 for the late SF19 and SF23. This spec formula approach has sustained the series' reputation for delivering Formula 1-like performance at a fraction of the cost, fostering talent development through consistent, high-fidelity machinery.Dallara SF14 (2013–2018)
The Dallara SF14 served as the spec chassis for the Super Formula Championship from 2014 to 2018, succeeding the Swift FN09 and aligning with the series' rebranding efforts to modernize Japanese open-wheel racing. Unveiled in March 2013 in Tokyo, its development involved collaborative input from drivers, marking a first for the category in prioritizing racer feedback to refine handling and ergonomics. The chassis was produced by Italian firm Dallara, with at least 30% of components manufactured in Japan to support local industry. Over five seasons, it competed in 39 races, delivering exceptional pace that often surpassed contemporary Formula 1 cars in sector times due to its low weight and high downforce. Designed under a "quick and light" philosophy, the SF14 emphasized agility and cornering speeds exceeding those in Formula 1, while adhering to 2010 FIA Formula 1 safety standards. Its monocoque structure utilized sandwich carbon fiber and aluminum honeycomb for the survival cell, incorporating energy-absorbing side impact panels and a roll hoop tested to withstand high vertical loads. The chassis weighed 660 kg including the driver—70 kg lighter than period Formula 1 cars—enabling rapid acceleration and braking. Shakedown testing occurred in July 2013 at Fuji Speedway, confirming its stability before the 2014 season opener at Suzuka. Powerplant options included 2.0-liter turbocharged inline-4 direct-injection engines from Honda (HR-414E) or Toyota (RI4A), delivering around 550 bhp on standard mapping with a fuel flow restrictor to promote close racing. An Overtake System (OTS), activated via a dashboard button for up to 100 seconds per race in 20-second bursts (5 activations), increased output by approximately 50 bhp to 600 bhp by relaxing the restrictor, indicated by LED lights on the roll hoop. Transmission was a sequential 6-speed paddle-shift gearbox with carbon brakes from Brembo. Tires were supplied by Bridgestone (2014-2015) and Yokohama (2016-2018), using 13-inch rims with 250/620-R13 fronts and 360/620-R13 rears optimized for the chassis' aerodynamics, which generated significant downforce without adjustable wings beyond basic trim settings.| Specification | Details |
|---|---|
| Chassis Material | Carbon fiber/aluminum honeycomb monocoque |
| Dimensions (L × W × H) | 5,268 mm × 1,910 mm × 960 mm |
| Wheelbase | 3,165 mm |
| Minimum Weight (incl. driver) | 660 kg |
| Engine | 2.0 L turbocharged I4 (Honda HR-414E or Toyota RI4A); ~550 bhp standard, ~600 bhp with OTS |
| Gearbox | 6-speed semi-automatic paddle-shift |
| Brakes | Carbon discs with Brembo calipers |
| Tires | Bridgestone/Yokohama (13-inch rims; 250/620-R13 front, 360/620-R13 rear) |
| Fuel | 100 RON, ~110 liters capacity |
Dallara SF19 (2019–2022)
The Dallara SF19 was introduced as the new spec chassis for the Super Formula Championship starting in the 2019 season, replacing the previous SF14 model that had been in use since 2013. Developed by Italian manufacturer Dallara Automobili in collaboration with the series organizers, the SF19 aimed to elevate performance levels closer to Formula 1 while enhancing safety and overtaking opportunities. The chassis made its first shakedown run in June 2018 at the Cremona Circuit in Italy, marking a significant step forward in the series' technical evolution. Key design features of the SF19 included updated aerodynamics to improve straight-line speed and facilitate passing maneuvers, along with the integration of a halo device for enhanced driver protection. The halo, tested on a prototype in late 2018, complied with the 2016-17 FIA Formula 1 safety standards, providing a robust titanium structure around the cockpit to mitigate head injury risks in collisions. The chassis also featured wider, softer tires from series supplier Yokohama, contributing to better grip and handling. Overall, these changes resulted in a more agile and powerful package, with lap times at circuits like Suzuka improving by approximately 2-3 seconds compared to the SF14. The SF19's core specifications emphasized lightweight construction and high efficiency. It measured 5,233 mm in length, 1,910 mm in width, 960 mm in height, and had a wheelbase of 3,115 mm, with a minimum weight of 670 kg including the driver. Power delivery came from 2.0-liter turbocharged inline-four engines supplied by Honda (HR-417E) or Toyota (A750E or later variants), producing a base output of over 550 PS (approximately 543 hp) at around 10,000 rpm, with torque exceeding 400 Nm. These engines incorporated direct injection and Garrett turbochargers, weighing no more than 85 kg each, and ran on 100 RON super-unleaded fuel restricted to 110 kg per race via a fuel flow system.| Specification | Detail |
|---|---|
| Chassis Material | Carbon fiber monocoque |
| Gearbox | Ricardo 6-speed sequential with paddle shift |
| Brakes | Brembo carbon discs and calipers |
| Suspension | Front: Pushrod with torsion-bar springs; Rear: Pushrod |
