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John Woolfe
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John Woolfe (23 March 1932 – 14 June 1969) was a British racing driver from England, who specialised in sports car racing. He was killed as a result of crashing on the first lap of the 1969 24 Hours of Le Mans race, an event which caused the traditional "Le Mans start" to be abolished the following year.
Key Information
Career
[edit]Woolfe was born in London. He was a gentleman driver, and had several years' experience of racing sports cars. He formed his own team, John Woolfe Racing, with his business partner, Arnold Burton, and in 1968 he bought a Chevron B12. As the prototype class had been limited to 3 litre engines after 1967, his Chevron was specially adapted to be fitted with a 3 litre Repco V8 engine, similar to the unit which in Brabham cars had won the Formula One World Championships in 1966 and 1967. In theory, the car was capable of winning the World Championship.
Woolfe was successful in domestic racing, and also entered several international races. The climax of his season was the 1968 24 Hours of Le Mans, where he entered himself alongside Digby Martland, but retired after only 27 laps, persistent overheating problems causing an engine head gasket failure. He also owned a Lola T70-Chevrolet that complied with 5 litre sports car rules, this type of car won the 1969 24 Hours of Daytona.
Woolfe was dissatisfied with the reliability of the Chevron-Repco, and as the Lola had been made nearly obsolete by the new significantly more powerful Porsche 917 which was up for sale by the dozens, Woolfe decided to buy one for the 1969 24 Hours of Le Mans that took place in June. The 917 was basically a modern prototype, but not limited to 3 litre engine size. Only in April, Porsche had built and presented 25 of them. According to Group 4 Sports Cars rules, they could exploit a loophole in the entry requirements for the World Championship races and use 5 litre engines. The 917s were the fastest vehicles to take part in the event up to this point in its history, it was capable of 220 miles per hour (350 km/h) on the long Mulsanne Straight, but yet untested there. A few factory 917s were entered at Spa and the Nürburgring, and it showed that the 917 was engineered like earlier Porsche, with low drag and minimal downforce. When it reached higher speeds it suffered from an aerodynamic imbalance that made it challenging and unstable to drive; thus, the factory drivers preferred the smaller Porsche 908. As a sports car, and to refinance the immense costs, the 917s were anyway offered to the unsuspecting public for DM140,000 (£16,000).
Woolfe was the first who paid for such a car, which was delivered to him at the Circuit de la Sarthe ahead of practice. Martland withdrew from the event after almost crashing on his second practice lap in the car, judging that it was too fast for him. Woolfe also over-revved the engine, causing it to fail, but Porsche transported a new unit to be fitted to his car. The German marque, which needed privateers to succeed in the 917 to sell the surplus cars, also loaned Woolfe two of its works drivers: Kurt Ahrens qualified the car in ninth position, whilst Herbert Linge was scheduled to partner Woolfe in the race.
Death
[edit]The 1969 Le Mans race began with a traditional standing start: the drivers stood opposite their cars in the open pit-lane before running to them as the French flag was dropped to signal the start of the race, starting the engines and driving away as soon as possible. In the scramble to start, many drivers did not fasten their seat belts or close their doors properly to save time, and in 1968 Willy Mairesse had been seriously injured after crashing on the first lap when his unsecured driver's door flew open on the Mulsanne Straight. Woolfe was advised by Porsche to let Linge start the race, as he had more experience with the 917, but Woolfe wanted his family to see him start, and was wary of a possible early retirement preventing them from seeing him in action. He never made it back to start-finish.
Jacky Ickx, the eventual winner, staged a protest against the Le Mans start by calmly walking to his car and securing everything before he got underway, resulting in his being the last driver to leave the starting area. Woolfe, meanwhile, did not fasten his belts and started aggressively, making up several places on the opening lap. At the very fast Maison Blanche curve, however, towards the end of the lap, Woolfe lost control of the 917, which crashed heavily into the barriers, overturned and caught fire. He was thrown out of the cockpit by the force of the impact, and died from his injuries as he was being helicoptered to hospital. It was also reported that Woolfe had lost his door on the opening lap, but this was not confirmed. The 917's fuel tank was torn off in the impact and struck the Ferrari 312P of Chris Amon, causing it to burst into flames. Amon was able to bring his car to a halt and evacuate the cockpit, narrowly escaping serious injuries, though sustaining minor burns.
