TGM Grand Prix
TGM Grand Prix is a Japanese professional auto racing team specializing in open-wheel and sports car racing, founded in 1996 as Team Goh by businessman and racer Kazumichi Goh, and relaunched under its current name in 2023 to focus on the Super Formula Championship while building on a legacy that includes an overall victory at the 24 Hours of Le Mans.[1][2] Established with a focus on international competition, Team Goh quickly achieved prominence in the All Japan Grand Touring Car Championship (JGTC, now Super GT) by securing the 1996 GT500 title with McLaren F1 GTRs, marking the first win for a non-Japanese manufacturer in the category.[1] The team expanded into endurance racing, contesting the 24 Hours of Le Mans multiple times from 1997 onward, with notable results including top-10 finishes in 2000 and a fourth-place overall in 2003 using an Audi R8 prototype.[1] Its crowning achievement came in 2004, when Team Goh became the first Japanese squad to win the Le Mans overall, again with the Audi R8, driven by Tom Kristensen, Rinaldo Capello, and Seiji Ara.[1][3] After a period of reduced activity, the team revived its presence in top-tier racing through partnerships, including a 2019 return to Super GT's GT300 class and a 2020 collaboration with Dale Coyne Racing in the IndyCar Series.[1] In 2021, Team Goh entered the Super Formula Championship via a merger with Mugen Motorsports, forming the Red Bull MUGEN Team Goh entry with drivers like Hiroki Otsu.[1] The partnership evolved, and by 2022, the team operated independently as Team Goh Motorsports in Super Formula, fielding two cars.[1] The 2023 relaunch as TGM Grand Prix, backed by Servus Japan Co., Ltd., emphasized Honda-powered machinery and aimed to nurture emerging talent, with drivers sim-racing standout Cem Bölükbaşı and Toshiki Oyu.[2][4] Despite competitive challenges, including struggles to secure financially backed drivers that threatened its grid presence in late 2024, the team persisted as an independent entrant.[5] By late 2024, TGM Grand Prix integrated with Toyota Gazoo Racing's driver development program, rebranding as KDDI TGMGP TGR-DC for the 2025 Super Formula season to field Toyota-powered cars and support young drivers such as Seita Nonaka and Kazuto Kotaka.[6] This evolution positions the team within Toyota's broader motorsport ecosystem, including ties to the TGR Driver Challenge, while maintaining its roots in high-level Japanese and international racing.[6]History
Founding and Early Successes (1996–2000)
Team Goh Motorsports was established in 1996 by Japanese businessman and racing enthusiast Kazumichi Goh, who served as the team's founder and initial team principal, with a primary focus on competing in grand touring car racing. Based in Japan, the organization quickly formed a key partnership with McLaren Cars, acquiring two 1996-specification McLaren F1 GTRs (chassis #13R and #14R) to enter the GT500 class of the All Japan Grand Touring Car Championship (JGTC). Sponsored by the Lark cigarette brand under Philip Morris International, the team operated as Team Lark McLaren GTR, benefiting from factory support by McLaren Customer Racing and an influx of technical expertise from the British manufacturer.[1][7][8] The team's debut season in 1996 marked an immediate and dominant breakthrough in Japanese domestic GT racing, as the McLaren F1 GTRs showcased superior pace and reliability against established Japanese marques like Nissan and Honda. Fielded as a two-car effort, the #60 entry driven by Naoki Hattori and Ralf Schumacher complemented the #61 car shared by John Nielsen and David Brabham, with the lineup securing all six pole positions and fastest laps of the season. The campaign began with a commanding 1-2 finish at the opening round at Suzuka Circuit, where Hattori led from pole to victory in the #60, followed by Nielsen and Brabham in second, demonstrating the F1 GTR's straight-line speed advantage despite regulatory handicaps imposed by the GT Association to balance performance.[7][8][1] Further highlights included a win for the #61 McLaren at the second round at Fuji Speedway, where Brabham and Nielsen capitalized on the #60's retirement to take the chequered flag ahead of the competition, contributing to the team's four overall victories across the six-round calendar. This performance propelled Team Lark McLaren to the GT500 Teams' Championship title with a 30-point margin, while Nielsen and Brabham clinched the Drivers' Championship, making McLaren the first non-Japanese manufacturer to win in the series' top class. The success underscored Goh's vision for international collaboration in domestic racing, though regulatory changes prompted the team to withdraw from JGTC after the season, shifting focus toward global endurance efforts. By the late 1990s, partnerships evolved to include BMW, with the team entering the V12 LMR prototype in select international events, solidifying its early reputation for high-level GT competition.[7][8][1]Endurance Racing and Le Mans Era (2001–2009)
