Honda, the parent company of Super Aguri had relied on the expertise of a third party to develop the RA106 chassis, and their claim was that as a result the intellectual property did not belong to the Honda Racing team. The rule in question by supporting and opposing parties was Schedule 3: A constructor is a person (including any incorporated or unincorporated body) who owns the intellectual property rights to the rolling chassis it currently races, and does not incorporate in such chassis any part designed or manufactured by any other constructor of F1 racing cars except for standard items of safety equipment, providing that nothing in the Schedule 3 shall prevent the use of an engine or gearbox manufactured by a person other than the constructor of the chassis.
The car that Super Aguri entered in the 2007 season, the SA07, was in fact a re-badged RA106 chassis from the year before, but as Honda and Aguri both claimed it was not the intellectual property of Honda, but of a third party.
While the solution was short term one, this decision to become competitive and break out of their designation as Honda’s B team was indeed one of the key strikes that cost Super Aguri their future. Had Super Aguri decided to develop their own car instead of relying on a loophole that teams were challenging left and right, then the little squad may have been on the track.
As the 2007 season drew to a close the rules were being re-written once again; any teams entering the 2009 championship would have to be built and designed by the team and no third party designs would be permitted. While these rules were set to apply to the 2009 entries and a full season lay ahead before their implementation, one does not design a car overnight, and if no funding does exist than one can not start the process.
The financing and sponsorship were not enough to keep the team afloat, and Aguri Suzuki decided in favour of euthanasia than prolonged suffering. As the F1 fraternity looks ahead to the future some pose the question if Honda did enough for the team, and if all this could have been avoided.
Month ago, when Williams first signed the engine deal with Toyota, a story was printed in the F1 Racing magazine that Toyota is planning to rebadge the engines sold to Williams to carry the name of Lexus. The rumour has seemingly died, but it brings on a curious question. If Honda and Toyota are in direct competition with each other on track and off then why would Honda not choose to promote an alternative brand from their automobile manufacturing umbrella?
When the US Grand Prix was terminated one of the biggest losses was cited as a loss of advertisement in one of the largest markets for automobile sales. Regardless of that decision American fans flock to their televisions and across the border to Canada to watch the sport. Would it not have been in Honda’s best interest to promote a luxury brand from their line of cars?
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