Winners of the Pole position for the Indianapolis 500-Mile Race. The pole position is the first starting position, and is held in high prestige at Indianapolis. Due to the nature of qualifying for the Indianapolis 500, the polesitter is currently determined eight days before the race (and in past years 15 day prior). Therefore, he/she receives considerable pre-race attention and accolades in the days leading up to the race. In most years, but not necessarily, the polesitter is the fastest car in the field.
Peak motor oil currently sponsors a $100,000 award given to the pole winner. Rick Mears holds the all-time record with six career pole positions.
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Since the first Indy 500 in 1911, all cars have been required to qualify for the race, based on speed. Since 1939, the pole position has been determined by 4-lap (10-mile) qualifying time trials. Each car takes to the track one at a time to establish a qualifying speed. This format differs from traditional road racing qualifying, where many cars might be on the track in an "open qualifying" session. From the onset, the theory was that the cars could perform their fastest alone on the track, without the challenge of others cars possibly blocking the way, or impeding their performance.
In most years since 1952, there have been four days of time trials scheduled. The fastest qualifier on the first day (or first complete round) of qualifying wins the pole position. If a driver records a speed faster than that of the pole position winner on a subsequent day (or subsequent round) he does not win the pole position, but instead lines up behind the previous day's qualifiers. Subsequent to 1914, the last year of qualifications not determining the starting grid order, 16 occasions have seen the pole position-winning entry not recording the fastest overall qualifying speed.
Ironically in modern times, cars can actually drive faster with other cars on the track due to drafting. Nearly every unofficial practice speed record has been achieved with the aid of a tow.
In 1911, the starting grid was determined by the order that entries were received by mail. To qualify for the race, entries had to average 75 miles per hour (121 km/h) along a one-mile (1.6 km) measured segment of the track. In 1912, all cars were required to complete one timed lap (2.5 miles) at a minimum speed, but the grid order was still determined by the order the entries were received. From 1913 to 1914, all cars completed one timed lap at a minimum speed. Overseas competitors voiced complaints about their entries arriving in the mail later than local entrants, and thus unfairly starting deep in the grid. A compromise was made such that the grid was determined by a blind draw a few days before the race.
Starting in 1915–1919, the grid order was set by one-lap qualifying speed. From 1920 to 1931, the grid was set using 4-lap (10-mile) qualifying runs. From 1932 to 1938, the grid was set using 10-lap (25-mile) qualifying runs. In 1939, they reverted back to four-lap runs, and that is still in use today.
Pole position qualifying, generally referred to as "Pole Day," is currently held on a Saturday the weekend before the day of the race. The actual Pole is determined by the fastest 9 cars in the qualifying round running a shootout later in the afternoon. Two days of qualifying are scheduled in total, the Saturday and Sunday before the race.
Springtime rain in the midwest is often a factor, and over the years, many days of qualifying have been delayed, ended early, or completely washed out due to rain. If pole day is rained out, it is moved to the next qualifying day scheduled. This happened most recently in 2006, when the first two days of qualifying were rained out. Pole position qualifying ended up being held on the third day, followed by what remained the fourth and final day.
After WWII, the Speedway management began to standardize the qualifying schedule. For a few years, six days (three weekends) of qualifying were held. Starting in 1952, it was reduced to four days (two weekends).
In 1974 only, as a gesture to the ongoing energy crisis, qualifying was reduced to two days – the Saturday two weeks before the race, and the Saturday one week before the race. Both of those two days were divided into two sessions (an "early" period and a "late" period) mimicking the traditional four 'days.' Rain hampered both days, however, and the "four periods" plan was rendered incomplete. The two-day schedule lasted only once year, and in 1975, the Speedway reverted back to four days.
Since the race itself was not fixed on the weekend until the early 1970s, it was common prior to then for the final weekend of time trials to occur only a couple days before the race itself (if Memorial Day fell on a weekday early in the week).
From 1998 to 2000, an experimental "two-week" schedule was adopted for the Indy 500. Time trials was reduced to only two days of qualifying, the Saturday & Sunday one weekend before the race. This was an effort to curtail costs, and maximize crowds. The middle two days of qualifying had long suffered from dwindling attendance, participation, and interest.