Following its successes in the Japanese Grand Touring Car Championship (JGTC) during the late 1990s, Team Goh expanded into international endurance racing, marking a strategic pivot toward global sportscar events. In 2001, the team partnered with Danish outfit Den Blå Avis to campaign the Dome S101 equipped with a Judd V10 engine in the FIA Sportscar Championship's SR1 class. Driven primarily by Seiji Ara, Hiroki Katoh, and John Nielsen, the entry secured victories at the Brno and Nürburgring rounds, ultimately finishing second overall in the drivers' and teams' standings despite mechanical challenges in other races.[9] Team Goh's Le Mans participations during this era reflected evolving technical alliances and mixed fortunes. The team's debut at the 24 Hours of Le Mans came in 1997 with a McLaren F1 GTR in GT1 class, entered as Team Lark and driven by Akihiko Nakaya, Keiichi Tsuchiya, and Gary Ayles; the car retired after 16 hours due to electrical issues.[1] In 1999, shifting to prototype machinery, Team Goh fielded a BMW V12 LM in LMP class with Hiro Matsushita, Hiroki Kato, and Akihiko Nakaya at the wheel; the car completed 223 laps in a mid-pack position before post-race disqualification for a technical infringement related to bodywork compliance.[10][11] In 2000, Team Goh entered a Porsche 911 GT3-R in the GT class at the 24 Hours of Le Mans, driven by Keiichi Tsuchiya, Masanori Sekiya, and Toshio Suzuki; the car retired due to an engine failure after 71 laps.[1] The pinnacle of this period arrived in 2004 with Audi Sport Japan Team Goh, campaigning an Audi R8 prototype in LMP1 class. Drivers Seiji Ara, Rinaldo Capello, and Tom Kristensen started from the front row after qualifying second overall, just behind the sister Audi Sport UK Team Veloqx entry. The race unfolded as a intense duel between the two Audis, with Team Goh employing a conservative fuel strategy to minimize stops—completing stints up to 15 laps longer than rivals—while prioritizing reliability over aggressive pace in the early hours. A mid-race safety car period allowed a crucial double-stint tire allocation adjustment, enabling Capello to pull a 20-second lead during his night stint. As dawn broke, mechanical gremlins plagued Veloqx, including a gearbox issue that dropped them a lap, while Team Goh maintained steady laps in the 3:35 range. Kristensen took the final driving duties, fending off a late charge from Veloqx's Allan McNish to secure victory by a mere 41.354 seconds after 379 laps, marking Team Goh's first and only overall win at Le Mans and Audi's fourth consecutive triumph.[3][12] Partnerships evolved significantly, transitioning from McLaren and BMW customer programs in the GT and early LMP eras to deeper collaborations with Audi for factory-supported prototypes by 2004, which provided advanced engineering input on aerodynamics and diesel-hybrid integration. A brief foray into GT racing was planned for 2006 in Super GT's GT500 class with a Maserati MC12 GT1, intended for Seiji Ara and Jan Magnussen under the Stile Corse banner; however, pre-season testing revealed the car's excessive downforce and power failed to meet series homologation standards, leading to withdrawal before the Suzuka opener.[13] By 2009, aligning with Porsche customer racing, Team Goh—now as Navi Team Goh—entered an RS Spyder Evo in LMP2 class at Le Mans, driven by Seiji Ara, Sascha Maassen, and Hiroki Katoh. The car qualified on pole for its class but retired in the 23rd hour due to engine failure after leading LMP2 for much of the race.[14]Hiatus and Sporadic Entries (2010–2018)
