24h Le Mans
The 24 Hours of Le Mans is a full day of battling the weather, mechanical setbacks and other competitors. Given the scale of the race, securing pole position to start a few meters ahead of one's opponents seems relatively insignificant. Yet, throughout the years, some have specifically focused their expertise to do just that.
The hunt for pole position, in other words the track record, took quite a long time to gain steam at Le Mans. Prior to 1963, the starting order was determined by engine capacity. The cars with the biggest engines, assigned the lowest racing numbers, took the top spots on the grid. This descending order was respected so the least powerful competitors did not hinder contenders from the start.
The practices were primarily used to test, without necessarily seeking to push to the cars to their limit. Between 1923 and 1939, the in-race lap record was a main focal point for competitors and the press. Even that was often eclipsed by the distance traveled in 24 hours, proudly cited by manufacturers in their marketing campaigns. At the time, the ACO was more interested in testing the endurance of the cars rather than their intrinsic speed.
It takes three crucial parameters to clock a record-breaking lap. Firstly, favourable regulations that allow cars to harness their full power. That was not always the case, as the ACO prioritised other objectives like reducing costs or lowering consumption, which generally slowed down cutting-edge cars. Secondly, an optimal configuration of the circuit was needed. In 1923, the track was long and littered with gravel, and finally covered with asphalt in 1939. Paving advancements made by the ACO allowed a shocking improvement on the lap record during that period.
Last but not least: tyres, the component that plays the biggest role in performance. The pressure and composition can cause the best prototypes to gain or lose whole seconds on a lap. The early history of the 24 Hours of Le Mans saw the quickest progress in the three parameters. The best in-race lap went from nearly 10 minutes in 1923 covering 17.262 km, to 05:12 in 1939 covering 13.492 km.
In 1963, the race began a new chapter. From then on, the timesheet determined starting grid order. Achieving the best time became a top priority, not necessarily to improve one's chances for the race, but to fire a warning shot to rivals, and for the prestige and proof of mastery of the circuit. Mexican driver Pedro Rodríguez became the first pole-sitter at the 24 Hours with a time of 03:50.90 (an average of 209.873 kph per lap). Naturally, the circuit changed a great deal over time thereafter which is why it is important to compare average speed rather than time clocked.
Every year, the greatest drivers were sent to do everything in their power to beat the current record, including Bruce McLaren, Phil Hill, John Surtees and other major Formula 1 players and world champions. Many achieved excellent laps, some legendary. Generally speaking, a lap in less than 03:15 is not only remarkable, it's outstanding. The time represents an average speed of approximately 250 kph maintained across 13 km.
The arrival of the Porsche 917 at the end of the 1960s caused quite a sensation. Super fast, aerodynamic and lightweight, the German sport prototype allowed drivers to reach new heights in racing and top the qualifying timesheets between 1969 and 1971. During the 1971 session, seasoned pro Rodríguez clocked a time of 03:13.900 (at an average 250.069 kph) at the wheel of the #18 917 LH "longtail," even quicker and more finessed than its shorter counterpart. He reached a staggering 390 kph in the Mulsanne Straight. Ironically, the #21 Porsche 917 LH driven by Gérard Larrousse and Vic Elford was timed at 03:14.900 which would have put it in pole position for every running of the 24 Hours except three.
In the early 1980s, Porsche introduced yet another extremely fast car, the 956, entrusted to the legendary Jacky Ickx (pole record-holder at five). In 1983, he achieved a lap at an average of 249.560 kph. A time like his, 03.16.56, had not been clocked since the glory days of the 917. Two years later, the entry of the 962C by the official Porsche team opened the door for a new record, but in a surprise twist, the Belgian driver failed to secure the top spot during qualifying. That accomplishment went to Hans-Joachim Stuck. At the wheel of the #2 Porsche, he wowed the crowd with an astonishing lap time of 03:14.80. Taking into account the configuration of the circuit at the time, he drove at an average of 251.815 kph, faster than Jackie Oliver had 14 years earlier.
Stuck's record was immortalised after the installation of two chicanes in the Mulsanne Straight in 1990. In the following years, the 3.5-litre Group C cars, similar to Formula 1s, would have their say. In fact, in 1989 Jean-Louis Schlesser came close to 03:15.00 with his Sauber-Mercedes C9.
Then, slowly but surely, faster prototypes came on the scene. The LMP1 hybrid cars arrived In the late 2010s, and at the wheel of a Toyota TS050 Hybrid in 2017, Kamui Kobayashi stunned everyone during qualifying with a time of 03:14.791 (an average 251.882 kph). His performance, seen via on-board camera, was nothing short of magical.
It was unanimously decided that given the average speed, Kobayashi had just delivered the fastest lap in the history of the 24 Hours. But, he was having none of that, insisting he could do better. The Japanese driver is very hard on himself, undoubtedly the secret to clinching four poles at Le Mans, second best after Ickx.
Since 2020, eligible 24 Hours competitors take part in the intense Hyperpole. In the Hypercar era, the effort to reduce lap times continues, fuelled by the search for synergy between man and machine. It's an almost poetic show that continues to thrill fans some 60 years after its initial introduction.