From 2001 to 2004, the schedule was changed to three days of qualifying, the Saturday and Sunday two weekends before the race, and the Sunday one week before the race. The additional day allowed make-up time in case of rain, and stretched the month back to the traditional three weekends.
Time trials reverted back to four days (two weekends). The procedure also changed (see 11/11/11 below).
The Speedway reinstated the two-week "compressed" schedule, similar to the plan used in 1998–2000. Time trials is scheduled for two days: the Saturday & Sunday one weekend before the race. The track opens for practice the weekend before time trials.
On a given day of qualifying, the track is open for qualifications from 11 a.m. (or 12 noon) to 6 p.m. local time. If there are no cars in line to make an attempt, the track is opened for general practice. Due to the lower temperatures and shadows along the track it is common for drivers to wait until late in the day to make their attempts. The car must be moving out of the pits before the 6 o'clock gun for the attempt to count.
During the USAC era, the traditional qualifying procedure was established, went largely unchanged, but was often complicated to the casual observer. The evening before pole day time trials, the entries participate in a blind draw to determined the qualifying order. Prior to the 1970s, the qualifying order was a first-come, first-served line in the garage area, and often was led to unfair situations and often heated exchanges. Pole day was considered the most important, popular, and busiest qualifying day, while the other three days scheduled for time trials were often leisurely and uneventful.
Cars take turns one at a time to post a four-lap qualifying time. Despite the popular commonplace of reporting qualifying speed, officially, the qualifying results are scored by elapsed time. Each car (not driver) was allowed three attempts to post a qualifying speed. If a driver/team was unsatisfied with their time, they could wave off the run at any time before completing the four laps. The yellow flag would be displayed, and one attempt would be charged.
If the qualifying run was completed, that time was "locked in", and no further attempts could be made with that car. If the team was unsatisfied with the time, the car had to be withdrawn, and could not be re-qualified. A back-up car would have to be used to re-attempt to qualify.
The fastest qualifier on pole day won the pole position. The pole day qualifiers were lined up by speed rank. There was no set number of qualifiers for pole day, and the total widely varied by year - ranging from as few as 11 (1987) to as many as 33 (1999) - for a number of factors (e.g., weather conditions, crashes, mechanical problems, injuries, or simply by choice). Cars that qualified on the second day lined up by speed behind the pole day qualifiers, followed by the third day qualifiers, and finally, the fourth day qualifiers, until the field filled to 33.
Once the field was filled to 33 cars, bumping would begin. The slowest car in the field, regardless of the day it was qualified, was "on the bubble." If a driver went out and qualified faster, the bubble car would be bumped, and the new qualifier would be added to the field. This procedure would be repeated until the track closed a 6 p.m. on the final day of qualifying. Bumped cars, however, could not be re-qualified. Drivers would have to secure a back-up car (assuming it had attempts left on it) in order to bump his way back into the field.
Starting 2005, although due to rain it was not observed fully until 2007, the qualifying procedure was altered. The 33-car field would be split into three parts.
This procedure is commonly referred to as "11/11/11" since eleven cars would qualify on each of the first three days. Speedway management had toyed with the idea going back as far as 1987, and seriously considered it around 1990. It was offered as an idea to generate excitement into the normally sparse second and third qualifying days. It was not adopted until 2005, and after mixed results, was scrapped after 2009.
The pole position will be decided under a new "shootout" format, loosely based on the qualifying format used during IndyCar Series road course events. Initial qualifying for the positions 1–24 will take place from 11:00 a.m. to 4:30 p.m. During the final 90 minutes, the top 9 cars (rows 1—3) will advance to a special session. The "Fast Nine" cars will erase their earlier times, and make up to two attempts apiece during the special session to determine who will win the pole position. Cash prizes for the front row have been increased from previous years: pole position ($175,000), second place ($75,000), and third place ($50,000). Participants will also be awards IndyCar Series points towards the championship based on their qualifying position. Points will be awarded based on a special descending scale for all starting positions, with the pole winner receiving 15 points, second place 13, and third place 12.[1][2]
Pole day (Saturday) will be limited to 24 cars qualifying during the "early" session. Bumping is scheduled to occur once the field is filled to 24 cars. Bumping will cease at 4:30 p.m., and the special pole session will begin. The remaining 9 positions will be available on Bump Day (Sunday). Once the field is filled to 33 cars, bumping will occur with the slowest car overall in the field on the bubble (sans the 'top 9').