Following the global financial crisis of 2008–2009, which severely impacted the Japanese motorsport industry through reduced sponsorship availability and cost-cutting measures by major automakers, Team Goh withdrew from competitive racing after its final outing at the 2009 24 Hours of Le Mans in the LMP2 class with a Porsche RS Spyder.[15][16][17] The economic downturn led to widespread pullouts, including Toyota's exit from Formula One and Kawasaki's withdrawal from MotoGP, creating a challenging environment for private teams like Goh reliant on external funding.[18] During the 2010–2018 period, Team Goh entered a prolonged hiatus with no full-season commitments or major international participations, shifting focus to facility maintenance in Japan under founder Kazumichi Goh's leadership.[19] This dormancy mirrored broader trends in the Japanese GT landscape, where even established outfits like TOM'S scaled back operations amid sponsorship shortages and economic pressures, though Goh's team avoided any documented sporadic domestic events or testing programs. The 2004 Le Mans overall victory remained a pinnacle achievement from the team's active era, underscoring the contrast with this low-profile phase.[20] Internal leadership transitioned smoothly with Goh retaining oversight, prioritizing long-term sustainability over racing revival until opportunities reemerged post-2018.[21]Return to GT and Open-Wheel Racing (2019–2020)
After a decade-long hiatus from competitive racing, Team Goh, founded by Kazumichi Goh, revived its operations in 2019 with a focus on nurturing emerging talent and leveraging long-standing industry relationships to re-enter the international motorsport scene.[19] Goh, a former Le Mans winner as a driver in 2004, spearheaded the comeback by partnering with McLaren Customer Racing Japan, emphasizing the development of young drivers like Alex Palou, whom the team scouted from European and Japanese series.[22] This revival marked a strategic shift toward GT and open-wheel disciplines, building on the team's historical strengths in endurance and grand touring while addressing the logistical demands of global competition.[1] The team's return to GT racing began in the 2019 Super GT Series GT300 class with the McLaren 720S GT3, driven by veteran Seiji Ara and rookie Alex Palou.[23] Despite high expectations from the new car's debut, the season was plagued by mechanical reliability issues and unfavorable Balance of Performance (BoP) regulations, resulting in consistent underperformance and no podium finishes.[24] These challenges, including frequent retirements due to technical failures, prompted Team Goh to exit the series at the end of the year, redirecting resources toward open-wheel opportunities as Palou transitioned to a full-time role elsewhere.[25] In 2020, Team Goh expanded into American open-wheel racing through a technical and financial partnership with Dale Coyne Racing for the NTT IndyCar Series, fielding Palou in the No. 55 Honda entry under the banner Dale Coyne Racing with Team Goh.[26] The collaboration stemmed from a longstanding friendship between Goh and team principal Dale Coyne, enabling the Japanese outfit to support a promising talent in a high-stakes environment.[27] However, the shift from GT machinery to IndyCar's high-downforce, open-wheel cars presented significant adaptation hurdles for Palou, particularly on ovals and road courses, compounded by limited preseason testing due to the COVID-19 pandemic.[28] Managing cross-continental operations required coordinated efforts between Team Goh's Japanese headquarters and Coyne's U.S.-based facilities, including the shipment of components and remote technical input for setup optimizations.[29] Engineers addressed chassis and aerodynamic adjustments to suit IndyCar's universal aero kits and hybrid powertrains, while Palou acclimated to the series' diverse track types, from high-speed ovals like Texas Motor Speedway to technical road courses.[30] This partnership highlighted Goh's vision for global talent development, though it underscored the complexities of integrating Japanese precision engineering with American racing logistics.[22]Entry and Development in Super Formula (2021–2022)