| Steering | KYB electric power-assisted |
| Tires | Yokohama Advan (wider profile than SF14) |
Dallara SF23 (2023–present)
The Dallara SF23 is the third-generation chassis developed by Italian manufacturer Dallara Automobili for the Super Formula Championship, debuting in the 2023 season to mark the series' 50th anniversary. Designed in collaboration with series organizers and engine suppliers Honda and Toyota, the SF23 incorporates significant updates over its predecessor, the SF19, with a focus on sustainability, enhanced aerodynamics for closer racing, and improved safety. Extensive testing exceeding 10,000 kilometers was conducted at circuits like Suzuka and Motegi in 2022 to refine the package. For 2025, Yokohama introduced a new tire compound with increased renewable materials, aligning with sustainability goals. A key innovation in the SF23 is its commitment to carbon neutrality as part of the Super Formula Next 50 initiative, aiming for sustainable motorsport. The chassis bodywork integrates bio-composite materials from Bcomp Ltd., combining 70% flax fibers with 30% carbon fibers in a hybrid structure that maintains equivalent rigidity and weight to traditional carbon while reducing CO2 emissions by up to 90% in material production and over 80% across the cradle-to-gate lifecycle. This ampliTex and powerRibs technology also enhances crash safety by producing less sharp debris and enabling better end-of-life recyclability, avoiding landfill disposal. Complementary sustainability measures include Yokohama Advan tires incorporating 33% recycled materials and natural agents. The SF23 features a carbon fiber monocoque chassis with double-wishbone suspension at both ends, pushrod-operated inboard dampers, and a six-speed sequential paddle-shift transmission. It is powered by a mid-mounted, turbocharged 2.0-liter inline-four engine, either the Honda HR-417E or Toyota TRD 01F, producing a base output of approximately 543 horsepower (405 kW) at 9,000 rpm, with torque around 420 Nm. An on-demand Overtake System (push-to-pass) allows activation for up to 200 seconds per race, increasing fuel flow to boost power by about 5% (roughly 27 hp), enabling peaks near 570 hp for overtaking maneuvers. The minimum weight is 670 kg including the driver, yielding a power-to-weight ratio exceeding 800 hp/tonne with overtake engaged. Brakes consist of carbon discs with six-piston calipers at the front and four-piston at the rear. Aerodynamically, the SF23 introduces redesigned front and rear wings, sidepods, engine covers, and underfloor elements to generate higher downforce while reducing drag and improving dirty air tolerance for better following and passing. These changes aim to facilitate closer racing without compromising straight-line speed, with the car achieving top speeds over 320 km/h (199 mph) on circuits like Suzuka. Fuel capacity is 100 liters of 102 RON unleaded gasoline delivered via direct injection. Safety features include a reinforced survival cell, halo device, and anti-intrusion panels, building on FIA standards. Since its introduction, the SF23 has been used exclusively in Super Formula, with teams like Team Goh and Nakajima Racing adapting Honda and Toyota power units. Its performance has contributed to competitive seasons, including the 2023 and 2024 championships, where lap times at key venues like Fuji Speedway improved by around 1-2 seconds over the SF19 due to aero efficiencies. In 2025, discussions emerged about potentially extending the chassis' lifespan beyond the original 2027 endpoint to control costs and align with next-generation planning, reflecting its ongoing relevance. The SF23 also served as the platform for experimental projects, such as the autonomous racing variant developed by ASPIRE for the 2023 Abu Dhabi Autonomous Racing League.Teams
Current teams and engine suppliers
The Super Formula Championship in 2025 features 13 teams competing across 12 rounds, all utilizing the Dallara SF23 chassis equipped with standardized 2.0-litre turbocharged direct-injection engines from two exclusive suppliers: Toyota's TRD-01F and Honda's HR-417E units. These engines produce approximately 550 horsepower and are detuned versions of the manufacturers' Formula 1-derived technology, emphasizing reliability and close racing under equal conditions. Toyota supplies engines to seven teams fielding a total of 13 cars, maintaining its position as the dominant supplier with strong factory support for performance development. Honda, powering the remaining six teams with nine cars, focuses on nurturing young talent and expanding its presence through partnerships with independent squads. This division fosters intense manufacturer rivalry, with teams selected based on technical partnerships, historical ties, and driver development programs.