In 1923, everything was still very new: the very idea of a circuit, which was ultimately preferred to city-to-city races, and above all the crazy ambition to ‘improve the automotive race’ with a 24-hour criterium! More often than not, it was private competitors rather than manufacturers who dared to take part. But this unprecedented spectacle quickly became very popular, and people from all over the world flocked to participate.

Le Mans Classic is an opportunity to rediscover this atmosphere. Some of the participants in Group 1 are 90 years old and over... Most are equipped with unsynchronised gearboxes... Some only have brakes on the rear wheels, but they exceed 160 km/h on the Hunaudières... All are pushed to their limits! If you are lucky enough to line up a pre-war car at Le Mans Classic, on the grand circuit of its exploits, you will never forget it, and neither will the public.

After a ten-year hiatus, many brands disappeared, making way for new ones such as Jaguar and Ferrari, which increased their engine capacity and imposed their dominance. In fact, it was an Italian manufacturer that won the first post-war race. However, the 1950s were undeniably marked by Jaguar, with the C and D Types leading the way, while Talbot (1950) and Mercedes (1952) fiercely defended their victories.

Le Mans remains THE event for ‘mechanical wizards’, those passionate enthusiasts who spend a whole year preparing for 24 hours of glory or disappointment. Their ‘specials’, often named after themselves, exploit all available resources, from powerful Delahaye engines to smaller Panhard engines. Under the bonnet of the Monopole and DB cars, the latter regularly win the coveted Performance Index.

After dominating the 1000 Miglia, Ferrari triumphed at Le Mans with seven victories starting in 1958, a year in which, out of 24 hours of competition, fifteen hours were spent in the rain and three in a veritable deluge... However, in 1959, Aston Martin took the top spot for its one and only victory at Le Mans, confirming its success at the Nürburgring.

The British firm did not repeat this feat the following year, although it did manage to place two of its five cars among the 13 survivors out of 55 entrants. In 1961, Ferrari equalled the performances of Bentley and Jaguar by clinching a fifth victory.

In 1962, Ferrari monopolised the podium and became the most successful manufacturer in La Sarthe. After four victories in eight appearances, Olivier Gendebien announced his well-deserved retirement. That year, 11 GTs were among the top 13 finishers. In 1963, Le Mans discovered the turbine with BRM/Rover, which would return in 1965. Although that same year saw another victory for the Cavallino, Ford made its discreet debut at Le Mans with a Lola GT equipped with a Ford engine. The following year, the brand returned in force with three GT40s and two Cobra Daytonas.

The late Phil Hill also distinguished himself by setting the lap record! Even Ferrari's ninth victory had an American touch, as it was won by the N.A.R.T. (North American Racing Team) 275LM!

In 1966, the mid-engine design became the norm. Ford dominated and crushed Ferrari in two years of spectacular duels, even monopolising the podium that same year.

The year 1967 was nicknamed the 24 Hours of the Century due to the exceptional quality of the field. This record-breaking year prompted sporting authorities to regulate the engine capacity of prototypes.

The American giant continued its momentum and confirmed its dominance in 1968 and then in 1969: the Ford GT40 definitively entered the realm of legend.

That's when Porsche entered the scene, setting new records with an average speed of 222.3 km/h over 24 hours in 1971, a feat that would remain unmatched for four decades.

In 1972, a change in the regulations put an end to the dominance of the Porsche 917. Ready to take up the challenge, the Matra V12s took over with three consecutive victories for Henri Pescarolo, before bowing out. The 1975 edition was marked by the Gulf Mirage (1st and 3rd places), which allowed John Wyer to join the ranks of endurance legends.

It also marked the beginning of three consecutive victorious years for Jacky Ickx, giving the Belgian champion the opportunity to equal the record number of victories set by his compatriot Olivier Gendebien. This record would later be surpassed by Denmark's Tom Kristensen, with nine victories in 2013.

In 1978, it was the turn of the ‘Coq Gaulois’ to shine. Renault triumphed with the Alpine, driven by Frenchmen Didier Pironi and Jean-Pierre Jaussaud, who dominated Porsche from start to finish. At the same time, another Frenchman, Jean-Pierre Jabouille, set the absolute record. In 1979, the circuit underwent modifications. Just before the Ferrari BBLM and BMW M1 appeared on the track, Porsche began a series of victories that remains unmatched to this day.