In 2021, Team Goh—predecessor to TGM Grand Prix—made its Super Formula debut through a technical and operational partnership with Team Mugen and Red Bull sponsorship, establishing the Red Bull MUGEN Team Goh entry equipped with Honda engines. Japanese driver Hiroki Otsu was appointed to drive the No. 15 Dallara SF19 chassis, bringing his experience from Super GT to the team's inaugural single-seater campaign in Japan's top open-wheel series. This collaboration leveraged Team Goh's prior open-wheel exposure from a 2020 partnership with Dale Coyne Racing in IndyCar, serving as foundational preparation for the technical rigors of Super Formula.[31][29] For the 2022 season, Team Goh transitioned to independent operations while retaining Mugen as its engine preparer for Honda power units, expanding to a two-car lineup featuring Japanese rookies Ren Sato (No. 53) and Atsushi Miyake (No. 6), both graduates of Super Formula Lights. The team concluded the year in seventh place in the teams' championship with 44 points, demonstrating competitive pace in qualifying but grappling with setup challenges that affected race performance. Pre-season testing at Fuji Speedway in March provided essential mileage for the drivers to familiarize themselves with the SF19's aerodynamics and hybrid system, underscoring Team Goh's commitment to methodical development.[32][33][34][35] The program's emphasis on nurturing Japanese talent aligned with a broader strategic pivot from the team's GT and endurance roots toward single-seater racing, adapting to Super Formula's emphasis on precision engineering and rapid iteration. Sato's standout rookie campaign, including a podium at Suzuka, exemplified this focus, while Miyake contributed through consistent testing feedback that informed ongoing chassis refinements.[36][37]Rebranding and Modern Expansion (2023–Present)
In 2023, the team underwent a significant rebranding to TGM Grand Prix, with Kazuhiro Ikeda continuing as principal, marking a revival focused on the Super Formula Championship as its primary platform. This rebranding followed a period of transition from its earlier iterations and emphasized a renewed commitment to competitive open-wheel racing in Japan.[2] The 2024 season saw TGM Grand Prix fielding a competitive lineup in Super Formula, highlighted by the full-time debut of Juju Noda in the #53 Honda-powered entry, alongside drivers such as Nobuharu Matsushita and Hiroki Ohtsu across the campaign. However, the team encountered substantial funding challenges, which intensified by late 2024 and raised concerns about its grid presence, as principal Ikeda noted difficulties in attracting drivers with adequate financial support.[38][39][5] By 2025, TGM Grand Prix solidified a strategic alliance with Toyota Gazoo Racing, rebranding further to KDDI TGMGP TGR-DC and switching to Toyota power for Super Formula to bolster development and talent pathways. For the 2025 season, the team fielded Kazuto Kotaka and Hibiki Taira, with Seita Nonaka as reserve driver, securing 2 pole positions and 3 podiums. The team expanded into the Kyojo Cup women's series, entering cars with female drivers to promote diversity in motorsport, while also committing to the Japanese F4 Championship with a two-car effort featuring rookies Leon Ochiai and Shota Sakai. Additionally, TGM entered the Abu Dhabi Autonomous Racing League (A2RL) Season 2, leveraging its expertise in advanced vehicle technology.[6][40][41] This modern expansion included the launch of junior driver programs to nurture emerging talent and the hiring of specialists in AI and robotics engineering, particularly to support autonomous racing initiatives. The team's operations remain based at facilities in Japan, centered around key circuits like Suzuka and Fuji Speedway for testing and development. Despite these advancements, ongoing driver funding issues persisted into November 2024, influencing decisions on grid retention for future seasons.[5]Racing Results
Japanese GT Championship and Super GT
TGM Grand Prix, tracing its roots to the original Team Goh founded in 1996, made its debut in the All Japan Grand Touring Car Championship (JGTC) that year by entering two McLaren F1 GTRs in the GT500 class. Operated under the Team Lark banner, the cars were driven by David Brabham/John Nielsen in the #59 entry and Ralf Schumacher/Naoki Hattori in the #60. The team dominated the season, securing four victories across the six rounds despite significant performance handicaps imposed by the series organizers to curb the McLaren's superiority. Key results included a 1-2 finish at the opening Suzuka round, a win for Schumacher/Hattori at Fuji, and another for Brabham/Nielsen at Mine. In the final standings, Brabham and Nielsen clinched the drivers' championship with 63 points, edging out their teammates on 60 points, while the team secured the GT500 teams' title.