Super GT

For Mustang GT500, see Shelby Mustang.

Category	Gran Turismo
Inaugural	1993
Website	Super GT.net
Current season	2013 Super GT season

The Super GT series is a grand touring car racing series that began in 1993. Originally titled as the , generally referred to as either the JGTC or the All Japan Grand Touring Car Championship, the series was renamed to Super GT in 2005.

The event is sponsored by the GT-Association. Though the JGTC was authorized by the Japan Automobile Federation and recognized by the FIA, the Super GT is authorized directly by FIA.

History

The JGTC Years

The JGTC (Japanese Grand Touring Championship) — established in 1993 by the JAF (Japanese Automobile Federation) via its subsidiary company the GT-A (GT Association) — replaced the defunct All Japan Sports Prototype Championship for Group C cars (that was terminated by the end of 1994) and in the same year Japanese Touring Car Championship for Group A touring cars, which would adopt the supertouring formula which was used worldwide. Seeking to prevent the spiraling budgets and one-team/make domination of both series, JGTC imposed strict limits on power, and heavy weight penalties on race winners in an openly stated objective to keep on-track action close with an emphasis on keeping the race goers happy.

2003 Xanavi nismo GT-R (R34).

In its first ever race, which was also an IMSA GT exhibition race, apart from the GTS and GTU cars from the United States series, as with the rest of the season, the grid consisted of mostly Japan Sport Sedan cars with the only genuine JGTC cars being two Nissan Skyline GT-Rs entered by NISMO, which were in fact modified Group A cars. The prototypes and European GT cars would only appear one race to be joined by the IMSA and Group N cars at the Suzuka 1000 km.

For the following season, the series would undergo a rules overhaul, class 1 for cars similar to that of the FIA's GT1 category and class 2 for cars that were the equivalent to the GT2 category. The JSS series would altogether dissolve into the latter category. What made the series more significant was compared to the series from other countries, JGTC teams had at the time the freedom to enter whichever cars they preferred, even if it was the JSS cars from the inaugural season and IMSA GTS spaceframe racers. The Group C prototypes, whilst easily showing dominant form, were banished at the end of the 1994 season.

By the end of the season, as the cost of attaining a FIA's GT1 cars shot through the roof dramatically, in order to keep costs down and determined not to go the same way as the JSPC series it replaced, the GT-A would go through another rules overhaul. This time was a change adoption of the newly formed GT500 and GT300 regulation which capped cars depending on weight and brake horsepower with an air restrictor. In 2002, the GT-A made another rule change, this time because the series had been intended to be a GT championship; this meant all competing cars must remain as two doors, while a special waiver was given to allow Cusco Racing to race their Subaru Impreza sedan.

The JGTC would first venture abroad with its first oversea race at Sepang International Circuit, Malaysia and after another successive year, the Malaysian race would become a regular championship fixture. After GT-A's abortive attempt at hosting a street race in Shanghai, the series would also venture into the United States with an exhibition race to be run with the D1 Grand Prix exhibition event in the Los Angeles area-California Speedway in Fontana, held during the week before Christmas in December 2004, which was not shown to be a success, since then no exhibition event was held until in 2010 season, which will be held in Fuji Speedway.

Super GT

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

After years of successive rules changes, at the same time, the JGTC planned holding one more race outside of Japan, in China (Shanghai), in addition to Malaysia (Sepang). However, holding the series in more than three countries violates from the definition of the "national championship" of FIA. Therefore, the series needed to be authorized directly by FIA and was not able to be named Japanese Championship because the series had to be parted from Japan Automobile Federation (JAF), the Authority Sport Nationale (ASN) of Japan.

On December 10, 2004, while the series had been mainly focused on Japanese domestic teams, sponsors and fans, with an ever-rising international fan following and TV coverage shown all over the world it was announced that JGTC would now be called Super GT with the goals of "challenge to the world", "challenge from the world", and "challenge to entertainment".

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

Initially, JAF announced JGTC would be renamed "Super GT World Challenge" with the goals of "challenge to the world", and "challenge to entertainment"; however, FIA prevented JAF from using it due to confusion of the suffix with "World Championship" (a higher level FIA recognition status) and a dispute with Sports Car Club of America, which ran Speed World Challenge since 1990.[citation needed] On December 10, 2004, it was announced that new name of JGTC was confirmed as "Super GT". However, despite the name change and several attempts at holding a second overseas race, Super GT has continued to only hold one overseas race per year; in theory, it could regain its status as a national championship and return to JAF jurisdiction.