[57][58][38][59] Toyota-aligned teams include Vantelin Team TOM'S, a flagship factory outfit based in Tokyo with a storied history of championships, running two cars powered by the TRD-01F for drivers Sho Tsuboi (the 2024 champion) and Sacha Fenestraz. Kondo Racing, an independent Tokyo-based team celebrating its 25th anniversary, also fields two Toyota-engined cars with Kenta Yamashita and Formula 2 graduate Zak O'Sullivan. ITOCHU ENEX TEAM IMPUL, another veteran Tokyo squad, operates two entries for Oliver Rasmussen and Mitsunori Takaboshi, leveraging Toyota's technical backing for consistent podium contention. Kids com Team KCMG, headquartered in Shizuoka, runs two Toyota-powered cars with experienced drivers Kamui Kobayashi and Nirei Fukuzumi, emphasizing precision engineering. SANKI VERTEX PARTNERS CERUMO INGING, based in Aichi, deploys two cars for Sena Sakaguchi and Toshiki Oyu, benefiting from Toyota's hybrid development synergies. KDDI TGMGP TGR-DC fields two cars for Kazuto Kotaka and Hibiki Taira, supporting Toyota's driver development initiatives. The single-car entry of docomo business ROOKIE with Kazuya Oshima completes Toyota's lineup, focused on aggressive setup optimization.[59][60][61][62] Honda's supported teams encompass a blend of established and emerging operations, with nine HR-417E-engined cars emphasizing driver pathways from junior series. DOCOMO Team Dandelion Racing, a Nagoya-based powerhouse and multiple-time champion, fields two cars for Tadasuke Makino and rookie Kakunoshin Ohta, who secured an early-season win at Suzuka. Team Mugen, Honda's flagship partner in Suzuka, runs two entries with Ayumu Iwasa and defending points leader Tomoki Nojiri, prioritizing data-driven refinements from Honda's motorsport division. PONOS Nakajima Racing, traditionally Toyota-aligned but switching to Honda for 2025, operates two cars from its Okazaki base with Ren Sato and Igor Omura Fraga. Independent outfits like San-Ei Gen with B-Max (one car for Syun Koide) and ThreeBond Racing (one car for Atsushi Miyake) provide opportunities for midfield challengers, drawing on Honda's engineering expertise. The newcomer Hazama Ando Triple Tree Racing, a Tokyo-based team, fields one Honda-powered car with Juju Noda, marking its debut with a focus on female driver development and technical innovation. This configuration highlights Honda's strategy to bolster grid diversity while competing directly against Toyota's volume advantage.[58][63][64][65][66][59][67]| Team | Engine Supplier | Base Location | Key Characteristics |
|---|---|---|---|
| Vantelin Team TOM'S | Toyota TRD-01F | Tokyo | Factory-backed, two-car team; multiple titles; focuses on F1 feeder talent. Sho Tsuboi, Sacha Fenestraz.[59] |
| Kondo Racing | Toyota TRD-01F | Tokyo | Independent; two cars; 25th anniversary in 2025; strong in qualifying. Kenta Yamashita, Zak O'Sullivan.[59][64] |
| ITOCHU ENEX TEAM IMPUL | Toyota TRD-01F | Tokyo | Veteran squad; two cars; emphasizes endurance-derived reliability. Oliver Rasmussen, Mitsunori Takaboshi.[59][68] |
| Kids com Team KCMG | Toyota TRD-01F | Shizuoka | Two cars; Kobayashi-led; known for strategic racecraft. Kamui Kobayashi, Nirei Fukuzumi.[38][59] |
| SANKI VERTEX PARTNERS CERUMO INGING | Toyota TRD-01F | Aichi | Two cars; hybrid tech integration; consistent top-10 performers. Sena Sakaguchi, Toshiki Oyu.[59] |
| KDDI TGMGP TGR-DC | Toyota TRD-01F | N/A | Two cars; Toyota development program; emerging talent focus. Kazuto Kotaka, Hibiki Taira.[59] |
| docomo business ROOKIE | Toyota TRD-01F | N/A | Single car; veteran driver; reliability emphasis. Kazuya Oshima.[59][61] |
| DOCOMO Team Dandelion Racing | Honda HR-417E | Nagoya | Two cars; championship pedigree; early 2025 podiums. Tadasuke Makino, Kakunoshin Ohta.[66][59] |
| Team Mugen | Honda HR-417E | Suzuka | Factory partner; two cars; 2024 title defense focus. Ayumu Iwasa, Tomoki Nojiri.[58][59] |
| PONOS Nakajima Racing | Honda HR-417E | Okazaki | Two cars; 2025 engine switch from Toyota; international lineup. Ren Sato, Igor Omura Fraga.[63][59] |
| San-Ei Gen with B-Max | Honda HR-417E | Chiba | Single car; independent; midfield specialists. Syun Koide.[63][59] |
| ThreeBond Racing | Honda HR-417E | Tokyo | Single car; agile setup; experienced driver. Atsushi Miyake.[63][59][67] |
| Hazama Ando Triple Tree Racing | Honda HR-417E | Tokyo | Debut single car; Noda driving; diversity initiative. Juju Noda.[64][65][59] |
Historical teams and manufacturer involvement
The Super Formula Championship, evolving from its predecessor Formula Nippon (1996–2012), has featured a mix of manufacturer-backed and independent teams since the series' origins in the All-Japan Formula 2000 in 1973. Early iterations allowed diverse manufacturer involvement, but standardization increased over time, with Japanese automakers Toyota and Honda emerging as dominant forces in engine supply from the mid-2000s onward. During the Formula Nippon period, engine suppliers included Mugen-Honda, which provided the MF308 3.4-liter V8 units exclusively from 1996 to 2005, powering the majority of the grid and contributing to numerous championships. In 2006, regulations opened to multiple suppliers, marking Toyota's entry with the RV8J V8 engine; Toyota secured the manufacturer's and driver's titles in its inaugural season, establishing a fierce rivalry with Honda's HF386E V8. This dual-supplier model persisted through the end of Formula Nippon, with teams often aligned to one manufacturer for technical support and development. Chassis development also reflected manufacturer and supplier dynamics, transitioning