[8][42] Following the 1996 triumph, Team Goh continued with limited participation in JGTC and its successor Super GT during the late 1990s and 2000s, primarily focusing on endurance racing elsewhere. The team fielded McLaren F1 GTRs again in 1997 and 1998 in GT500 but struggled against evolving Balance of Performance regulations and stronger Japanese manufacturer entries, achieving no race wins or podiums in those seasons. No further full-season commitments occurred in the series through 2010, as resources shifted to international events like the 24 Hours of Le Mans.[43][8] The team returned to Super GT in 2019 under the McLaren Customer Racing Japan banner with a 720S GT3 in the GT300 class, driven by Seiji Ara and Alex Palou. Competing in seven of the eight rounds (skipping the Buriram flyaway), the entry faced Balance of Performance challenges but showed promise, highlighted by a second-place finish at Autopolis in round 7. Other results included a seventh at Motegi (round 8) and various retirements or mid-pack finishes due to mechanical issues and setup adjustments. Ara and Palou ended the season 15th in the GT300 drivers' standings. The team withdrew from the 2020 season following Palou's move to IndyCar.[25][24] Across its JGTC and Super GT history, TGM Grand Prix (as Team Goh/Lark) has recorded four class wins, five podiums, and one GT500 teams' championship (1996), with no further class titles but a competitive return in GT300 during 2019. The 1996 campaign remains the pinnacle, establishing the team as a force in Japanese GT racing before a long hiatus.[8][25]24 Hours of Le Mans
TGM Grand Prix, operating under its former moniker Team Goh during the endurance racing era from 2001 to 2009, made several notable entries at the 24 Hours of Le Mans, competing primarily in prototype categories with a mix of customer and privateer efforts. The team's participations spanned GT and LMP classes, showcasing Japanese engineering partnerships with manufacturers like McLaren, BMW, Panoz, Audi, and Porsche, though reliability challenges often impacted results beyond their standout 2004 triumph.[1] The following table summarizes all verified Le Mans entries for Team Goh/TGM Grand Prix, including cars, drivers, finishing positions, laps completed, and key incidents:| Year | Car | Entry Number | Drivers | Class | Finishing Position | Laps Completed | Key Incident/Notes |
|---|---|---|---|---|---|---|---|
| 1997 | McLaren F1 GTR Longtail | #44 | Akihiko Nakaya, Keiichi Tsuchiya, Gary Ayles | GT1 | DNF | 81 | Accident during early stages |
| 1999 | BMW V12 LM | #4 | Hiro Matsushita, Hiroki Kato, Akihiko Nakaya | LMP | DNF | 223 | Gearbox failure after strong mid-race pace |
| 2000 | Panoz LMP-1 Roadster-S | #6 | Toshio Suzuki, Masami Kageyama, Masahiko Kageyama | LMP900 | 6th overall | 341 | Solid reliability, no major issues |
| 2000 | Panoz LMP-1 Roadster-S | #22 | Keiichi Tsuchiya, Akira Iida, Masahiko Kondo | LMP900 | 8th overall | 331 | Consistent run, minor traffic incidents |
| 2000 | Chrysler Viper GTS-R | #56 | Toni Seiler, Walter Brun, Andreas Gläsel | GTS | DNF | 210 | Tyre failure leading to accident |
| 2002 | Audi R8 | #5 | Hiroki Kato, Yannick Dalmas, Seiji Ara | LMP900 | 7th overall | 358 | Competitive but hampered by traffic and fuel strategy |
| 2003 | Audi R8 | #5 | Seiji Ara, Jan Magnussen, Marco Werner | LMP900 | 4th overall | 372 | Near-podium finish, strong late-race charge |
| 2004 | Audi R8 | #5 | Seiji Ara, Rinaldo Capello, Tom Kristensen | LMP1 | 1st overall | 379 | Victory; first for a Japanese privateer team |
| 2009 | Porsche RS Spyder | #35 | Seiji Ara, Keisuke Kunimoto, Sascha Maassen | LMP2 | DNF | 339 | Accident on Mulsanne Straight in final hour |
IndyCar Series
TGM Grand Prix, operating as Team Goh at the time, made its debut in the NTT IndyCar Series in 2020 through a technical and financial partnership with Dale Coyne Racing. The collaboration fielded the No. 55 Dallara IR-18 chassis powered by a Honda engine for Spanish rookie driver Álex Palou across all 14 races of the shortened season, which was impacted by the COVID-19 pandemic. Palou scored 238 points to finish 16th in the drivers' championship, earning one podium and three top-five finishes while completing 1,566 of 1,734 possible laps. This marked the team's initial foray into American open-wheel racing, building on their 2019 return to GT competition as a prelude to broader international expansion.