In 2014, Super GT and the German touring car series DTM announced the creation of Class 1,[4] which would unify GT500's and DTM's technical regulations, allowing manufacturers to race in both series with a single specification of car. After some delays, technical regulations were fully aligned in 2020, with the GT500 category adopting Class One specifications.[5] By 2021 however, DTM switched to a Group GT3 series due to massive manufacturer exodus.

Races

Races are held as part of a yearly series. Races take place on well known Japanese race tracks like Twin Ring Motegi, Fuji Speedway, and Suzuka Circuit. The series was expanded to its first international venue in Malaysia (2000), and an exhibition race in the Los Angeles area (2004) at the Auto Club Speedway Automobile Competition Course (a day-to-night race) and infield courses. The Malaysian leg of the series, held at Sepang International Circuit was made an official race from 2002 and counted in the points. For the 2011 & 2012 Malaysian leg, the official organizer is JP Performance Motorsports Sdn. Bhd. (JPM). The baton was passed on to JPM to carry the Super GT tradition in Malaysia with hopes of producing an even more electrifying event.

Races were planned for both Zhuhai International Circuit in 2004 and Shanghai International Circuit in 2005, but both events failed to materialize.

Races are held as a single long endurance race of 300 km or greater such as 1000km Suzuka event. Through in season 2011, most of the race changes into sprints of 250 km due to the aftermath of 2011 Tōhoku earthquake and tsunami.

On 15 December 2011, a deal has been agreed between GT-A and Woo Myung Holdings to host a Super GT race at the Korea International Circuit in Korea in 2013.

On 12 August 2013, GT-A signed a contract with Buriram United International Circuit to host a race at Buriram, Thailand in 2014.

The cars

The cars are divided into two groups; GT500 and GT300 (cars with no more than 500 and 300 horsepower (374 and 224 kW), respectively). These power outputs are capped via the use of intake restrictors although some heavier cars are given allowances to run larger restrictors to maintain parity. However, the current generation of GT500 powerplants produce in excess of 650 horsepower. Meanwhile, in present-day GT300, the horsepower range varies from around 400 to just over 550 horsepower; however, GT300 cars have far less downforce than their GT500 counterparts.

As is the traditional case for sportscar racing, both classes participate in one race with both classes running at the same time, and points are awarded separately for each group.

GT500

2016 ARTA NSX Concept-GT

The top class in Super GT, GT500, is dominated by the Big 3 Japanese automakers; Honda (HSV-010 GT), Nissan (GT-R), and Toyota (SC 430) with some privateer teams running European cars such as Aston Martin DB9, Ferrari 550-GTS, Lamborghini Murciélago and formerly the Diablo or McLaren F1 GTR. Lexus has considered replacing the SC430 with their LFA to match their competitors, however they cancelled and continue their use of the older model.

2005 Yellow Hat Supra (JZA80).

Regulations in GT500 are considerably looser than most GT classifications, and teams are free to change engines with other models made by the manufacturer, change the alignment of the engine, or add forced-induction systems to models which do not normally have it, however from 2010 onwards all GT500 cars run V8 engines displacing 3.4 liters. The chassis may also be heavily modified, with lightweight tube-frame "clips" being allowed in front of and behind the main cockpit, although the car must overall look similar to its road-going variant. These regulations result in cars which are possibly the fastest GT racing cars in the world. The rationale for this was to allow manufacturers to field competitive cars without having to spend large amounts of money for homologation versions of the race car's road car counterparts (although some companies, notably Honda and Nissan, have still developed homologation specials).

In comparison to other grand tourer series, GT500 cars are generally quicker compared to similar FIA GT1 cars, in part due to the more liberal aerodynamic regulations present in Super GT. A FIA GT1 Maserati MC12 briefly entered the series, participating in a pre-season test, but was unable to match the cornering speeds of the existing Super GT competitors. The only car to successfully run in both specifications was the McLaren F1 GTR which won races in the past in both categories.

