List of Indianapolis 500 pole-sitters
|
| |
| Award details | |
|---|---|
| Sport | Indy Car Racing |
| Competition | Indianapolis 500 |
| Discipline | Verizon IndyCar Series |
| Given for | Pole Position for the Indianapolis 500 |
| English name | Verizon P1 Award |
| History | |
| First award | 1911 |
| Editions | 98 |
| First winner |
 Lewis Strang |
| Most wins |
Rick Mears (6) |
| Most recent |
Ed Carpenter |
Winners of the Pole position for the Indianapolis 500. The pole position is the first starting position on the grid, situated on the inside of the front row, and is held in high prestige at Indianapolis. Due to the nature of qualifying for the Indianapolis 500, the pole-sitter is currently determined seven days before the race (and in past years as many as 15 days prior). As a result, the pole-winning driver and team receives considerable pre-race attention and accolades in the days leading up to the race. In most circumstances, but not necessarily, the pole-sitter is the fastest car in the field.
Verizon currently sponsors a $100,000 award given to the pole winner. Rick Mears holds the all-time record with six career pole positions. Ten drivers have won the pole position in two consecutive years, but no driver has ever won three years in a row. The Indianapolis 500 has been won from the pole position a total of twenty times (out of 98).
Background
Since the first Indianapolis 500 in 1911, all cars have been required to undergo a speed time trial qualification run in order to be allowed to race. Since 1939, the starting grid (including the "pole position") has been determined utilizing four-lap (10-mile) qualification runs. Each qualification run is performed with no other cars on the track. This format differs from traditional road racing qualifying, in which multiple cars are on the track simultaneously in an "open qualifying" session. It also differs from most other oval races in which qualifying speed is based on a single "hot" lap. The theory is that each car could give its best performance if there were no other vehicles on the track to impede them.
Ironically in modern times, cars can actually run faster with other cars on the track due to drafting. Nearly every unofficial practice speed record has been achieved by exploiting another car's slipstream, referred to colloquially as receiving a "tow.". Starting roughly around the 1960s, electric eyes and radar guns were used to measure trap speeds at select locations, namely at the end of the long straightaways, in an effort to determine the cars' top speeds. Since the early 1990s, sophisticated electronic scoring devices have been installed at the track and inside the cars to measure additional trap speeds (straightaways, turns, etc.). However, the official scoring only reflects the time and speed at the start/finish line. All other measurements are unofficial.
Early years
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 quarter-mile 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 and 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. Though multiple days were allotted for qualifying, drivers were known to wait until the "last minute" to qualify. The Speedway reacted by setting up a slightly retooled format in 1916 such that the first day qualifiers lined up first in the grid by speed. The second day qualifiers would line up behind the first day qualifiers, and so on, regardless if drivers on subsequent days were faster than the first day qualifiers. This encouraged drivers to qualify earlier rather than "last minute." This general grid alignment rule was used through the 2000s, and (excluding 1911-1914), sixteen times the pole winner was not the overall fastest car in the field.
From 1920 to 1931, the grid was set using four-lap (10-mile) qualifying runs. From 1932 to 1938, the grid was set using ten-lap (25-mile) qualifying runs. In 1939, they reverted to four-lap runs, and that is still in use today.
Nostalgia
The term "pole position" is believed to have derived from horse racing. Despite some common misconception, is not so named from the iconic pylon "pole" scoring tower at the track.
The pole position traditionally (and weather permitting) has been determined on the first day of time trials, nicknamed "Pole Day." The final day of time trials has been nicknamed "Bump Day" or "Bubble Day." When the field is filled to 33 cars, the slowest car in the field is said to be "on the bubble." Additional drivers may attempt to qualify faster and bump their way into the field. The driver is said to have 'bust the other driver's bubble.' Since 2014, the use of these two terms has diminished somewhat due to a retooled qualifying format (see below).
Schedule
Pole position qualifying, generally referred to as "Pole Day," is currently held the weekend prior to the race. Two days of qualifying are scheduled in total, the Saturday and Sunday before the race. Since 2010, the pole winner has been determined by a special "shootout" session amongst the nine fastest qualifiers.
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.
In the years when there were four days of time trials, if the second or third day of qualifying were to be rained out, neither would be made up (for example, this happened in 1980). If the final day of time trials ("Bump Day") was rained out, it would not be made up if the field had already filled to 33 cars (for example, this happened in 1984). If Bump Day were to be rained out, and the field was not filled to 33 cars yet, a special session would be held Monday (to date, this has occurred only once, in 1968).