Sixty-four drivers have qualified for the pole position, two less than the number of race winners.
| Year |
Driver |
Speed (mph) |
Speed (km/h) |
Notes |
|---|---|---|---|---|
| 1911 | Lewis Strang | No full lap | The grid was arranged by the order that entries were received via U.S. mail. | |
| 1912 | Gil Anderson | 80.93 | 130.24 | Single lap qualifying; David L. Bruce-Brown (88.45 mph – New track record) was the fastest qualifier. The grid was arranged by the order that entries were received via U.S. mail. |
| 1913 | Caleb Bragg | 87.34 | 140.56 | Single-lap; Jack Tower (88.23 mph) was the fastest qualifier. The grid was arranged by a pre-race blind draw. |
| 1914 | Jean Chassagne | 88.31 | 142.12 | Single-lap; Georges Boillot (99.86 mph – New track record) was the fastest qualifier. The grid was arranged by a pre-race blind draw. |
| 1915 | Howdy Wilcox | 98.80 | 159.00 | Single-lap |
| 1916 | Johnny Aitken | 96.69 | 155.61 | Single-lap |
| 1919 | René Thomas | 104.78 | 168.63 | New track record; single-lap |
| 1920 | † Ralph DePalma | 99.15 | 159.57 | |
| 1921 | † Ralph DePalma | 100.75 | 162.14 | |
| 1922 | Jimmy Murphy | 100.50 | 161.74 | |
| 1923 | Tommy Milton | 108.17 | 174.08 | New track record |
| 1924 | Jimmy Murphy | 108.037 | 173.869 | |
| 1925 | Leon Duray | 113.196 | 182.171 | New track record |
| 1926 | Earl Cooper | 111.735 | 179.820 | |
| 1927 | Frank Lockhart | 120.100 | 193.282 | New track record |
| 1928 | Leon Duray | 122.391 | 196.969 | New track record |
| 1929 | Cliff Woodbury | 120.599 | 194.085 | |
| 1930 | Billy Arnold | 113.268 | 182.287 | |
| 1931 | Russ Snowberger | 112.796 | 181.528 | Billy Arnold initially sat on the pole, but was disqualified for having his brakes disconnected. Later on, Arnold qualified at 116.080 mph and was the fastest qualifier (started 18th). |
| 1932 | Lou Moore | 117.363 | 188.877 | Ten-lap average |
| 1933 | Bill Cummings | 118.530 | 190.756 | Ten-lap average |
| 1934 | Kelly Petillo | 119.329 | 192.041 | Ten-lap average |
| 1935 | Rex Mays | 120.736 | 194.306 | Ten-lap average; Billy Arnold (121.687 mph) qualified for the pole, but was disqualified for using 5/8 pint too much fuel. Mays was elevated to the pole. |
| 1936 | Rex Mays | 119.644 | 192.548 | Ten-lap average |
| 1937 | Bill Cummings | 123.343 | 198.501 | New track record; ten-lap average; Jimmy Snyder (125.287 mph – New track record) was the fastest qualifier, and started 19th |
| 1938 | Floyd Roberts | 125.681 | 202.264 | New track record; ten-lap average; Ronney Householder (125.769 mph – New track record) was the fastest qualifier, and started 10th |
| 1939 | Jimmy Snyder | 130.138 | 209.437 | New track record |
| 1940 | Rex Mays | 127.850 | 205.755 | |
| 1941 | Mauri Rose | 128.691 | 207.108 | |
| 1946 | Cliff Bergere | 126.471 | 203.535 | Ralph Hepburn (133.944 mph – New track record) was the fastest qualifier, and started 19th. |
| 1947 | Ted Horn | 126.564 | 203.685 | Bill Holland (128.755 mph) was the fastest qualifier, and started 8th |
| 1948 | Rex Mays | 130.577 | 210.143 | Duke Nalon (131.603 mph) was the fastest qualifier, and started 11th |
| 1949 | Duke Nalon | 132.939 | 213.945 | |
| 1950 | Walt Faulkner | 134.343 | 216.204 | New track record |
| 1951 | Duke Nalon | 136.498 | 219.672 | New track record; on the second weekend of time trials, Walt Faulkner (136.872 mph) broke Nalon's one-week-old track record, and became the fastest qualfier. He started 14th. |