[29][47][20] Palou's campaign featured standout performances on road courses, with his best result a third-place finish in Race 1 of the REV Group Grand Prix doubleheader at Road America, where he advanced from 14th on the grid to secure his maiden IndyCar podium just 2.130 seconds behind winner Scott Dixon. At the 104th Indianapolis 500, Palou qualified seventh with a four-lap average speed of 229.676 mph but encountered handling issues and contact with the wall on Lap 121, retiring early to finish 28th. Additional highlights included a fourth-place result at the Mid-Ohio doubleheader Race 2 and consistent top-15 finishes at venues like the Circuit of The Americas and World Wide Technology Raceway, demonstrating resilience amid mechanical and strategic hurdles typical of a mid-field entry.[48][49][50] The partnership required Team Goh's engineers, experienced in GT and endurance formats like Super GT and the 24 Hours of Le Mans, to adapt to IndyCar's distinct demands, including high-downforce aerodynamics for mixed ovals and road/street circuits, as well as precise tire management under Firestone's single-supplier regime. This shift involved integrating Japanese technical input with Dale Coyne's oval expertise, focusing on setup optimizations for Palou's road-course strengths while addressing oval challenges through simulator work and limited preseason testing at Sebring and Austin. The collaboration emphasized data sharing and sponsorship logistics, with Team Goh providing branding on the car alongside primary sponsor NTT Data.[27][29] Following the season, Palou departed for Chip Ganassi Racing, where he captured the 2021 IndyCar championship and established himself as a series star, underscoring Team Goh's talent scouting acumen. This success bolstered the team's open-wheel credentials, influencing their subsequent pivot to full-time entries in Super Formula and junior series, while solidifying partnerships for future U.S. endeavors.[51]Super Formula
TGM Grand Prix entered Super Formula in 2021 under the Red Bull MUGEN Team Goh banner, powered by Honda engines in partnership with Mugen, marking the team's debut in Japan's premier open-wheel series. The outfit initially fielded a single car before expanding to two entries in 2022, focusing on developing Japanese talent while contending for mid-field points. During this Honda/Mugen era, the team achieved consistent top-10 finishes but struggled for podiums outside of select races, finishing seventh in the teams' championship across both seasons with a combined emphasis on reliability and driver progression.[52][53] In 2021, Hiroki Otsu piloted the #15 Dallara SF19-Honda to 38.5 points, securing seventh in the drivers' standings with a standout fifth-place finish at Suzuka— the team's best result of the year—amidst a season of solid but unspectacular performances. The team operated as a Honda-backed independent, prioritizing setup optimization over outright pace. For 2022, now as Team Goh without Red Bull sponsorship, the lineup shifted to rookies Ren Sato (#53) and Atsushi Miyake (#55), both on Honda power. Sato, a Red Bull Junior Team member, earned Rookie of the Year honors with 25 points and a breakthrough third place at Suzuka in Round 9, contending for his maiden podium after qualifying second earlier in the weekend; his season-best ninth on debut at Autopolis highlighted early promise despite consistency issues. Miyake added 19 points, including a fifth at Fuji, contributing to the team's 44-point haul and seventh-place teams' finish. Key races like Suzuka showcased the outfit's potential in high-downforce conditions, though mechanical reliability limited higher placements.[36][54][34]| Year | Team Standing | Team Points | Drivers | Driver Standings | Driver Points | Best Finish |
|---|---|---|---|---|---|---|
| 2021 | 7th | 38.5 | Hiroki Otsu (#15) | 7th | 38.5 | 5th (Suzuka) |
| 2022 | 7th | 44 | Ren Sato (#53) Atsushi Miyake (#55) | 12th 14th | 25 19 | 3rd (Suzuka) 5th (Fuji) |
| Year | Team Standing | Team Points | Drivers | Driver Standings | Driver Points | Best Finish |
|---|---|---|---|---|---|---|
| 2023 | 9th | 27 | Toshiki Oyu (#53) Cem Bölükbaşı | 9th 18th | 22 5 | 3rd (Motegi) 12th (Sugo) |
| 2024 | 10th | 17 | Juju Noda (#53) Nobuharu Matsushita (#55) | 21st 15th | 9 8 | 12th (Suzuka) 10th (Motegi) |
| Year | Team Standing | Team Points | Drivers | Driver Standings | Driver Points | Best Finish |
|---|---|---|---|---|---|---|
| 2025 | 11th (as of Nov 15) | 12 | Hibiki Taira (#29) Kazuto Kotaka (#28) Senna Nonaka | 19th 20th 22nd | 6 3 3 | 14th (Fuji) 16th (Autopolis) 18th (Suzuka) |