1952–1997
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). The pole position would be settled on the first day, now nicknamed "Pole Day." In addition, the closing time for the track was eventually set at 6:00 p.m. local time. In previous decades, the track generally closed at sundown.
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 one year, and in 1975, the Speedway reverted to four days.
Since the race itself was not fixed on the weekend until the early 1970s, it was not uncommon 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).
1998–2000
From 1998 to 2000, an experimental two-week "compressed" 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. "Pole day" would be held Saturday, and "Bump day" would be held Sunday. This was an effort to reduce costs, and maximize crowds. The middle two days of qualifying had long suffered from dwindling attendance, participation, and interest.
2001–2004
From 2001 to 2004, the schedule was expanded 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.
The Saturday immediately before Bump Day was reverted to a regular practice day, and a for a short time, the Freedom 100 was scheduled for that afternoon. The arrangement received mixed reviews, and was eventually scrapped.
2005–2009
Time trials reverted to four days (two weekends). The procedure also changed (see 11/11/11 below). The Freedom 100, which was on the second Saturday, was moved permanently to Carb Day later in the month.
2010–2015
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. From 2010-2013, "Pole Day" is held Saturday, and "Bump Day" is held Sunday. The track opens for practice the weekend before time trials.
Starting in 2014, the two-day qualifying schedule was kept intact, but the procedure was changed such that the pole position winner is not actually determined until Sunday.
Qualifying procedure
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. The busiest periods of qualifying, due to ambient and track temperatures, are the first hour and the final hour. 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.
Each driver is allowed two warm-up laps before taking the green flag to start the run. Prior to WWII, it is believed that drivers were allowed an unlimited number of warm up laps, and could start their run at any time they deemed themselves ready. From 1946 through 1981, drivers were allowed three warm up laps. In 1982, it was reduced to two,[1] however, officials can allow three once again if they determine that the temperatures are too low, and three laps are needed to gain the necessary tire temperatures.
As the driver is coming around to start the qualifying attempt, a crew member(s) is stationed at the head of the mainstretch and waves a green flag to signify they want to start the run. If he waves a yellow flag, or waves no flag, the run does not start, and an attempt is not counted. At any time prior to completing the four-lap run, the crew can "wave off" the run by holding up the yellow flag. Likewise the driver can pull off the track at any time to abort the run. Prior to 1974, the decision to start the run was made by the driver, who would signal the officials by raising his hand in the air.[2]
Procedure (through 2004)
During the USAC era, the traditional qualifying procedure went largely unchanged although it may appear complicated to the casual observer. The evening before pole day time trials, a blind draw is used to establish the qualifying order. Before the 1970s, the qualifying order was a "first-come, first-served" line-up, queued down the pit lane and usually stretching into the garage area. The unorganized scramble to roll the cars into a queue often led to heated exchanges, collisions, and unfair situations. Pole day was considered the most significant, popular, and busiest of the speed trial period, while the other three days were more often leisurely and sometimes uneventful.
One at a time, cars ran a four-lap qualifying attempt to post qualifying speed. Despite the popular commonplace of reporting qualifying speed, officially, the qualifying results are scored by elapsed time. Each car had three attempts to post a qualifying time and whenever the four laps were completed the time was "locked in". During the run, if a driver/team felt their speed was not to their satisfaction, they could wave off that run at any time before completing the fourth lap. The wave off was accomplished either by the driver pulling into the pits, or by a crew member waving a yellow flag, and one attempt would be charged to the car. Each car was allowed three total attempts.
Once the run was completed, the qualifying time was locked-in. If the team decided the locked-in time was insufficient, the car would have to be withdrawn, and could not be re-qualified. Another car would have to be used to make a new attempt. In most cases, teams usually would wait until their car was bumped rather than preemptively withdrawing, as the risk-reward was usually considered high.
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 in 1987 to as many as 33 in 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. This grid arrangement (based on speed rank on each day) usually dictated that the entire grid would not be arranged by speed from top-to-bottom in exact order. In fact, only one time during this period (1969), did the grid happen to be aligned exactly by speed from 1st-33rd.
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. A bumped driver 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.
11/11/11 (2005–2009)
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.