from open competition (pre-2003, featuring Lola, Reynard, and Dallara designs) to the standardized Lola B03/51 (2003–2005) and B05/50 (2006–2012). The 2013 rebranding to Super Formula introduced the Dallara SF13 chassis alongside 2.0-liter turbocharged V8 engines: Honda's HR12E and Toyota's RV8K, both producing around 550 hp with push-to-pass boosts up to 60 hp. Engine evolution continued with direct injection in later iterations, maintaining the Honda-Toyota duopoly while emphasizing efficiency and performance parity. Historical teams exemplify this manufacturer ecosystem. TOM'S, founded in 1974 as a Toyota-affiliated outfit, has been a cornerstone since the Formula Nippon era, clinching multiple teams' and drivers' titles with Toyota power, including the 2011 sweep of all major honors. Similarly, Team Mugen, a Honda partner since the 1990s, debuted in Formula Nippon and has remained competitive, often fielding top Japanese talent. Other enduring Toyota teams include Cerumo (later WedsSport) and Impul, both active since the 1980s and known for their engineering contributions to Toyota's racing programs. On the Honda side, Nakajima Racing, established by former F1 driver Satoru Nakajima in 1985, entered Formula Nippon in the 1990s and has secured several victories with Honda engines. Independent or privateer teams have added diversity, though often reliant on the major suppliers. Kondo Racing, founded in 1983, has competed sporadically since the early 2000s using Honda engines, achieving podiums in Super Formula. ThreeBond Racing, entering in 2013, represents a customer team model with consistent mid-grid presence on Honda power. The series' manufacturer focus has limited pure independents, but recent entries like the 2025 debut of Hazama Ando Triple Tree Racing—a family-run Honda squad led by Hideki Noda—signal potential growth for non-affiliated operations. This structure underscores Super Formula's role as a testing ground for Japanese automotive technology, with teams and suppliers collaborating closely on innovations transferable to road cars.Drivers
Notable past and present drivers
The Super Formula Championship has attracted a diverse array of talented drivers since its inception as the Japanese Formula 2000 series in 1973, with many achieving international success in series like Formula 1, the FIA World Endurance Championship, and IndyCar. Among the most notable past drivers is Kazuyoshi Hoshino, who secured six national top-formula titles across the series' early iterations, including the 1975 Japanese Formula 2000 Championship, establishing him as a pioneer of Japanese single-seater racing with 39 career wins.[69] Satoshi Motoyama stands out as one of the series' most dominant figures, claiming four Formula Nippon championships in 1999, 2000, 2003, and 2006, along with a record 27 race victories during the Formula Nippon/Super Formula era.[70] André Lotterer, a German driver who competed extensively in the series from 2003 to 2016, amassed 24 wins and finished in the top five of the standings for 14 consecutive seasons, officially clinching the 2011 title despite regulatory changes that prevented him from being awarded additional championships in 2004 and 2013 due to limits on foreign entrants.[31] Other prominent past drivers include Naoki Yamamoto, who won three titles in 2013, 2018, and 2020, with nine race wins across the Dallara SF14 (2013, 2018) and SF19 (2020) chassis specifications.[71] Hiroaki Ishiura earned two championships in 2015 and 2017, highlighted by his consistent podium finishes and contributions to Toyota-powered teams like Cerumo-Inging.[72] Nick Cassidy, a New Zealander who raced full-time from 2017 to 2019, won the 2019 title after overcoming a points deficit in the Suzuka finale, following Hiroaki Ishiura's 2017 championship and Naoki Yamamoto's 2018 title; his Super Formula tenure included multiple victories and pole positions that elevated the series' global profile before moving to Formula E, where he became a champion.[73] In the present era, Tomoki Nojiri has emerged as a leading figure, winning consecutive championships in 2021 and 2022 with Team Mugen, achieving three wins in 2022 alone and demonstrating mastery of the Dallara SF19 and SF23 chassis on circuits like Suzuka and Fuji.[74] Ritomo Miyata claimed the 2023 title for TOM'S, securing victory in the season finale at Suzuka ahead of Liam Lawson, with two wins that year underscoring his precision in wet and dry conditions.[75] Sho Tsuboi, the 2024 champion driving for Vantelin Team TOM'S, dominated with consistent podiums and a crucial win at Autopolis, finishing 14.5 points ahead of runner-up Kakunoshin Ohta to claim his first title. Active drivers like Kamui Kobayashi, a former Formula 1 competitor with Toyota, continue to compete part-time, bringing experience from 75 F1 grands prix and achieving multiple podiums in Super Formula since 2015, including a second-place finish at Fuji in 2019.[76] Ryo Hirakawa, Toyota's factory driver and FIA WEC Hypercar champion in 2021, has been a consistent contender since 2014, with runner-up finishes in 2020 and multiple wins, such as his 2019 victory at Motegi, while serving as a reserve for McLaren in Formula 1.[77]| Driver | Championships | Notable Achievements |