In April 1970, Kurt Ahrens Jr. suffered a similar high speed shunt while testing a long tail Porsche 917 on a long and partially wet Ehra-Lessien, with the car disintegrating badly- the car went under the Armco barrier and broke in half (as they were known to do), leaving Ahrens strapped in the back.[1] Thus, he walked away, unlike Woolfe.
For the 1970 event, the traditional Le Mans start was replaced by a standing start with the drivers already in their cars, a procedure which was later replaced by a rolling start.
Legacy
[edit]After his death at the 1969 24 Hours of Le Mans, John Woolfe Racing was kept going by Arnold Burton and David Riswick in drag racing, and still operates in Bedford as an importer of parts for American vehicles.
In 2009, a French-language book on Woolfe was published, written by Michel Boixière and Michel Fournier and entitled Qui se souvient de John Woolfe ? ("Who remembers John Woolfe?"). Woolfe's Chevron went missing for thirty years, but has recently been discovered in a German barn and is currently being restored.
Complete 24 Hours of Le Mans results
[edit]| Year | Result | Team | Car | Class |
|---|---|---|---|---|
| 1968 | Ret | John Woolfe Racing | Chevron B12-Repco | P-3000 |
| 1969 | Ret | John Woolfe Racing | Porsche 917 | S-5000 |
See also
[edit]Notes
[edit] | This article includes a list of references, related reading, or external links, but its sources remain unclear because it lacks inline citations. (July 2015) |
References
[edit]- Spurring, Quentin (2010). Le Mans 1960-69: The Official History of the World's Greatest Motor Race. Sparkford: Haynes Publishing. ISBN 978-1-84425-584-9.
- "John Woolfe". motorsportmemorial.org. Motorsport Memorial. Retrieved 10 November 2010.
External links
[edit]John Woolfe
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Early life
Birth and family
John Woolfe was born on 23 March 1932 in Marylebone, Westminster, London, England, to British parents Geoffrey Harold Woolfe, a solicitor, and Ivy Maxine Woolfe.[1][6][7][8] His family had no prior connections to motorsport and belonged to London's Jewish community, as indicated by their burials in Hoop Lane Jewish Cemetery.[9][8] Woolfe married Jane Burton on 18 December 1968, shortly before his death. He was the father of son Tony Woolfe, who later developed interests in racing, and had siblings including Elisabeth Fleur Judith Kahn.[3][7]Initial interests and education
No detailed records of Woolfe's education or early personal interests are available in public sources.[1] Woolfe's initial professional steps in the late 1960s involved sales and import/export activities, focusing on high-performance products from the United States.[10]Business career
Founding of John Woolfe Racing
John Woolfe established John Woolfe Racing in 1967 in Bedford, England, primarily as an importer and distributor of American V8 performance parts to support the burgeoning UK motorsport scene.[11][3] The venture began as a modest enterprise, capitalizing on the limited availability of high-performance components from the United States for British enthusiasts eager to modify vehicles for speed and power.[11][3] Woolfe entered into a partnership with Arnold Burton, directing the business toward drag racing and hot rod applications with a focus on specialized parts such as Fel-Pro gaskets, Edelbrock manifolds, and Holley carburetors.[3][12] This collaboration emphasized "straight line" performance enhancements, filling a critical gap for UK racers seeking reliable American-sourced upgrades unavailable through local suppliers.[3][13] Operating from a small setup in Bedford, the company catered directly to a niche community of drag racers and hot rod builders, importing engines and accessories that enabled competitive builds in an era when such imports were scarce and expensive.[3][11] Woolfe's charismatic personality and sales acumen played a key role in building customer relationships, while the growing popularity of drag racing in the UK drove initial demand and financial viability.[3][13] By the late 1960s, these efforts had positioned the business as a vital supplier, achieving early profitability through targeted imports and responsive service to enthusiasts.[11][13]Growth and specialization