- On the first day of qualifying (pole day)- positions 1–11 would be filled; bumping amongst those 11 cars would occur
- On the second day of qualifying- positions 12–22 would be filled; bumping amongst those 11 cars would occur
- On the third day of qualifying- positions 23–33 would be filled; bumping amongst those 11 cars would occur
- On the fourth day of qualifying (bump day)- bumping begins immediately as the slowest car overall is "on the bubble," in danger of being bumped out by the next qualifier; all cars behind those bumped out are immediately slotted up one position regardless of their day of qualification, but no fourth-day qualifier is slotted ahead of first-, second- or third-day qualifiers still remaining in the field.
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.
24/9 with Fast Nine Shootout (2010–2013)
A new format was introduced, adding an element similar to "knockout qualifying" systems used in World Superbike, Formula One, as well as IndyCar road course races. Cash prizes for the front row were increased, and championship points were now awarded for Indianapolis 500 qualifying results for all positions.[3][4]
- Pole Day (Saturday) opens at 11:00 am. All cars are permitted to make up to three attempts, time permitting, until the session closes at 4:00 pm. A total of 24 positions are available to fill, and bumping begins as soon as the field fills to 24 cars.
- At 4:00 pm, positions 10-24 are locked in for the day. Positions 1-9 advance to the Fast Nine Shootout.
- At 4:30 pm, the Fast Nine Shootout begins, and runs until 6:00 pm. Each of the nine cars has their afternoon times erased, and now re-qualifies to determine the pole position as well as positions 2-9. Each car is allowed up to three attempts during the shootout, time permitting.
- On Bump Day (Sunday), the remaining positions 25-33 were open for any remaining entries. Bumping begins as soon as the field fills to 33 cars. The slowest car in the field, regardless of the day the car qualified, is on the bubble. Fast Nine Competitors from Saturday, however, were protected, and could not be bumped.
On two occasions, (2011 and 2013), rain delayed the start of the shootout session. In each of those cases, the nine participants were allowed only one attempt during the shootout session.
Two-day format (2014-2015)
A new qualifying format was introduced for 2014. Qualifying will be held over two days (Saturday-Sunday), with the pole position winner not determined until the second day. The qualifying procedure will be as follows:
- On the first day of time trials (Saturday), all cars entered will make an attempt to qualify. Qualifying will be scheduled from 11:00 am to 5:50 pm. The fastest 33 cars will be locked into the starting field. Starting positions, however, will not be assigned. The top nine cars from Saturday will qualify for Fast Nine Shootout.
- On the second day of time trials (Sunday), the cars that posted times from 10th-33rd will each make a qualifying attempt, beginning at 10:15 am. Saturday times will be erased, and the Sunday times will determine the starting lineup.
- At 2 pm, the top nine cars from Saturday will participate in the Fast Nine Shootout to determined the pole position as well as starting positions 2-9.
Indianapolis 500 pole-sitters
Sixty-five drivers have qualified for the pole position, one less than the number of race winners.
| Year |
Country |
Driver |
Speed (mph) |
Speed (km/h) |
Finish Order |
Notes |
|---|---|---|---|---|---|---|
| 1911 | |
Lewis Strang | No full lap | 29 | The grid was arranged by the order that entries were received via U.S. mail. | |
| 1912 |  |
Gil Anderson | 80.93 | 130.24 | 16 | 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 | 15 | 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 | 29 | 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 | 7 | Single-lap |
| 1916 | |
Johnny Aitken | 96.69 | 155.61 | 15 | Single-lap |
| 1919 | |
René Thomas | 104.78 | 168.63 | 11 | New track record; single-lap |
| 1920 | |
Ralph DePalma† | 99.15 | 159.57 | 5 | |
| 1921 | |
Ralph DePalma† | 100.75 | 162.14 | 12 | |
| 1922 | |
Jimmy Murphy | 100.50 | 161.74 | 1 | |
| 1923 | |
