Hypercar's six-year empire, mapped: every win, pole and podium since 2021

When the Hypercar class replaced LMP1 at the start of 2021, the WEC paddock expected a transition wobble. Toyota carried over its TS050 playbook into a new chassis, the GR010 Hybrid, and brought a four-driver squad into a two-car factory effort. Alpine grandfathered the old Rebellion R13 chassis as the A480 to stay in the top class. Glickenhaus showed up with the 007 LMH. That was the field for two seasons. By 2024, Ferrari had returned, Porsche had brought the 963, Cadillac and Peugeot had joined, and the manufacturers' championship had become the most contested top-class WEC title since the LMP1 boom era of 2014-2017.

This story is the full data ledger across those six seasons. Every win, every pole, every podium in the Hypercar class is in here, sourced from race classifications across 73 races and aggregated by manufacturer. The narrative is straightforward when you see the table: Toyota dominated, then competition arrived, then Ferrari took over.

Wins by manufacturer, by season

Toyota's 21 wins from 37 starts give them a 57 % win rate across the era. That number alone underplays what happened in the first three seasons, when they took 16 of 19. The arrival of Ferrari, Porsche, and Cadillac in 2023-2024 collapsed the floor of expectations: Toyota's win rate in 2024 was 37 %, in 2025 it fell to 12 %.

The Ferrari column tells the opposite story. One win in 2023 became two in 2024, then four in 2025. That is the curve of a programme finding its operating window.

The 2026 column is two rounds in, with a Toyota win at Lusail and a BMW victory at Spa-Francorchamps that gives the M Hybrid V8 its first top-class trophy. The full 2026 season will run another six rounds.

Pole positions, by season

Pole data here uses the canonical starting-grid record. Three poles from 2021-2022 do not have grid data parsed yet (data coverage limitation, not absence of a pole), so the totals below count only documented pole positions.

The interesting line is Cadillac. Their 2025 pole count of three on a single-car factory effort shows the V-Series.R is faster over a single lap than its race-day finishing position suggests. The Hypercar class has split into qualifying merchants and race-day execution merchants, and the gap is visible here.

Glickenhaus's two poles came in 2022 with the open-cockpit 007 LMH. The team withdrew from the WEC after 2022, so this is the entire historical record.

Podiums, by season

Podiums are the unforgiving measure. A win can come from one perfect day; podiums require reliability across a season.

This is where the Porsche 2024 number jumps out. Eleven podiums from eight races means the 963 hit the podium on 46 % of its starts (the 963 ran four cars across the season). That density is what propelled the Porsche Penske Motorsport drivers' title that year despite Toyota taking the manufacturers' crown by two points.

Ferrari's 2025 podium count of 10 from 8 races (with 3 cars), combined with 4 wins and 4 poles, is what a title-winning season looks like at the operational ceiling.

Le Mans, the only race that matters

The 24 Hours is one of nine rounds in a typical WEC season and pays nothing extra in the manufacturers' table. It is also the only race anyone outside endurance racing tracks. The Hypercar-era Le Mans roll of honour:

Three consecutive Le Mans wins for Ferrari, ending a 58-year wait between 1965 and the 2023 comeback. The 2025 result is the most interesting of the three because the #83 was a Yellow Submarine-liveried AF Corse customer entry running outside the two-car factory umbrella, beating both works #50 and #51 Ferraris on the road and on strategy. The full history of Ferrari's Le Mans wins lives in Ferrari's pre-2023 Le Mans story.

Toyota's two-in-a-row in 2021-2022 looked at the time like an extension of their LMP1 dynasty. In hindsight, those wins came in a field where the only competitor with a chance was Alpine in a five-year-old chassis. Ferrari, Porsche, BMW, Cadillac, and Peugeot all entered after 2023, and Toyota has not won the race since.

What the table tells you about BoP

The Balance of Performance is the central regulator of the Hypercar class. Each car gets a homologation weight and power figure that the FIA and ACO adjust between rounds based on telemetry. The point of BoP is to keep the field within a tight performance window. The number that tells you whether it is working is the win-share spread.

In 2021, one manufacturer won every race. By 2025, six different manufacturers had taken at least one win, and the most successful had four (54 % win share). That is BoP working as intended. The five-manufacturer parity of 2025 is unusual in top-class endurance racing: the LMP1 hybrid era from 2014-2017 had at most three constructors capable of winning in any single season, and usually one (Audi, then Porsche, then Toyota) dominated.

The cost of that parity is that the qualifying gap has effectively disappeared. The fastest car at most 2025 events was within a tenth of the slowest factory entry. Races now turn on pit-stop discipline, strategy gambles, and which driver pair gets the best clear-air stint. We covered the pit-stop side of that arms race in the 22-second floor; the strategy side is where the next round of analysis lives.

The honest 2026 outlook

Two rounds in. Round 1 at Imola went to Toyota Racing, the #8 GR010 of Buemi, Hartley and Hirakawa beating the pole-sitting #51 Ferrari by 13.4 seconds. Round 2 at Spa-Francorchamps went to BMW M Team WRT, the #20 M Hybrid V8 of Rast, Frijns and van der Linde converting a strategy gamble into the marque's maiden outright WEC win. Toyota Imola, BMW Spa, neither result a procession.

The Imola victory was Toyota's 50th outright WEC win in the team's 100th series start, which is the sort of number that gets put on a press release. The Spa victory was the more consequential of the two for the championship picture: BMW had been competitive at three of the last four 2025 rounds without converting, and the Spa result confirms the M Hybrid V8 is now a race-winning car rather than a podium-threat car.

The remaining 2026 calendar runs Le Mans in June, Sao Paulo in July, Austin in September, Fuji in late September, and Bahrain to close. If the pattern follows 2025, expect Ferrari to be the title favourite with Porsche and Toyota close on points but rarely on outright race pace. The wildcards are BMW (now proven to convert), Cadillac (proven to qualify but slow to convert), and Alpine, whose A424 is on a development arc that could yield wins. Peugeot has yet to win an outright race in the Hypercar era and the 9X8 is now in its third specification.

Ask the same question a year from now and the table above will have grown by one row. The interesting question is whether Toyota's win column stays small (their dominance era is clearly over) or whether the now-rebranded Toyota Racing programme has one more title push left in the GR010 before the next regulation cycle.