Following its establishment in 1967, John Woolfe Racing experienced significant growth, becoming a leading UK supplier of performance parts for American vehicles and drag racing applications by the late 1960s.[13] The company expanded its inventory beyond initial drag-focused components to include parts for circuit racing, aligning with the broader motorsport interests of its founder, while maintaining a strong emphasis on high-performance imports.[11] This diversification helped position the business as a key player in the UK's emerging performance parts market, with operations centered in Bedford. A notable aspect of this expansion was the company's active sponsorship of drag racing events and teams, including support for Mark Stratton's operations, where Woolfe commissioned the construction of a dedicated dragster.[3] These sponsorships enhanced visibility and fostered growth within the UK drag scene, contributing to the business's reputation as a supporter of the sport's infrastructure.[14] Concurrently, John Woolfe Racing supplied essential components to competitors at Santa Pod Raceway, the UK's premier drag strip, enabling teams to access specialized American-sourced parts critical for high-speed runs.[13] Innovation in product lines marked a key specialization, particularly with the introduction of branded Slot Mag-style wheels. Commissioned by John Woolfe's son, Tony, an avid racer, from GKN in the late 1960s, these magnesium alloy wheels were initially designed for personal use but quickly adopted by the business after John Woolfe recognized their potential.[3] They became a staple in hot rod and drag racing communities for their lightweight construction and distinctive slotted design, enhancing vehicle performance and aesthetics in competitive environments.[15] After John Woolfe's death in June 1969, the company continued under business partner Arnold Burton, who assumed control of Woolfe's share, with later involvement from David Riswick in operations. The firm developed the Woolferace brand for wheel production and high-performance accessories while continuing to import specialized parts.[3] In subsequent years, Irish entrepreneur Barry Treacy acquired the Woolferace brand, rebranding it as Wolfrace and expanding its market presence by capitalizing on the demand for aftermarket wheels in the UK and Europe.[16] Under Treacy's leadership, the company sustained its commitment to high-performance imports, solidifying its role in supporting drag racing enthusiasts and competitors.[3]Racing career
Entry into motorsport
John Woolfe first entered competitive motorsport in the late 1950s, racing until 1962 before pausing to focus on his business interests.[17] He began in 1958 with a Lotus Mark VI and Jaguar C-type at events like Silverstone and Brands Hatch, achieving a 6th place at Brands Hatch in December 1959. Progressing to a Lola Mk.1 and TVR Grantura, he secured multiple podium finishes, including 1st at Silverstone in 1960 and 2nd at Mallory Park and Aintree in 1961.[17] Woolfe resumed around 1967, driven by his burgeoning business interests in importing and selling high-performance American car parts, which naturally extended to testing and showcasing these components in racing events.[3] Focusing on sprints and hillclimbs, he competed as an amateur enthusiast, using these formats to demonstrate the capabilities of vehicles equipped with parts like Fel-Pro gaskets, Edelbrock intakes, and Holley carburetors sourced through his enterprise.[3] A pivotal step came with his acquisition of a 7-litre AC Cobra 427, fitted with a Holman & Moody V8 engine, which he entered in the Brighton Speed Trials on September 16, 1967.[3] Woolfe not only drove one Cobra to the fastest time of the day—22.515 seconds—but also secured second place overall with a second entry, highlighting the immediate competitiveness of his setup.[3] This success marked Woolfe's transition from casual participant to a semi-professional "gentleman driver," a status common among affluent racers who funded their passion through related commercial ventures while competing at a high level.[3] He balanced these pursuits by establishing the John Woolfe Racing team in Bedford that year, providing logistical support for his personal driving efforts and leveraging business-imported components to maintain a competitive edge.[3][18]Circuit and sports car racing
