Despite the claims laid by those who preceded him into the top flight, Takuma Sato is probably the most naturally talented – and spectacular – Japanese driver to reach Formula One. However his impetuosity has counted against him too many times and now his big chance to join the elite has passed. Indeed currently he is only in Formula one due to the loyalty of Honda, who continue to support the Super Aguri team.
Uniquely, Sato's journey to the pinnacle of motorsport started on two wheels, but on pedal cycles rather than motorbikes. From what could have been a successful career as a bike racer, Sato deviated onto four wheels, scraping together enough money to buy a kart and, the following year, to enter Honda's Suzuka Racing School scholarship. Incredibly, given his lack of experience, he won the prize of a fully paid drive in the 1998 All-Japan Formula Three Championship - but then took another strange decision in opting to pass up on the offer in order to pursue his dream of reaching Formula One via Europe.
Unlike fellow countryman Ukyo Katayama, who began his career in France because he thought Paris was in Britain, Sato arrived in the UK to contest a part season of Formula Vauxhall Junior in mid 1998. Running with the small Diamond Racing team, he made enough of an impression to graduate with the operation to the Formula Opel Euroseries.
In 1999, his first full year of car racing, he took sixth place in the hotly contested EFDA-run championship, before stepping up again to compete in the Class B at the last few rounds of the British F3 Championship. For good measure, he rounded out the year by winning the Macau Grand Prix support race for AF2000 cars with Meritus Racing.
Having proven his ability to handle an F3 car, Sato duly joined the crack Carlin Motorsport squad to contest the full 2000 British F3 Championship. Unfazed by the step up in standards, and by the level of competition, he won a total of five races and eventually claimed third overall in the championship. By now, he had also been noticed by various grand prix teams and, in December 2000, got his first F1 tests with Jordan and British American Racing. The latter reacted first and signed him as a test driver for 2001, presenting Sato with an opportunity to renew his links with Honda.
Despite his new-found employment, Sato remained in Formula 3 for 2001, starting the season as a clear favourite for the British title as he continued with Carlin. This favourite tag was not without foundation, as the Japanese driver dominated proceedings, and breaking the record for the number of wins in a season, with twelve of a possible 13 victories going his way, as well as first place in the Marlboro Masters at Zandvoort and the international race that supported the British Grand Prix. Sato ended his F3 career on a high when he won the Macau Grand Prix in November that year, taking victory in both the preliminary qualifying event and the main race.
He also impressed on his test outings for BAR, which took place mainly at Silverstone and Mugello, which provided further evidence of the talent he possessed. He ended the year with a seat in the top flight, as Honda placed him alongside Giancarlo Fisichella at Jordan Grand Prix for 2002.
It proved to be a dramatic first year in the premier category, with a series of stellar performances often punctuated by accidents, including notable incidents at Monaco and the A1-Ring, the latter which left him in hospital after being harpooned by Nick Heidfeld's Sauber. However, with the pressure on to produce something tangible from the year, Sato delivered on home ground, scoring his first F1 points for fifth place in a sensational race at Suzuka.
With Jordan reverting to Ford power in 2003, BAR reclaimed Sato as its third driver, and he proved central to the development of the Honda-powered 005 and 006 race cars. At the final race of the year, however, he was back in the limelight, replacing the departed Jacques Villeneuve for his home race at Suzuka, and again scoring points, this time after a strong drive to sixth place.
With Honda taking a bigger role in the team, Sato was assured of a full race seat alongside Jenson Button for 2004, and enjoyed perhaps BAR's most competitive season to date. While the more experienced Button began to harvest podiums for the team, Sato set about diligently collecting points, and occasionally out-performing the Briton. He claimed his first podium at Indianapolis in the USGP, and added fourth places in both Italy and Japan for good measure, eventually racking up 34 points and eighth overall in the standings.
He remained with BAR and Honda into 2005, when expectations again proved high after a strong winter of testing. In the event the first half of the year proved to be a major let down for Takuma, who having missed one race through illness, was forced to stand on the sidelines for another two events following BARs ban. In addition his driving was becoming inconsistent and his confidence seemed to wain as team-mate Button’s smooth and flowing style garnered the points. His season reached a low-ebb in front of his home fans at Suzuka where he ran Trulli’s Toyota off the track and eventually found himself excluded from the results.
Despite taking fierce criticism in Japan, Honda agreed to Sato being replaced for 2006 by Rubens Barrichello, but offered an olive branch by agreeing to supply engines to the hastily formed Super Aguri Racing Team that threw Sato the Formula 1 lifeline his career required. The year was to turn into one huge development exercise with the Arrows based SA05 gave service whilst a proper 2006 machine was developed by mid-season. The expanding team was in constant flux, but Takuma was the lynchpin of the driving personnel.
Despite being a back-marker, he set about his difficult task with typical relish, helping to make the fledgling team’s first year a more than a credible exercise. With much more input from Honda for 2007, Takuma was hoping to move further up the grid and challenge for precious championship points. Indeed the season started brightly, and Takuma soon scored the team’s first ever point in Spain. This was to be followed by three more points in Canada as Sato sped past Fernando Alonso’s struggling McLaren to take sixth place.
Sadly for Sato the team were unable to finance further developments and the team slid ever backwards on the grid as the season progressed. With a major sponsor failing to deliver promised funds, by the end of the year there were serious doubts that Super Aguri would survive. Indeed, only a promise of continued support from Honda, and a last minute buy in kept the team afloat. With the increased competitiveness of both the Toro Rosso and Force India teams, life looks hard in both the short and medium term for the feisty Sato and his team.