| 1952 | Fred Agabashian | 138.010 | 222.106 | New track record; on the second weekend of time trials, Chet Miller (139.034 mph) broke Agabashian's one-week-old track record, and became the fastest qualfier. He started 27th. |
| 1953 | Bill Vukovich | 138.392 | 222.720 | Final 3/4 of final lap completed amid downpour |
| 1954 | Jack McGrath | 141.033 | 226.791 | New track record |
| 1955 | Jerry Hoyt | 140.045 | 225.381 | Jack McGrath (142.580 mph) was the fastest qualifier, and started 3rd. Most cars stayed off the track on pole day due to gusting winds, and threatening rain. Near the end of the day, two cars completed attempts and took the top two spots. Hoyt's pole-winning speed was only the 8th-fastest overall in the field, the record slowest ranked pole speed. |
| 1956 | Pat Flaherty | 145.596 | 234.314 | New track record |
| 1957 | Pat O'Connor | 143.948 | 231.662 | Paul Russo (144.817 mph) was the fastest qualifier, and started 10th |
| 1958 | Dick Rathmann | 145.974 | 234.922 | New track record |
| 1959 | Johnny Thomson | 145.908 | 234.816 | |
| 1960 | Eddie Sachs | 146.592 | 235.917 | New track record; On the second weekend of time trials, Jim Hurtubise (149.601 mph) broke Sachs' one-week-old track record, and became the fastest overall qualifer. He would start 23rd. |
| 1961 | Eddie Sachs | 147.481 | 237.348 | |
| 1962 | Parnelli Jones | 150.370 | 241.997 | New track record |
| 1963 | Parnelli Jones | 151.153 | 243.257 | New track record |
| 1964 | Jim Clark | 158.828 | 255.609 | New track record |
| 1965 | A.J. Foyt | 161.233 | 259.479 | New track record |
| 1966 | † Mario Andretti | 165.899 | 266.989 | New track record |
| 1967 | † Mario Andretti | 168.982 | 271.950 | New track record |
| 1968 | Joe Leonard | 171.559 | 276.097 | New track record |
| 1969 | A.J. Foyt | 170.568 | 274.503 | |
| 1970 | Al Unser | 170.221 | 273.944 | |
| 1971 | Peter Revson | 178.696 | 287.583 | New track record |
| 1972 | Bobby Unser | 195.940 | 315.335 | New track record. Bolt-on wings were allowed for the first time, resulting in the largest one-year track record increase |
| 1973 | Johnny Rutherford | 198.413 | 319.315 | New track record; Rutherford's third lap of 199.071 mph was a single-lap track record, and just 0.21 seconds shy of the elusive 200 mph barrier. |
| 1974 | A.J. Foyt | 191.632 | 308.402 | Pop-off valves were fitted to the turbochargers, limiting boost to 80 inHG, effectively slowing speeds |
| 1975 | A.J. Foyt | 193.976 | 312.174 | |
| 1976 | Johnny Rutherford | 188.957 | 304.097 | Mario Andretti (189.404 mph) who qualified on the second weekend of time trials, was the fastest overall qualifier, and started 19th. |
| 1977 | Tom Sneva | 198.884 | 320.073 | New track record; entire track resurfaced in asphalt prior to the race; Sneva's first two laps of 200.401 and 200.535 marked the first-ever official laps over 200 mph (320 km/h) at Indianapolis. |
| 1978 | Tom Sneva | 202.156 | 325.339 | New track record |
| 1979 | Rick Mears | 193.736 | 311.788 | Pop-off valves limiting boost to 50 inHG |
| 1980 | Johnny Rutherford | 192.256 | 309.406 | Pop-off valves limiting boost to 48 inHG |
| 1981 | Bobby Unser | 200.546 | 322.748 | Rain stretched the pole qualifying round over three days. After the initial qualifying line was passed through, Unser was awarded the pole. Moments later, Tom Sneva (200.691 mph) became the overall fastest qualifier, but since he was officially a "third day" qualifier, started 20th. |