|---|---|---|
| Kazuyoshi Hoshino | 6 (1975, 1977, 1978, 1987, 1990, 1993) | 39 race wins; first Japanese F1 starter in 1976 |
| Satoshi Motoyama | 4 (1999, 2000, 2003, 2006) | 27 race wins; most in Formula Nippon era |
| Naoki Yamamoto | 3 (2013, 2018, 2020) | 9 race wins; titles across SF14 and SF19 chassis |
| Tomoki Nojiri | 2 (2021, 2022) | Back-to-back titles with Team Mugen; 3 wins in 2022 |
| Hiroaki Ishiura | 2 (2015, 2017) | Consistent with Cerumo-Inging; multiple podiums |
| Sho Tsuboi | 1 (2024) | Dominant season with TOM'S; Autopolis win |
| Ritomo Miyata | 1 (2023) | Suzuka finale victory; 2 wins |
| Nick Cassidy | 1 (2019) | Title-clinching second at Suzuka; international standout |
| André Lotterer | 1 (2011) | 24 wins; top-5 in 14 seasons |
Feeder and development pathways
The Super Formula Championship serves as a premier development platform for open-wheel drivers, particularly in Asia, with structured feeder series designed to groom talent for its high-performance environment. The primary pathway originates from lower-tier national and regional competitions, emphasizing technical skill, speed, and adaptability to advanced aerodynamics and powertrains. This progression aligns with the FIA Global Pathway, though Super Formula operates independently as Japan's top single-seater series, bridging domestic talent to international opportunities like Formula 1 and IndyCar.[78] Super Formula Lights, rebranded from the Japanese Formula 3 Championship in 2020, functions as the direct feeder series to Super Formula, providing a competitive stepping stone with Dallara chassis and spec engines to simulate top-tier racing demands. Launched to consolidate development efforts, it features young drivers in a season of seven to nine rounds, often co-located with Super Formula events for exposure and testing opportunities. Since its inception under the new branding, Super Formula Lights has propelled nine drivers to Super Formula seats, including champions like Yuto Nomura, who dominated the 2025 season with nine wins and 121 points, highlighting its role in identifying elite talent. The series emphasizes equal machinery—a Toyota TGE33 spec engine since 2024—to focus on driver ability, with teams like HFDP WITH B-MAX RACING and Mobility Chukyo TOM'S fostering manufacturer-backed progression.[79][80][78][81] A foundational step in the pathway is the Japanese Formula 4 Championship, which introduces aspiring drivers to single-seater racing with cost-controlled Dallara F4 chassis and regional events, serving as the entry point for many who advance to Super Formula Lights. From there, the typical route involves two to three seasons in Lights to build experience before securing a Super Formula drive, often requiring manufacturer support from Honda or Toyota, which dominate the grid. For instance, historical paths included success in Japanese F3 followed by international tests like the Macau Grand Prix, though modern emphases shift toward consistent national results and simulator work.[78][82] The Formula Regional Japanese Championship offers an alternative route, aligned with FIA standards using Tatuus FT-60 cars and 270-hp engines, but it faces challenges in producing graduates due to smaller grids—often under 15 full-time entries—and reliance on guest drivers from other disciplines. Only one driver has transitioned directly from this series to Super Formula since 2021, underscoring its supplementary role; promising talents like 2024 leader Michael Sauter, with four wins, must typically detour through Super Formula Lights for viability. Initiatives like the 2024 young driver development program, supporting Formula 4 and Formula Ford stars into Formula Regional Japan seats, aim to strengthen this link by providing scholarships and testing.[78][83] Manufacturer involvement enhances these pathways through targeted scholarships, such as Honda Performance Development's program awarding up to $600,000 to the Formula Regional Americas champion for a Super Formula seat, complete with a Honda engine and connections to IndyCar teams. This creates a trans-Pacific route, granting 25 FIA Super Licence points and preparing drivers for Formula 1's 40-point threshold. Super Formula officials have outlined expansions, including scholarships for Super Formula Lights to attract international juniors and winter testing series, positioning the championship as a global feeder while prioritizing Japanese talent development.[84][28] Beyond entry, Super Formula itself acts as an advanced development ground, with its 550-kW turbo-hybrid cars offering F1-like performance—reaching speeds over 340 km/h—allowing drivers to gain points toward Super Licences and attract teams like Red Bull or Alpine. Notable alumni, including Pierre Gasly, who finished runner-up in 2017, have leveraged stints here for F1 breakthroughs, reinforcing its status in the broader ecosystem.[28]Circuits
Primary and current venues