John Woolfe competed in the British sports car racing scene for approximately ten years, primarily as an amateur driver who balanced his business interests with a passion for high-performance machinery.[1] His circuit racing career spanned sprints, hillclimbs, and longer endurance formats, where he piloted a variety of iconic prototypes and GT cars, including the 7-litre Shelby Cobra, 3-litre Chevron B12 Repco V8, and 5-litre Lola T70 Mk3B GT-Chevrolet.[17] These vehicles highlighted his preference for powerful, mid-engined designs suited to the demanding British circuits like Silverstone, Snetterton, and Brands Hatch.[1] Woolfe's progression included strong showings in national championships, such as the BRSCC and RAC Sports Car Championships, where he achieved multiple class victories and podium finishes.[17] Notable results encompassed a 1st place at Silverstone in the Shelby Cobra during the 1967 Sunbac Trophy, a 2nd at Snetterton in the same car for the BRSCC Special GT race, and 1st-place wins in the Chevron B12 at Silverstone and Croft in 1968 as part of the Guards Formula Libre Trophy series. In prototypes, he secured consistent mid-field positions, such as 6th overall at the 1968 Vila Real Grand Prix in a Lola T70, demonstrating his adaptability despite competing against professional teams. He occasionally shared drives in endurance events, though most outings were solo efforts in shorter races that emphasized his sprinting prowess.[17] Through his company, John Woolfe Racing, he managed team entries in national events, expanding beyond personal drives to field competitive cars like the McLaren M6B Chevrolet, which claimed 1st at Silverstone in April 1969 during the Motoring News Trophy. This team effort underscored his role in promoting American-powered sports cars in the UK scene, often entering vehicles in British GT and sports car categories to challenge factory-supported prototypes.[19] The Shelby Cobra used in his circuit campaigns also saw brief adaptation for drag racing, bridging his interests across motorsport disciplines.[20]Drag racing involvement
John Woolfe entered drag racing in late 1967, drawn by the burgeoning American-influenced culture of straight-line speed and his business interests in importing high-performance U.S. components. Having established John Woolfe Racing earlier that year to specialize in American car parts, he made his debut at the 2nd Annual Drag Racing Championship at Santa Pod Raceway in August 1967, piloting his 7-liter Ford-powered AC Cobra 427—the same vehicle he had employed in circuit events. Despite his inexperience in the discipline, Woolfe clocked a competitive time but was defeated in the final by Mark Stratton's Hustler Altered, marking an enthusiastic but humbling introduction to the sport.[21][3] Woolfe quickly became a key supporter of British drag racing through sponsorships and parts supply via John Woolfe Racing, notably backing Mark Stratton's Northampton-based Hustler team. In the winter of 1967–1968, he provided the team with a potent 7-litre Chevrolet L-88 engine, rated at 435 horsepower, which propelled the upgraded BSA-chassised Hustler to a 10.9-second quarter-mile at 131 mph during the 1968 season at Santa Pod. This support extended to funding innovative projects, including the development of the Whistler altered, which Dennis Priddle drove to victories under John Woolfe Racing sponsorship, helping elevate the technical standards of European drag racing. Woolfe's frequent attendance at UK meets, particularly Santa Pod's national events, further fostered the sport's growth by connecting racers with American expertise and components.[21][22][23] Woolfe also owned and personally campaigned drag-specific vehicles, commissioning Stratton to build the twin-engine Hustler II dragster fitted with two 283-cubic-inch Chevrolet V-8s. In October 1968 at RAF Elvington, he drove it to a world record for the over-8-liter class in the standing-start quarter-mile, averaging 12.00 seconds at 113.66 mph over two runs. At Santa Pod, Woolfe made notable top-speed attempts in his AC Cobra during 1967–1968 meets, pushing the limits despite his novice status in drag racing, and later supported high-speed runs in team cars like the L-88-equipped Hustler, contributing to records that advanced the sport's profile in Europe.[21][22]Le Mans participations
1968 race