Tommy Milton | 108.17 | 174.08 | 1 | New track record |
| 1924 | |
Jimmy Murphy | 108.037 | 173.869 | 3 | |
| 1925 | |
Leon Duray | 113.196 | 182.171 | 6 | New track record |
| 1926 | |
Earl Cooper | 111.735 | 179.820 | 16 | |
| 1927 | |
Frank Lockhart | 120.100 | 193.282 | 18 | New track record |
| 1928 | |
Leon Duray | 122.391 | 196.969 | 19 | New track record |
| 1929 | |
Cliff Woodbury | 120.599 | 194.085 | 33 | |
| 1930 | |
Billy Arnold | 113.268 | 182.287 | 1 | |
| 1931 | |
Russ Snowberger | 112.796 | 181.528 | 5 | 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 | 25 | |
| 1933 | |
Bill Cummings | 118.530 | 190.756 | 25 | Ten-lap average |
| 1934 | |
Kelly Petillo | 119.329 | 192.041 | 11 | Ten-lap average |
| 1935 | |
Rex Mays | 120.736 | 194.306 | 17 | 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 | 15 | Ten-lap average |
| 1937 | |
Bill Cummings | 123.343 | 198.501 | 6 | 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 | 1 | 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 | 2 | New track record |
| 1940 | |
Rex Mays | 127.850 | 205.755 | 2 | |
| 1941 | |
Mauri Rose | 128.691 | 207.108 | 26 | |
| 1946 | |
Cliff Bergere | 126.471 | 203.535 | 16 | Ralph Hepburn (133.944 mph – New track record) was the fastest qualifier, and started 19th. |
| 1947 | |
Ted Horn | 126.564 | 203.685 | 3 | Bill Holland (128.755 mph) was the fastest qualifier, and started 8th |
| 1948 | |
Rex Mays | 130.577 | 210.143 | 19 | Duke Nalon (131.603 mph) was the fastest qualifier, and started 11th |
| 1949 | |
Duke Nalon | 132.939 | 213.945 | 29 | |
| 1950 | |
Walt Faulkner | 134.343 | 216.204 | 7 | New track record |
| 1951 | |
Duke Nalon | 136.498 | 219.672 | 10 | 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 | 27 | 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 | 1 | Final 3/4 of final lap completed amid downpour |
| 1954 | |
Jack McGrath | 141.033 | 226.791 | 3 | New track record |
| 1955 | |
Jerry Hoyt | 140.045 | 225.381 | 31 | 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 | 1 | New track record |
| 1957 | |
Pat O'Connor | 143.948 | 231.662 | 8 | Paul Russo (144.817 mph) was the fastest qualifier, and started 10th |
| 1958 | |
Dick Rathmann | 145.974 | 234.922 | 27 | New track record |
| 1959 | |
Johnny Thomson | 145.908 | 234.816 | 3 | |
| 1960 | |
Eddie Sachs | 146.592 | 235.917 | 21 | 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 qualifier. He would start 23rd. |
| 1961 | |
Eddie Sachs | 147.481 | 237.348 | 2 | |
| 1962 | |
Parnelli Jones | 150.370 | 241.997 | 7 | New track record |
| 1963 | |
Parnelli Jones | 151.153 | 243.257 | 1 | New track record |
| 1964 |  |
Jim Clark | 158.828 | 255.609 | 24 | New track record |
| 1965 | |
A.J. Foyt | 161.233 | 259.479 | 15 | New track record |
| 1966 | |
Mario Andretti† | 165.899 | 266.989 | 18 | New track record |
| 1967 | |
Mario Andretti† | 168.982 | 271.950 | 30 | New track record |
| 1968 | |
Joe Leonard | 171.559 | 276.097 | 12 | New track record |
| 1969 | |
A.J. Foyt | 170.568 | 274.503 | 8 | |
| 1970 | |
Al Unser | 170.221 | 273.944 | 1 | |
| 1971 | |
Peter Revson | 178.696 | 287.583 | 2 | New track record |
| 1972 | |
Bobby Unser | 195.940 | 315.335 | 30 | 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 | 9 | 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 | 15 | Pop-off valves were fitted to the turbochargers, limiting boost to 80 inHG, effectively slowing speeds |
| 1975 | |
A.J. Foyt | 193.976 | 312.174 | 3 | |
| 1976 | |
Johnny Rutherford | 188.957 | 304.097 | 1 | 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 | 2 | 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 | 2 | New track record |
| 1979 | |
Rick Mears | 193.736 | 311.788 | 1 | Pop-off valves limiting boost to 50 inHG |
| 1980 | |
Johnny Rutherford | 192.256 | 309.406 | 1 | Pop-off valves limiting boost to 48 inHG |
| 1981 | |
Bobby Unser | 200.546 | 322.748 | 1 | 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 | 2 | New track record |
| 1983 |  |
Teo Fabi | 207.395 | 333.770 | 26 | 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 | 16 | New track record |
| 1985 | |
Pancho Carter | 212.583 | 342.119 | 33 | New track record |
| 1986 | |
