List of Indianapolis 500 pole-sitters

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.

Background

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.

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 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.

Schedule

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.

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).

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).

1998–2000

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.

2001–2004

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.

2005–2009

Time trials reverted back to four days (two weekends). The procedure also changed (see 11/11/11 below).

2010–2011

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.

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. 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.

Procedure (through 2004)

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.

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.

The Fast Nine (2010–2011)

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.

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').

Indianapolis 500 pole-sitters

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	224.472	361.253	Pole position determined by the Fast Nine "Shootout" session

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 position winners

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

* 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 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

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

References

• Indianapolis 500 Chronicle, copyright 1999, Rick Pope
• 2006 Indianapolis 500-Mile Race Official Program