In 2010 the GT association announced they will start to investigate the possibility to unite their GT500 regulations with the DTM regulations. In October 2012 a cooperation deal was signed in Tokyo. The agreement regarding the use of the "New DTM" regulations by Japan's Super GT begins in 2014 and runs – for the time being – for four years.

In 2012, Super GT500 cars based on 4-door sedans were allowed, but were never used. The sedans remained in the GT300 class.

Electronic aids such as ABS, Traction Control and Stability Control are not allowed even if fitted to the road going variant, and ceramic brakes are prohibited. There are also restrictions regarding placement and size of aerodynamic aids such as wings and spoilers. From 2010 onwards canards fitted to the front sides in the front bumper are prohibited. The choice of tires is also varied with Bridgestone, Yokohama, Dunlop, Kumho, Michelin and Hankook (new for 2006) available to teams.

Make	1996	1997	1998	1999	2000	2001	2002	2003	2004	2005	2006	2007	2008	2009	2010	2011	2012	2013
Nissan	Skyline								Fairlady Z				GT-R
	300ZX
Toyota	Supra
											SC430
Honda	NSX														HSV-010 GT
McLaren	F1 GTR			F1 GTR						F1 GTR
Porsche	911 GT2
Lamborghini	Diablo
									Murcielago
Ferrari	F40								550 GTS
BMW	M3
Dodge				Viper
Mirage					GT1
Mercedes-Benz							CLK GTR
Vemac								350R	408R
Aston Martin														DBR9

GT300

2005 ARTA Garaiya.

Few works teams participate in GT300, so the field tends to be much more varied in terms of types of cars entered. The big Japanese car makers also participate in this class, as well as more exotic cars from the likes of ASL, Mosler and Vemac (Lotus tuner). Since 2006, European-style GT cars have chosen to concentrate in this series. Starting from 2010 season, cars which mainly participates in FIA GT3 also entered the series with minor modifications.

2006 Privée Zurich Shiden (MC/RT-16).

Along with the standard GT cars, the Shiden (MC/RT-16), a Mooncraft/Riley Daytona Prototype car reviving the original 1977 Mooncraft Shiden 77 (紫電77) also exists in GT300 class since 2006, getting good results (losing the title to RX-7 with tied points but fewer wins in 2006, and won the title in 2007). Until early 2000s when FWD cars were being permitted to be converted to RWD configuration, many of these such as Mitsubishi FTO and Toyota Corolla Levin AE101 competed in its original configuration, and did not win any championships. Cars with rear wheel drive tend to dominate the series until 2008, when an All Wheel Drive Subaru Impreza developed by Cusco won in Sepang.

GT300 cars are much more regulated than their GT500 counterparts, and much more closely resemble road-going versions. Chassis clips and realignments are not allowed (except the latter in the case of front-wheel drive cars), which results in a much more affordable racing experience for privateers. Canards, like FIA GT3, is not allowed in GT300 even it come in stock with the car. While engine outputs and modifications are at a lower level than the GT500 cars, the GT300 cars still post competitive times and races are very competitive.

One of the more unique GT300 competitors was the Mooncraft Shiden MC/RT-16, a Riley Daytona Prototype-based revival of the original 1977 Mooncraft Shiden 77 (紫電77).[24] It competed from 2006 to 2012, narrowly losing the title in 2006, and winning the championship in 2007. Front-wheel drive cars such as the Mitsubishi FTO, Toyota Celica and Cavalier, a rarity in top-level circuit racing, are further examples of unique GT300 machines. They competed in their original configurations until the early 2000s, when FWD cars were being permitted to be converted to rear-wheel drive configuration. The FWD cars were mostly unsuccessful, failing to win any championships, although a Celica won a race in 1999 after a Porsche 911 was disqualified. Rear-wheel drive cars dominated the series until 2008, when an all-wheel drive Subaru Impreza developed by Cusco won in Sepang. An open top car, Renault Sport Spider, made a one-off participation in 1997, also with lack of success.