Rick Mears | 216.828 | 348.951 | 3 | New track record |
| 1987 | |
Mario Andretti† | 215.390 | 346.637 | 9 | 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 | 1 | New track record; Pop-off valves limiting boost to 45 inHG |
| 1989 | |
Rick Mears | 223.885 | 360.308 | 23 | 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 | 3 | 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 | 1 | 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 | 33 | New track record |
| 1993 |  |
Arie Luyendyk | 223.967 | 360.440 | 2 | |
| 1994 | |
Al Unser, Jr. | 228.011 | 366.948 | 1 | |
| 1995 | |
Scott Brayton | 231.604 | 372.731 | 17 | |
| 1996 | |
Tony Stewart* | 233.100 | 375.138 | 24 | 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 | 1 | Turbochargers banned, rules changed to 4.0L normally aspirated engines |
| 1998 | |
Billy Boat | 223.503 | 359.693 | 23 | |
| 1999 | |
Arie Luyendyk | 225.179 | 362.390 | 22 | |
| 2000 | |
Greg Ray | 223.471 | 359.642 | 33 | rules changed to 3.5L normally aspirated engines |
| 2001 | |
Scott Sharp | 226.037 | 363.771 | 33 | |
| 2002 | |
Bruno Junqueira | 231.342 | 372.309 | 31 | |
| 2003 | |
Hélio Castroneves | 231.725 | 372.925 | 2 | |
| 2004 | |
Buddy Rice | 222.024 | 357.313 | 1 | rules changed to 3.0L normally aspirated engines |
| 2005 | |
Tony Kanaan | 227.566 | 366.232 | 8 | 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 | 1 | |
| 2007 | |
Hélio Castroneves | 225.817 | 363.417 | 3 | rules changed to ethanol-fueled 3.5L normally aspirated engines |
| 2008 |  |
Scott Dixon | 226.366 | 364.301 | 1 | |
| 2009 | |
Hélio Castroneves | 224.864 | 361.880 | 1 | |
| 2010 | |
Hélio Castroneves | 227.970 | 367.809 | 9 | New two-stage qualifying session used. |
| 2011 |  |
Alex Tagliani | 227.472 | 366.081 | 28 | One attempt permitted in Q2 because of rain. |
| 2012 |  |
Ryan Briscoe | 226.484 | 364.491 | 5 | Rules changed to 2200cc turbocharged 6-cylinder engines with ECU-limited boost of 140 kPA for qualifying only; |
| 2013 | |
Ed Carpenter | 228.762 | 368.156 | 10 | ECU-limited boost of 140 kPA for qualifying only; Rain delayed qualifying where Q1 ended at 6 PM; Q2 started at 6:30 and one attempt permitted. |
| 2014 | |
Ed Carpenter | 231.067 | 371.866 | 27 | Q1 held on first day; Q2 held on second day of qualifying. |
Notes
- 1935: Billy Arnold qualified at 121.687 mph (10-lap qualifying runs) to win the pole position. In post-inspection, it was determined he used too much fuel. Rules allowed drivers to use 3 gallons of fuel maximum for the run, with a margin of error of 1 pint. It was measured that he used ⅝ pint over, and he was disqualified. Rex Mays, the second-fastest qualifier, was elevated to the pole position.
- 1996: At the conclusion of pole day qualifying, Scott Brayton qualified for the pole-position, Arie Luyendyk qualified second, and Tony Stewart qualified third. Officially it was Brayton's second consecutive Indy pole (1995–1996). One hour and forty-five minutes after qualifying was over, Luyendyk was disqualified for his car being 7 pounds underweight. Stewart was elevated to second position. The following day, Luyendyk qualified with the fastest speed overall, but as a second day qualifier, was required to line up behind the first day qualifiers. Five days later, Brayton was killed in a practice session accident while driving a back-up car. His primary car was taken over by Danny Ongais, but rules required a substitute driver to move to the rear of the field. Thus, Stewart was elevated to the pole position for race day.
- † Italian-born
Multiple pole positions
Eighteen drivers have qualified for the pole position more than once, accounting for 49 pole positions out of 98 races, 51.02%.
| 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 | |||||
| Ed Carpenter |
2013 | 2014 | ||||||
Notes
- * Scott Brayton qualified for the pole position in 1996, but was killed in a practice session accident with a back-up car six days later. Tony Stewart, the second-place qualifier, subsequently moved onto the pole position, while Brayton's car, thereafter assigned to Danny Ongais to drive, was, by rule in driver-replacement situations, moved to the last starting position.