The Super Formula Championship utilizes a rotating selection of premier Japanese circuits, with five primary venues forming the backbone of the modern calendar since the 2019 season. These tracks, all located within Japan following the cancellation of a planned international round at Inje Speedium, emphasize high-speed technical challenges suited to the series' 2.0-liter turbocharged engines and advanced aerodynamics. In the 2025 season, the championship features 12 races across seven weekends at these venues, with double-headers at most locations to maximize event efficiency and fan attendance; the season finale at Suzuka includes a triple-header due to the rescheduling of a cancelled event.[85][86] Suzuka Circuit in Suzuka, Mie Prefecture, serves as the spiritual home of Super Formula, hosting the season-opening double-header for rounds 1–2 on March 7–9 and the finale triple-header for rounds 10–12 on November 21–23 in 2025, the latter including the postponed round 10 from Fuji Speedway. This 5.807 km figure-eight layout, with its iconic Esses section and 130R high-speed corner, has been a fixture since the series' origins in 1973 as Japanese Formula 3000, demanding precision at speeds exceeding 300 km/h. Owned by Honda, Suzuka's role underscores the series' ties to Japanese motorsport heritage, often drawing over 100,000 spectators per event.[6][87] Twin Ring Motegi, located in Motegi, Tochigi Prefecture, accommodates a double-header for rounds 3–4 on April 18–20, 2025. The 4.801 km road course, also Honda-owned, blends flowing straights with tight hairpins and elevation changes, providing overtaking opportunities under the series' push-to-pass system. Since joining the calendar in 1999, Motegi has hosted over 50 Super Formula races, evolving its layout minimally to maintain consistency with international standards.[6][85] Autopolis International Racing Course in Oita, Kyushu, features a single race weekend for round 5 on May 16–17, 2025. This 4.674 km undulating track in a mountainous setting tests driver adaptability with its blind crests and variable weather, including frequent rain that highlights tire management strategies. Introduced to Super Formula in 2013, Autopolis rotates in as a regional venue to broaden the series' national appeal, though its remoteness limits it to standalone events.[85][6] Fuji International Speedway in Oyama, Shizuoka Prefecture, hosts a double-header for rounds 6–7 on July 18–20, 2025, and a single race for round 9 on October 10–12, 2025; the planned round 10 was cancelled due to fog and rescheduled to the Suzuka finale. The 4.563 km circuit, owned by Toyota, is distinguished by its 1.475 km main straight and banked turn 1, allowing top speeds over 320 km/h and dramatic slipstreaming battles. Revitalized for modern racing since 2006, Fuji has been integral to Super Formula since 1976, with layout tweaks in 2019 enhancing safety without altering its high-grip character.[6][88] Sportsland Sugo in Murata, Miyagi Prefecture, rounds out the calendar with a single race for round 8 on August 8–10, 2025, adjusted post-Inje cancellation to fit the all-Japanese focus. This compact 3.704 km twisty layout, with 22 corners and minimal straights, rewards car setup finesse and close-quarters racing, often producing unpredictable results due to its abrasive surface. A staple since 1978, Sugo emphasizes the series' emphasis on driver skill over raw power.[38][6]| Venue | Location | Length (km) | 2025 Rounds | Key Feature |
|---|---|---|---|---|
| Suzuka Circuit | Mie Prefecture | 5.807 | 1–2 (March), 10–12 (November, triple-header incl. postponed Fuji Rd. 10) | Figure-eight layout with high-speed Esses |
| Twin Ring Motegi | Tochigi Prefecture | 4.801 | 3–4 (April) | Elevation changes and overtaking zones |
| Autopolis | Oita Prefecture | 4.674 | 5 (May) | Undulating terrain prone to weather shifts |
| Fuji International Speedway | Shizuoka Prefecture | 4.563 | 6–7 (July), 9 (October) | Long straight and banked first corner |
| Sportsland Sugo | Miyagi Prefecture | 3.704 | 8 (August) | Tight, technical 22-corner circuit |
Historical circuits and layout changes
The Super Formula Championship, evolving from its predecessors including the All-Japan Formula 2000 (1973–1977), All-Japan Formula Two (1978–1986), All-Japan Formula 3000 (1987–1995), and Formula Nippon (1996–2012), has historically rotated among Japan's premier motorsport venues to showcase high-speed single-seater racing. Suzuka Circuit stands as the series' foundational track, hosting its inaugural event in 1973 and accumulating over 170 rounds to date, more than any other venue, due to its technical figure-eight layout and proximity to major population centers. Fuji Speedway, another cornerstone, debuted on the calendar in 1973 and has featured prominently in 40-plus events, valued for its long 1.475 km straight that tests outright speed and overtaking opportunities. Twin Ring Motegi, Sportsland Sugo, and Autopolis complete the core rotation of five circuits that have dominated the schedule since the 1990s, offering a mix of high-speed sweeps, elevation changes exceeding 50 meters at Autopolis, and tight corners at Sugo.