List of Indianapolis 500 pole-sitters

Indianapolis 500 Pole Position

Scott Dixon won the pole position in 2015.
Sport	Indy Car Racing
Competition	Indianapolis 500
Discipline	Verizon IndyCar Series
Awarded for	Pole Position for the Indianapolis 500
English name	Verizon P1 Award
History
First award	1911
Editions	99
First winner	Lewis Strang
Most wins	Rick Mears (6)
Most recent	Scott Dixon

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 99).

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 "flying" quarter-mile measured segment of the track. Each cars was given three attempts, and speeds were not recorded. 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 (often referred to as "elimination trials"), drivers were known to wait until the last minute to qualify. Even though the track would normally be made available for practice beginning on May 1, many teams chose not to even arrive until just before elimination trials. 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 1933, the grid was set using four-lap (10-mile) qualifying runs. From 1934 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 and 2015. In 2006 (when four days were scheduled), the first two days of qualifying were rained out and pole position qualifying ended up being held on the third day, followed by what remained the fourth and final day. In 2015 (when two days were scheduled), the first day of time trials was washed out, and all time trials was held on the second 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).

Pre-war years

The schedule for time trials (referred to at the time as "elimination trials") varied over the years. The number of days varied from three to as many as eight. In many cases, qualifying began the Saturday-Sunday before the race, and continued through the week for a few days, and ended usually two days before the race. The day before the race would be normally reserved for track cleaning, and final "carburation tests." It was standard procedure for qualifying to generally run each day until sundown.

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 through 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, 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.

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 1965 no draw was used, and 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 to 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.

• 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 qualification day participation sticker on Tony Kanaan's #10 car in 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 30 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.
  • If there are 33 cars or fewer, then all 33 cars will be locked in.
• On the second day of time trials (Sunday), the cars that posted times from 10th to 30th 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.
  • If there are 33 cars or fewer, then cars posted times from 10th to 33rd will participate in the session.
• If 34 or more cars made an attempt, then cars posting times 31st and lower will participate in the second phase of qualifying. Saturday times will be erased, and each car will make one attempt.
  • Teams not currently in the top three of the session can make multiple attempts within the time limit to bump themselves back in the field.
  • At the end of the session, the top three cars will start positions 31st–33rd.
• At 2 pm, the top nine cars from Saturday will participate in the Fast Nine Shootout to determine the pole position as well as starting positions 2–9.

Due to inclement weather on Saturday, qualifying for 2015 was to be retooled into a one-day format, mimicking the format from 2014. However, after a major crash during the Sunday morning practice session, qualifying was further delayed, and the two-round format and Fast Nine Shootout were cancelled. Each car was given only one attempt to qualify, and positions 1–30 were locked in. In the final hour, a 45-minute last row "shootout" was held to determine positions 31–33.

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 qualifier. 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 qualifier. 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.
2015		Scott Dixon	226.760	364.935	4	Because of weather and other incidents during qualifying day warmup, Q2 was not held.

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 5⁄8 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
	Scott Dixon	2008	2015

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)
  • 4 - Chip Ganassi Racing (1993, 2002, 2008, 2015)
  • 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)
  • 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

Notes

Works cited

• Indianapolis 500 Chronicle, copyright 1999, Rick Pope
• 2006 Indianapolis 500-Mile Race Official Program
• Three forgotten Indianapolis ‘500’ trophies