- † Italian-born
Consecutive pole position winners
Qualification for the pole-position in consecutive races has been accomplished eleven times; start from the pole position will have occurred ten times (pending 2014 race). 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 | Qualified second in 1979 (1st-1st-2nd in three-year span) | |
| Rick Mears | 1988–1989 | Qualified second in 1990 (1st-1st-2nd in three-year span) | |
| 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 | ||
| Ed Carpenter | 2013–2014 |
Indianapolis 500 winners who started from the pole position
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 | |||
Time trials records
Speed records
| Type | Distance | Date | Driver | Time | Average speed | |
|---|---|---|---|---|---|---|
| Laps | Miles | |||||
| Qualifying | 1 | 2.5 miles (4.0 km) | May 12, 1996 | Arie Luyendyk |
37.895 | 237.498 mph (382.216 km/h) |
| Qualifying | 4 | 10 miles (16 km) | May 12, 1996 | Arie Luyendyk |
2:31.908 | 236.986 mph (381.392 km/h) |
Note: Arie Luyendyk's record-setting time trials run was conducted on the second day of time trials in 1996. Therefore, due to the rules at the time, he was ineligible for the pole position. He lined up 20th on the starting grid.
General records
- Most Time Starting on Front Row
- 11 - Rick Mears (1978, 1979, 1982, 1983, 1984, 1986, 1987, 1988, 1989, 1990, 1991)
- Most Consecutive Time Starting on Front Row
- 6 - Rick Mears (1986-1991: 1st, 3rd, 1st, 1st, 2nd, 1st)
- Three Former Winners on the Front Row
- 1975 - A.J. Foyt, Gordon Johncock, Bobby Unser
- 1987 - Mario Andretti, Bobby Rahal, Rick Mears
- 1988 - Rick Mears, Danny Sullivan, Al Unser
- 1991 - Rick Mears, A.J. Foyt, Mario Andretti
- Most Pole Positions, Owner/Team
- 17 - Roger Penske (1977, 1978, 1979, 1981, 1982, 1986, 1988, 1989, 1990, 1991, 1994, 2003, 2006, 2007, 2009, 2010, 2012)
- 4 - Al Dean/Dean Van Lines Racing (1960, 1961, 1966, 1967)
- 3 - J. C. Agajanian (1950, 1962, 1963)
- 3 - McLaren (1971, 1973, 1976)
- 3 - A.J. Foyt Enterprises/Gilmore Racing (1974, 1975, 1998)
- 3 - Team Menard (1995, 1996, 2000)
- 3 - Chip Ganassi Racing (1993, 2002, 2008)
- 2 - many times
- Owner/Team qualifying 1st-2nd-3rd
- Roger Penske - 1988 (Rick Mears / Danny Sullivan / Al Unser)
- Owner/Team qualifying 1st-2nd
- Many times; most recent: Penske Racing - 2010 (Helio Castroneves / Will Power)
- Most Cars Qualified on Front Row, All-Time, Owner
- 40 - Roger Penske (participation ranges 1969-1995, 2001-2013)
- Closest Margin Between Top Two Qualifiers
- 0.0023 seconds - 2012 (Ryan Briscoe & James Hinchcliffe)
- 0.01 seconds - 1970 (Al Unser & Johnny Rutherford)
- Closest Time Between Top Three Qualifiers
- 0.1719 seconds - 2012 (Ryan Briscoe, James Hinchcliffe, Ryan Hunter-Reay)
- 0.173 seconds - 2000 (Greg Ray, Juan Montoya, Eliseo Salazar)
- Most consistent qualifying laps
- 0.0049 seconds, Scott Dixon, 2008 (time was later withdrawn)
- Lap 1: 39.9677
- Lap 2: 39.9700
- Lap 3: 39.9705
- Lap 4: 39.9656
- 0.0049 seconds, Scott Dixon, 2008 (time was later withdrawn)
Notes
Works cited
- Indianapolis 500 Chronicle, copyright 1999, Rick Pope
- 2006 Indianapolis 500-Mile Race Official Program
References
- ↑ The Talk of Gasoline Alley - 1070-AM WIBC, May 2, 2005
- ↑ The Talk of Gasoline Alley. May 17, 2011. WFNI.
- ↑ Cavin, Curt (2010-04-10). "Winning pole just got more intense". IndyStar.com. Retrieved 2010-04-11.
- ↑ Kelly, Paul (2010-04-14). "'Fast Nine' To Make Thrilling Late-Day Run For Pole Saturday, May 22". Indy500.com. Retrieved 2010-04-14.