[89][90][91] Less frequent but notable historical venues include Okayama International Circuit (formerly TI Circuit Aida), which hosted multiple rounds from the Formula 3000 era through the 2010s, leveraging its 3.703 km undulating layout originally designed for grand prix racing in the 1990s. Mine Circuit appeared on the calendar during the Formula Nippon period, notably hosting Round 3 in 2000 among several events from 1996 to 2005, where its compact 3.331 km configuration demanded precise handling amid financial challenges that led to its closure for public racing in 2006. The series briefly expanded internationally in 2004 with a round at Sepang International Circuit in Malaysia, marking the only overseas race in its history and highlighting aspirations for global reach before returning to domestic focus. Tsukuba Circuit, while iconic for time-attack demonstrations like Kamui Kobayashi's 44.008-second lap record in a Super Formula car in 2016, has not hosted official championship rounds.[92][93][94][95] Layout modifications across these circuits have primarily addressed safety enhancements and adaptation to evolving car specifications, ensuring compatibility with the series' high-downforce machines. At Suzuka, the 1991 updates repositioned the chicane nearer the final corner for better braking zones and introduced a revised pit lane entry to reduce entry speeds, influencing race strategies in subsequent decades. Alternative configurations were trialed early in the Super Formula era, including the shorter East Circuit in 1999 (approximately 3.6 km) and the East Special Circuit from 2000 to 2002, which incorporated segments of the main layout for cost-effective double-headers; these were phased out in favor of the full 5.807 km Grand Prix course. In 2025, resurfacing of the East Course integrated the start/finish straight and Esses section, improving grip and potentially benefiting future support events, though the primary layout remains unchanged for main races.[89][96] Fuji Speedway's most transformative redesign occurred ahead of the 2005 rebuild, shortening the original 15.5 km perimeter course to a 4.563 km road circuit while preserving its elevation shifts and high-speed essence; this modernized layout, with upgraded barriers and runoff areas, has hosted Super Formula since 2006, enabling lap times under 1:22 in recent years. Okayama's configuration has seen minor safety tweaks post its 1990s F1 experiments, such as extended runoffs at high-speed turns, but retains its core anti-clockwise flow that challenges tire management. Mine's layout, prior to closure, featured no major alterations during its Formula Nippon tenure, though its narrow design amplified the risks of its blind crests and hairpins. These evolutions underscore the series' balance between tradition and progressive safety standards, allowing circuits to adapt without diluting their demanding nature.[90][97][93]Champions
Drivers' championship winners
The Super Formula Drivers' Championship crowns the top performer in the series based on points scored across the season's races, with points allocated to the top finishers in each event.[98] The championship has seen a mix of established Japanese talents and international drivers since its inception in 2013, reflecting the series' role as a high-level proving ground for open-wheel racing skills.[99] Multiple-time winners include Naoki Yamamoto, who secured three titles, highlighting his consistency in Honda-powered machinery.[100] Hiroaki Ishiura claimed two championships in Toyota-engined cars, demonstrating strong adaptability to the series' technical demands.[72] Notable achievements among the winners include Kazuki Nakajima's 2014 triumph while balancing a Formula 1 reserve role with Williams, underscoring the series' appeal to drivers seeking competitive mileage outside F1.[101] New Zealander Nick Cassidy's 2019 victory marked the first non-Japanese champion since the rebranding, achieved through a dramatic season finale at Suzuka where he overtook pre-race leader Naoki Yamamoto.[102] Tomoki Nojiri's back-to-back titles in 2021 and 2022 with Team Mugen established him as a dominant force, winning six races across those seasons and contributing to Honda's engine superiority.[103] In 2023, Ritomo Miyata clinched his maiden title for Vantelin Team TOM'S by a narrow eight-point margin over Red Bull junior Liam Lawson, emphasizing the tight competition in recent years.[104] Sho Tsuboi won the 2024 championship with Vantelin Team TOM'S, securing the title with consistent podium finishes including three victories.[105] As of November 8, 2025, the 2025 season remains ongoing, with Tsuboi leading the standings for a potential repeat.[6] The following table summarizes the Drivers' Championship winners from 2013 to 2024, including their teams and engines:| Year | Champion | Team | Engine |
|---|---|---|---|
| 2013 | Naoki Yamamoto | Team Mugen | Honda |
| 2014 | Kazuki Nakajima | Petronas Team TOM'S | Toyota |
| 2015 | Hiroaki Ishiura | P.MU/Cerumo・Inging | Toyota |
| 2016 | Yuji Kunimoto | Cerumo・Inging | Toyota |
| 2017 | Hiroaki Ishiura | P.MU/Cerumo・Inging | Toyota |
| 2018 | Naoki Yamamoto | Team Mugen | Honda |
| 2019 | Nick Cassidy | Vantelin Team TOM'S | Toyota |
| 2020 | Naoki Yamamoto | DOCOMO Team Dandelion Racing | Honda |
| 2021 | Tomoki Nojiri | Team Mugen | Honda |
| 2022 | Tomoki Nojiri | Team Mugen | Honda |
| 2023 | Ritomo Miyata | Vantelin Team TOM'S | Toyota |