Toyota Prius apr GT

Hybrid cars first raced in the GT300 class in 2012, when apr introduced their Toyota Prius apr GT, and Team Mugen fielded a Honda CR-Z GT. Both cars were heavily modified from their production counterparts. The Prius was powered by a 3.4 liter V8 LMP1 engine, which worked in concert with production Hybrid Synergy Drive components; the CR-Z utilized a 2.8 liter V6 LMP2 engine and a 50 kW Zytek electric motor.[25][26] Both the CR-Z and Prius were mid-engined, differing from their front-engined road-going counterparts; this resulted in the CR-Z's withdrawal after the 2015 season, as new regulations for 2016 stipulated that GT300 cars' engines were to be located in the same position as in their production counterparts. However, apr took advantage of a loophole in the regulations to continue to race their mid-engine Prius until 2018,[27] when the team was required to build a new, front-engine Prius.

The development of GT300 cars is much more regulated than that of their GT500 counterparts; the GTA works with the Stephane Ratel Organisation to balance the performance of all GT300 cars via technical adjustments in order to create close racing.[29] While the GT3 cars in the class are closely related to production cars, the JAF-GT machines differ from production vehicles to a greater degree, and in the case of the Mother Chassis cars, share little more than a badge and exterior styling with their road-going counterparts. While engine outputs are at a lower level than the GT500 cars, the GT300 cars still post competitive times and races are relatively tight when combined with GT500 traffic. As it is becoming increasingly more difficult for GT500 cars to overtake GT300s, the GTA may review the speed difference between the two classes in the future, especially if the pace of the GT300 cars continues to increase.

Make	Car	Category	Serviced year	Note
ASL	ASL Garaiya	JAF-GT	2005, 2007-2012
Aston Martin	Aston Martin V8 Vantage	FIA GT2	2010–2012	Served till Round 1, 2012
	Aston Martin V12 Vantage GT3	FIA GT3	2012–present
Audi	Audi R8	FIA GT3	2012–present
BMW	BMW Z4 M Coupé	JAF-GT	2008–2009
	BMW Z4 GT3	FIA GT3	2011–present
Chevrolet	Chevrolet Corvette C6	FIA GT2	2005, 2008
	Chevrolet Corvette Z06-R	FIA GT3	2011–present
Ferrari	Ferrari 360 Modena	JAF-GT	2005–2009
	Ferrari F430	JAF-GT FIA GT2	2007–2009 2009–2012
	Ferrari 458 Italia	FIA GT2 FIA GT3	2011(GT2) 2012–present(GT3)
Ford	Ford GT	FIA GT2	2006
Honda	Honda NSX	JAF-GT	2005
	Honda CR-Z	JAF-GT	2012-present
Lamborghini	Lamborghini Murciélago	JAF-GT	2005–2009
	Lamborghini Gallardo	JAF-GT FIA GT3	2007–2012(JAF-GT) 2012–present(FIA GT3)
Lexus	Lexus IS 350	JAF-GT	2008–2012
Lotus	Lotus Exige	JAF-GT	2005	As spot participant at the Malaysian Round
Mazda	Mazda RX-7	JAF-GT	1995–2010
McLaren	McLaren MP4-12C	FIA GT3	2013–present
Mercedes-Benz	Mercedes-Benz SLS AMG	FIA GT3	2012–present
Mooncraft	Mooncraft Shiden	JAF-GT	2006–2012
Mosler	Mosler MT900	JAF-GT	2005–2007, 2010–2011	As spot participant in 2009 and 2012
Nissan	Nissan 350Z	JAF-GT	2005–2010
	Nissan GT-R GT3	FIA GT3	2012–present
Porsche	Porsche 911 GT3	FIA GT2 FIA GT3 JAF-GT	2005–2011(GT2/JAF-GT) 2010–present(GT3)
	Porsche Boxster	JAF-GT	2005–2010
	Porsche 968	JAF-GT	2005
Subaru	Subaru Impreza WRX STi	JAF-GT	2005–2008
	Subaru Legacy	JAF-GT	2009–2011
	Subaru BRZ	JAF-GT	2012–present
Toyota	Toyota MR-S	JAF-GT	2005–2008
	Toyota Celica	JAF-GT	2005–2008
	Toyota Corolla Axio	JAF-GT	2009–2011
	Toyota Prius	JAF-GT	2012–present
Vemac	Vemac RD	JAF-GT	2005–2012

