New Bridgestone Driver Introduction
"I want to experience the sense of accomplishment from victory, even amidst sleepless tension."
Ren Sato, Driver (ARTA MUGEN CIVIC TYPE R-GT #16/Bridgestone)
Ren Sato, returning to his former team ARTA where he competed in 2021 under GT300, is making his GT500 debut alongside Hiroki Otsu. With the new CIVIC TYPE R-GT, Sato shared his insights and enthusiasm for the upcoming season.
Machine: #16 ARTA MUGEN CIVIC TYPE R-GT #16
Class: GT500
Driver:
Hiroki Otsu
Ren Sato
Renn Sato (hereinafter, Sato):
I’m quickly adjusting to the team, thanks to my previous experience working with Aguri Suzuki’s team and with Mugen in Super Formula. My partner, Otsu, was also a mentor during my school days. Although I still have a lot to learn in GT500, I’m absorbing a great deal. With the new CIVIC TYPE R-GT car this year, I feel well-prepared for the season opener.
Sato:
They’re entirely different. GT500 cars exhibit formula-like behaviour but also have the responsiveness of touring cars, which makes them challenging to master. It took me some time to adapt.
Sato: I’ve used Dunlop, Yokohama, and Bridgestone in the All Japan Kart Championship’s OK division. Each brand has its unique characteristics, and this is true in SUPER GT as well. Bridgestone has always impressed me with its race performance and consistency. Even in GT500, the ability to maintain consistent lap times with such a heavy car is remarkable.
Sato:
Yes, since racing cars are typically rear-wheel drive, rear tyre wear can be severe. As a driver, I think it's crucial to manage this with careful throttle work. I've been good at preserving rear tyres since my karting days, so I'm confident about that aspect going into the season. One concern is that in SUPER GT, there are mixed classes, so managing the interaction with GT300 cars might be a challenge.
Sato:
It's simple. When you press the accelerator while there's lateral load on the tyres, wear increases. So, it's about making sure the tyres are used vertically. That's really all there is to it.
Sato:
Wheel spin is the worst. It all comes down to how well a driver's right foot—essentially their traction control—is managed. Initially, when I moved up to four-wheel racing, I struggled because I wasn’t using lateral grip to its full potential. But I've since improved and can now balance both types of grip. This applies to all tyre manufacturers: if you cause wheel spin, the surface temperature of the tyres rises, and once that happens, it’s hard to bring it back down. So, it’s essential to avoid raising the surface temperature, as well as preventing wear.
Sato:
In qualifying, you use the same tyres for Q1 and Q2, so you must consider how much tyre life you can save for Q2 during your Q1 attack. I'm also quite good at attacking on used tyres, so the change in the qualifying format isn’t a disadvantage for me. In the race, the biggest challenge will be how to climb up the order while navigating the GT300 traffic. I plan to approach this carefully, learning as I go.
Being gentle on tyres expands strategic options. As a team, this is the first year with the CIVIC TYPE R-GT, so there are still many areas we need to develop. I hope to provide feedback and contribute to the team’s progress as quickly as possible. I aim to secure a win early and then fight the season consistently without missing any opportunities. Even Bridgestone is supporting the team by developing new wet tyre patterns, and I look forward to challenging ourselves together through various tests. During race weeks, I get so nervous that I can't sleep, but that’s how much I immerse myself in racing. If racing were taken away from me, I’d feel like my soul had been removed. However, the sense of fulfilment and achievement from winning under such intense pressure is tremendous. I race to experience that euphoria—it’s not an exaggeration to say that.