| 2024 | Sho Tsuboi | Vantelin Team TOM'S | Toyota |
Teams' championship winners
The teams' championship in the Super Formula Championship is determined by aggregating the points scored by the highest-placing two drivers from each team across all races, mirroring the structure of Formula 1's constructors' title but tailored to the series' dual-car team format.[107] Points are awarded based on finishing positions, with bonuses for pole positions and fastest laps, emphasizing consistent performance from both entries to maximize team scores. This system rewards teams with strong driver lineups and reliable engineering, particularly given the series' high-speed, technically demanding Dallara chassis and Honda/Toyota engines. Since the rebranding to Super Formula in 2013, the teams' title has seen dominance by a few established outfits, reflecting the competitive balance between Honda- and Toyota-powered squads. Team Mugen (operating as M-Tec) holds the most titles in this era with five wins, underscoring its engineering prowess and history of nurturing Japanese talent.[108] DoCoMo Team Dandelion Racing follows with three championships, leveraging Honda power to secure victories in abbreviated and full seasons alike.[107] Other winners include Toyota-affiliated teams like TOM'S and Cerumo・INGING, highlighting the manufacturer's strength in the early years.[109] The championship has witnessed shifts influenced by regulation changes, such as the 2019 introduction of the Dallara SF19 and the COVID-impacted 2020 season, which reduced races but intensified battles.[110] As of the end of the 2024 season, DoCoMo Team Dandelion Racing claimed its latest title with 161 points, driven by consistent podiums from drivers like Tadasuke Makino and Kakunoshin Ohta.[111]| Year | Winning Team | Points | Engine Supplier | Notes |
|---|---|---|---|---|
| 2013 | Team Mugen | 61 | Honda | Inaugural Super Formula season; Naoki Yamamoto's driver title contributed heavily.[112] |
| 2014 | Team TOM'S | 79.5 | Toyota | Kazuki Nakajima's championship win bolstered the team's score.[109] |
| 2015 | Team TOM'S | 85.5 | Toyota | Back-to-back title; four race wins secured dominance.[113] |
| 2016 | Cerumo・INGING | 54 | Toyota | Yuji Kunimoto's driver crown; tight contest with TOM'S.[114] |
| 2017 | Cerumo・INGING | 47.5 | Toyota | Consecutive wins; Hiroaki Ishiura's title aided the effort.[115] |
| 2018 | Kondo Racing | 48.5 | Toyota | Narrow victory over M-Tec; one race win key to success.[116] |
| 2019 | Dandelion Racing | 51 | Honda | Shortened season due to testing; one win in seven races.[117] |
| 2020 | Dandelion Racing | 91 | Honda | COVID-affected calendar; strong recovery from early setbacks.[110] |
| 2021 | Team Mugen (M-Tec) | 124.5 | Honda | Four wins; Tomoki Nojiri's driver title.[118] |
| 2022 | Team Mugen (M-Tec) | 211 | Honda | Four victories; Nojiri retained the drivers' crown.[119] |
| 2023 | Team Mugen (M-Tec) | 212.5 | Honda | Six wins; runners-up Liam Lawson and Tomoki Nojiri combined for high points.[108] |
| 2024 | DoCoMo Team Dandelion Racing | 161 | Honda | Four wins; edged M-Tec in finale at Suzuka.[107] |
Statistics
Overall race victories
Kazuyoshi Hoshino holds the record for the most race victories in the history of the Super Formula Championship and its predecessor series, with 39 wins achieved over 166 starts from the All-Japan Formula 2000 era through Formula Nippon.[120] His dominance spanned multiple iterations of Japan's top open-wheel category, including championships in 1975, 1977, 1978, 1981, 1982, and 1987, establishing him as a foundational figure in the series' legacy.[120] Satoshi Motoyama ranks second all-time with 27 victories, a mark that stood as the record within the Formula Nippon and Super Formula eras until his retirement in 2019.[121] Competing primarily from 1995 to 2007, Motoyama's wins contributed to four drivers' championships (1998, 2001, 2003, and 2005), highlighting his consistency in the high-downforce, 550-horsepower machinery of the time.[121] André Lotterer occupies third place with 24 race wins across 15 seasons from 2003 to 2017, making him the most successful non-Japanese driver in the series' history.[122] Lotterer's tally includes the 2011 drivers' championship and consistent top-three finishes in points standings, often balancing commitments in endurance racing like Le Mans.[122] In the modern Super Formula era since 2013, win totals reflect the series' competitive balance and double-header format, with no driver yet approaching the historical leaders. Among active or recently retired competitors as of 2025, Naoki Yamamoto leads with nine victories, earned en route to three championships (2013, 2018, 2020).[123] Recent seasons have seen emerging talents like Sho Tsuboi secure multiple wins, including at least three victories in the 2025 campaign that have propelled him to the drivers' standings lead as of November 17, 2025 (with the season concluding November 23).[60][124]| Rank | Driver | Wins | Active Years (in series) | Championships |
|---|---|---|---|---|
| 1 | Kazuyoshi Hoshino | 39 | 1973–1997 | 6 |
| 2 | Satoshi Motoyama | 27 | 1995–2007 | 4 |
| 3 | André Lotterer | 24 | 2003–2017 | 1 |