| 1982 | Rick Mears | 207.004 | 333.141 | New track record |
| 1983 | Teo Fabi | 207.395 | 333.770 | New track record; Pop-off valves limiting boost to 47 inHG. The first weekend of time trials was rained out, and pole qualifying was held on the third day of time trials. |
| 1984 | Tom Sneva | 210.029 | 338.009 | New track record |
| 1985 | Pancho Carter | 212.583 | 342.119 | New track record |
| 1986 | Rick Mears | 216.828 | 348.951 | New track record |
| 1987 | † Mario Andretti | 215.390 | 346.637 | Radial tires introduced. Many teams stayed off the track due to windy conditions and handling problems, and only 11 cars qualified on pole day. |
| 1988 | Rick Mears | 219.198 | 352.765 | New track record; Pop-off valves limiting boost to 45 inHG |
| 1989 | Rick Mears | 223.885 | 360.308 | New track record; entire track resurfaced in asphalt prior to the race. Pole day (Sat.) was rained out, and pole qualifying was held on Sunday, the second day of time trials. |
| 1990 | Emerson Fittipaldi | 225.301 | 362.587 | New track record. Pole day was rained out on Saturday, and was pushed to Sunday. The qualifying line was not completed before the end of the day, and the conclusion of pole qualifying was extended to the third day of qualifying (Sat.) |
| 1991 | Rick Mears | 224.113 | 360.675 | Gary Bettenhausen (224.468 mph) who qualified on the second day, was the overall fastest qualifier, and started 13th |
| 1992 | Roberto Guerrero | 232.482 | 374.144 | New track record |
| 1993 | Arie Luyendyk | 223.967 | 360.440 | |
| 1994 | Al Unser, Jr. | 228.011 | 366.948 | |
| 1995 | Scott Brayton | 231.604 | 372.731 | |
| 1996 | Tony Stewart* | 233.100 | 375.138 | New track record; entire track resurfaced in asphalt prior to the race; Arie Luyendyk (236.986 mph) who was a second day qualifier, was the fastest qualifier, and started 20th. He set the current an all-time 1-lap track record (237.498 mph) and 4-lap track record. |
| 1997 | Arie Luyendyk | 218.263 | 351.260 | Turbochargers banned, rules changed to 4.0L normally aspirated engines |
| 1998 | Billy Boat | 223.503 | 359.693 | |
| 1999 | Arie Luyendyk | 225.179 | 362.390 | |
| 2000 | Greg Ray | 223.471 | 359.642 | rules changed to 3.5L normally aspirated engines |
| 2001 | Scott Sharp | 226.037 | 363.771 | |
| 2002 | Bruno Junqueira | 231.342 | 372.309 | |
| 2003 | Hélio Castroneves | 231.725 | 372.925 | |
| 2004 | Buddy Rice | 222.024 | 357.313 | rules changed to 3.0L normally aspirated engines |
| 2005 | Tony Kanaan | 227.566 | 366.232 | Kenny Bräck (227.598 mph) was the overall fastest qualifier, and started 23rd; Entire track resurfaced in asphalt prior to the race |
| 2006 | Sam Hornish, Jr. | 228.985 | 368.516 | |
| 2007 | Hélio Castroneves | 225.817 | 363.417 | rules changed to ethanol-fueled 3.5L normally aspirated engines |
| 2008 | Scott Dixon | 226.366 | 364.301 | |
| 2009 | Hélio Castroneves | 224.864 | 361.880 | |
| 2010 | Hélio Castroneves | 227.970 | 367.809 | Pole position determined by the Fast Nine "Shootout" session |
| 2011 | Alex Tagliani | 227.472 | 366.080 | Pole position determined by the Fast Nine "Shootout" session |
Notes
Seventeen drivers have qualified for the pole position more than once, accounting for 48 pole positions out of 94 races, 51.06%.