Parity

Super GT is fairly unique in its open and blunt statement that it is committed to providing exciting racing first, at the expense of runaway investment by works teams. Cars are therefore very heavily tampered with by the governing body. At the start of the season, each car is fitted with an air intake restrictor to limit power to the stated class maxima, thus restricting excessive development to make a more powerful engine. Pitstops and driver changes during the race are done within mandatory windows, to prevent tactics from dominating a race. (In 2004, during the Fontana exhibition race, a few teams were penalised after the race ended when race officials, a mix of officials from both the host country and Japanese ASN's, ACCUS/FIA (which the sanctioning organisation, SCCA, is a member) and the JAF, discovered their pit stop came one lap before the mandatory window had opened.) All regulations and adjustments to the regulations are publicly announced, in contrast to many other better-known racing promotions.

Success ballast

Perhaps the best-known handicap system in use in the Super GT is the 'success ballast' system, called "weight handicap" where weight penalties are assigned depending on a car's performance during the race weekend. While this system is also used in other series like the FIA GT and the BTCC, who pioneered the system, the Super GT's version of the system is notable in that weight penalties are meted out more aggressively. While other series mete out penalties based on final position at the end of the race, Super GT also adds ballast based on qualifying position and individual lap times, and even in specific modifications (with the penalty on fastest lap in final lifted in 2007). In the 2007 season (GT500), the Takata NSX team achieved a record-breaking 5 pole positions in the first 7 races, but as such a system exists, they only won one race among them. Such regulation also keeps teams from the championship before the final race: only two GT500 teams (ARTA in 2007 and MOLA in 2012) have managed to clinch a driver's Championship prior the final race in the series' history.

In 2009, the handicap system was changed in the final two races to combat sandbagging, discouraging a team from intentionally finishing poorly in qualifying or the race, as well as intentionally being slower in the race during the run to the end of the season. During the final two races, the ballast will initially be halved in the penultimate race, and then lifted altogether in final race for all teams that participated in every round. Teams missing only one round receive halved-ballast in the final race instead.

The drivers

Like the series, Super GT drivers are very popular in Japan with a huge international fan base. One of these drivers who has gained international appeal is Keiichi Tsuchiya who raced for the Taisan and ARTA teams before transferring to a managerial role upon his retirement in 2004. Other drivers who were famously associated with the series and still have active involvement through team ownership are Masahiro Hasemi, Kazuyoshi Hoshino, Aguri Suzuki, Kunimitsu Takahashi with the latter being President of the GT Association, who runs the series. The series also attracts drivers who see the series as a stepping stone to the Formula One championship (almost always parallel with their involvement with Formula Nippon) including Ralf Schumacher or Pedro de la Rosa, and drivers who are no longer in F1 but want to continue their career, most famously Érik Comas, who was the series' most successful driver until he stepped down from his position as a number one driver.

With very few professional GT300 drivers, many of them have a fan base for their car, but very few of them have a fan base as a driver, particularly Nobuteru Taniguchi (formerly driving the Wedsport/Bandoh Racing Project Celica and Direxiv but now with RE Amemiya) who is also well known as a D1GP competitor and Manabu Orido (formerly driving the Denso SARD Supra and the Eclipse Advan Supra for the GT500 class, and the WedSport/Bandoh Racing Project IS350 which won the 2009 GT300 championship.) who is a D1GP judge turned competitor and currently driving the RIRE Lamborghini Gallardo. The other well-known driver in the category who is well known within Japan, is the TV presenter and singer Hiromi Kozono, who currently drives a Jim Gainer Ferrari 360 and Masahiko Kondo, also a pop star, actor and racer turned team owner who competes in the GT500 category. The only current foreign driver in the GT300 class is ex-Formula 3000 driver Marco Apicella. Another popular GT300 driver is Tetsuya Yamano, who runs his own driving school in Japan and has been a winner in his class for 3 successive years at the Malaysian round. As of 2007, he is driving for Cusco. Previous GT300 drivers include professional British driver Adam Wilcox who raced in the series from 2001 to 2003.

Controversies

1998 JGTC Fuji incident

Main article: Tetsuya Ota

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

Champions

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

See also

• Zen-Nippon GT Senshuken
• GT 64: Championship Edition

External links

• Super GT website Template:En icon Template:Ja icon

Template:Super GT seasons