The first forays into the Far East for the pinnacle of motorsport in the mid-seventies brought some of the country's fastest racers to the fore. With Fuji due to host in 1976, Hiroshi Fushida became the first Japanese name in the sport, competitng for his homeland constructor Maki in two races 12 months earlier. He failed to start one and didn't qualify for the other, but whilst not making a race may seem embarrassing he had started the ball rolling for Asian drivers to compete.
Hiroshi Fushida, failing to qualify at Silverstone 1975 - Photo Credit: Sutton Images
When the first two races at Fuji were held, in 1976 and 1977 respectively, many home drivers tried their hands on a track they knew extremely well. Ranging from hiring a Tyrrell or Surtees to driving a one-off Japanese constructor entry, four drivers tried to ride the wave of interest in Oriental racing.
For drivers Kazayoshi Hoshino (debuting Bridgestone rubber in 1976 and retiring thanks to using all his tyres!), Noritake Takahara (making no impression in both events), Masami Kuwashima (who, in '76, failed to pay Frank Williams some sponsorship money after first practice and was promptly dropped) and Kunimitshu Takahashi (renting a Tyrrell in '77) it was forgettable, but it was local hero Mashahiro Hasemi who made the headlines in the 1976 event.
Driving for Kojima Racing, it was a crash on his final fastest lap that ruined what could have been a shock pole position. Being 4th at the time, and without enough time to repair the car, he dropped to 10th on the grid. On race day, during torrential rain and with the spotlight off him and on the Lauda-Hunt title fight, Hasemi set the fastest lap of the race. Eventually, thanks to Dunlop not bringing enough tyres and facing faster cars, he came home last, seven laps down. But, it was another important step in the growth of Formula One in Japan.
One crash away from Pole Position - Photo Credit: Sutton Images
After two races in the seventies the safety of the Fuji circuit was brought into question following a racing accident that claimed the lives of two spectators. The track was removed from the calender and the Japanese interest tailed off. The gap lasted until 1987, when the growing might of Honda started a trend that lasted for over a decade - using a driver from Japan as a negotiating tool.
With the engine manufacturer becoming hot property at title-winning outfits, Team Lotus needed to improve to keep the mercurial Ayrton Senna happy - and more importantly competitive. Honda were happy to come on board, but there was a catch. They wanted to give a Japanese driver a chance to compete over a whole season, and they didn't get much faster than multiple Japanese F2 champion Satoru Nakajima. Coupled with the fact that Honda's test track at Suzuka had also made the F1 calender, Eastern racing was massively on the rise.
Senna, Nakajima and "a lady". Honest, that's the description - Photo Credit: Sutton Images
After that first season Nakajima made more history. As Lotus were competitive - Senna won twice - so was he, and it took him only two races to score his nation's first point. 4th at Silverstone, one of the sites of Hiro Fushida's first efforts 12 years previous, and 7 world championship points by the season's put him firmly on the F1 map.
Unfortunately, just as Nakajima's stock was rising Lotus began to fade, even with triple world champion Nelson Piquet on board. Only one point followed in 1988 and Honda withdrew their engine supply at the end of the season. In 1989 it got worse, and he failed to qualify 3 times, including an embarrassing double DNQ with Piquet at Spa.
His final race for the British marque would prove to be his best: at a rain soaked Adelaide in '89 he equaled his best finish of 4th and set the fastest lap in the process.
Photo Credit: Sutton Images
Two final years at Tyrrell, one back with Honda power, yielded 5 more points, and Satoru bowed out with 16 to his name. A proud achievement.
During Nakajima's career another Japanese driver would start to make a name for himself, and his career would go from one end of the spectrum to the other over the period of a few years.
Aguri Suzuki had started out in F1 the same way as many of his predecessors. Drafted into the Larousse team for the 1988 Suzuka race (thanks to local knowledge, regular driver Yannick Dalmas falling ill, and a bucket full of Yen). A season at Zakspeed followed, but that was met with 16 consecutive DNPQ's and abject failure. At least the team got some money for his efforts.
Worst. Season. Ever. - Photo Credit: Sutton Images
Heading back to fund Larousse the following year, he was buoyed by a pair of 6th place finishes and the resulting points. But it all clicked in Suzuka. Getting into the top 10 on the grid was then eclipsed by finishing 3rd, and therefore being the first Asian driver to step onto the podium. His speed proved it wasn't a fluke too - Suzuki set the second fastest lap of the race!
Smile Mr. Suzuki - Photo Credit: Sutton Images
Alas, the potential of Aguri to continue this form didn't materialise, mainly thanks to him resigning for Larousse for '91 and then becoming the face of the Footwork/Arrows/Mugen Honda project a few years later. By the time that had finished, he was reduced to a single outing for Jordan and then sharing a seat with Martin Brundle at Ligier, thanks to the French team's engine deal with Mugen. With only 8 world championship points to his name, Aguri Suzuki retired.
These men laid the foundations for the nation of Japan in Formula One, but it would be the men they inspired who would push the country onwards in it's quest for racing success.
http://badgergp.com/2011/10/land-of-the-rising-sons-part-1/
E' in inglese ma penso sia comprensibile.