| Poles | Driver | Years | Notes |
|---|---|---|---|
| 6 | Rick Mears | 1979, 1982, 1986, 1988, 1989, 1991 | First five- and six-time pole position qualifier; second-fastest qualifier, 1991 |
| 4 | Rex Mays | 1935, 1936, 1940, 1948 | First three- and four-time pole position qualifier; second-fastest qualifier, 1948 |
| A.J. Foyt | 1965, 1969, 1974, 1975 | ||
| Hélio Castroneves | 2003, 2007, 2009, 2010 | ||
| 3 | † Mario Andretti | 1966, 1967, 1987 | Fastest qualifier, 1976 |
| Johnny Rutherford | 1973, 1976, 1980 | Second-fastest qualifier, 1976 | |
| Tom Sneva | 1977, 1978, 1984 | Fastest qualifier, 1981 | |
| Arie Luyendyk | 1993, 1997, 1999 | Fastest qualifier, 1996 | |
| 2 | † Ralph DePalma | 1920, 1921 | First two-time pole position qualifier; first consecutive pole position qualifier |
| Jimmy Murphy | 1922, 1924 | ||
| Leon Duray | 1925, 1928 | ||
| Bill Cummings | 1933, 1937 | Second-fastest qualifier, 1937 | |
| Duke Nalon | 1949, 1951 | Second-fastest qualifier, 1951 | |
| Eddie Sachs | 1960, 1961 | Second-fastest qualifier, 1960 | |
| Parnelli Jones | 1962, 1963 | ||
| Bobby Unser | 1972, 1981 | Second-fastest qualifier, 1981 | |
| Scott Brayton | 1995, 1996* | Qualified for pole position, and second-fastest qualifier, 1996 |
Notes
Qualification for the pole-position in consecutive races has been accomplished nine times; start from the pole position has occurred eight times. No driver has qualified for three consecutive pole positions.
| Poles | Driver | Years | Notes |
|---|---|---|---|
| 2 | † Ralph DePalma | 1920–1921 | |
| Rex Mays | 1935–1936 | ||
| Eddie Sachs | 1960–1961 | Second-fastest qualifier, 1960 | |
| Parnelli Jones | 1962–1963 | ||
| † Mario Andretti | 1966–1967 | ||
| A.J. Foyt | 1974–1975 | ||
| Tom Sneva | 1977–1978 | Started from second position, 1979, closest attempt to three consecutive to date | |
| Rick Mears | 1988–1989 | ||
| Scott Brayton | 1995–1996* | Qualified for the pole position, 1996, but was killed in a practice session accident nine days before the race in a backup car; Tony Stewart, the second qualifier, moved onto the pole position Brayton's stead; Danny Ongais started the pole-winning car from the final starting position | |
| Hélio Castroneves | 2009–2010 |
Eighteen drivers have won the Indianapolis 500-Mile Race from the pole position in twenty-one out of ninety-three races, 22.58%. Two consecutive wins from the pole position has occurred twice, in years 1922–1923 and 2008–2009, and three consecutive wins once, in years 1979–1981.
| Wins | Driver | Years | Notes |
|---|---|---|---|
| 3 | Rick Mears | 1979, 1988, 1991 | First three-time winner from the pole position; accounts for three of Mears' four career wins. |
| 2 | Johnny Rutherford | 1976, 1980 | First multiple-winner from the pole position. Accounts for two of Rutherford's three career victories. |
| 1 | Jimmy Murphy | 1922 | First winner from the pole position |
| Tommy Milton | 1923 | First year with consecutive wins from the pole position; accounts for one of Milton's two career victories. | |
| Billy Arnold | 1930 | Led final 198 laps of race, most ever by pole-sitter or race winner | |
| Floyd Roberts | 1938 | ||
| Mauri Rose* | 1941* | * Started from pole position in separate entry than that co-driven to victory, only such occurrence to date | |
| Bill Vukovich | 1953 | Accounts for one of Vukovich's two career victories | |
| Pat Flaherty | 1956 | ||
| Parnelli Jones | 1963 | ||
| Al Unser | 1970 | Accounts for one of Unser's four career victories | |
| Bobby Unser | 1981 | First year with three consecutive wins from the pole position; accounts for one of Unser's three career victories | |
| Al Unser, Jr. | 1994 | Accounts for one of Unser's two career victories | |
| Arie Luyendyk | 1997 | Accounts for one of Luyendyk's two career victories | |
| Buddy Rice | 2004 | ||
| Sam Hornish, Jr. | 2006 | ||
| Scott Dixon | 2008 | ||
| Hélio Castroneves | 2009 | Accounts for one of Castroneves' three career victories |
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