John Woolfe Racing prepared a bespoke Chevron B12 sports prototype, modified from the B8 design to accommodate a 3.0-liter Repco 740 V8 engine and Hewland gearbox, for Woolfe's debut at the 24 Hours of Le Mans.[24] The team conducted extensive testing and shakedown runs at UK circuits earlier in the year, where the car demonstrated strong performance by securing outright victories in events such as the 750 Motor Club race at Silverstone on May 4 and the BARC meeting at Croft on May 19.[25] These outings allowed Woolfe to familiarize himself with the car's handling and reliability ahead of the endurance challenge, leveraging logistics from his burgeoning racing operation to transport the vehicle to France.[17] Entered in the Prototype 3.0-liter class (P3.0) as car number 25, Woolfe shared driving duties with co-driver Digby Martland.[26] In qualifying on September 28, 1968, the duo posted a best lap time of 4:09.300, securing 31st position on the grid out of 58 entrants, a mid-pack starting spot reflective of the car's competitive potential against factory-backed prototypes.[27] The race commenced on September 29 under clear conditions, with Woolfe taking the initial stint. The Chevron B12 ran reliably in the early stages, completing 27 laps over approximately three hours before retiring due to a head gasket failure that caused engine overheating.[26] This mechanical issue sidelined the entry without completing a significant portion of the 24-hour event, though it highlighted the challenges of adapting the Australian-sourced Repco V8—originally from Formula One—for endurance demands.[28] Despite the retirement, Woolfe's participation marked his first foray into the prestigious Le Mans 24 Hours, enhancing his reputation as a serious privateer entrant capable of fielding a purpose-built prototype on the international stage.[1]1969 race preparations
Following the disappointment of the 1968 Le Mans entry with a Chevron B12, which retired early due to mechanical issues, John Woolfe sought a more competitive prototype for 1969.[1] In early 1969, Woolfe, through his team John Woolfe Racing in partnership with businessman Arnold Burton, acquired chassis 005 of the new Porsche 917, one of the first customer cars built to exploit the FIA's 5-litre sports car regulations under Group 5.[2][1] The purchase, costing £14,000, reflected Woolfe's ambition as a privateer to challenge factory teams with cutting-edge technology, despite his limited experience in prototypes.[1] The car featured a 4.5-litre flat-12 engine and was prepared in the UK with the John Woolfe Racing livery, though delivery to Le Mans occurred between practice sessions, limiting pre-race modifications to basic setup adjustments.[29][2] Initially, British driver Digby Martland was selected as co-driver, but he withdrew after initial testing at Le Mans, deeming the underdeveloped 917 too unstable and fast.[1] Porsche arranged for experienced factory driver Herbert Linge to replace him, with Kurt Ahrens Jr. assisting in practice laps.[30] During qualifying, the team encountered ignition issues and an engine over-rev, necessitating a replacement unit from Porsche's Zuffenhausen factory, but Ahrens still set a time of 3:36.4 to secure 10th overall on the grid, highlighting the car's raw potential.[31][30] Woolfe's drive to start the race himself stemmed from personal motivation, eager to showcase his new acquisition to family and prove a privateer's viability against professional squads.[1]Death
The accident
On June 14, 1969, during the 24 Hours of Le Mans, John Woolfe, driving entry number 10 for John Woolfe Racing, was killed in a crash just minutes after the standing start.[32][33] The incident occurred on the first lap at the exit of the Maison Blanche kink, a high-speed S-bend on the Circuit de la Sarthe.[31][32] Woolfe, aged 37 and relatively inexperienced with the Porsche 917 he had acquired only one to two weeks prior, with the car delivered to the team just days before the race, lost control of the 4.5-liter prototype sports car under the demands of its handling and the full fuel load.[33][34][2] As he approached the kink too quickly, the car veered wide, placing two wheels on the grass verge before snapping back across the track.[2][32] Late braking and the wide line exacerbated the instability, leading to a high-speed impact with the barriers at over 150 mph.[2] Woolfe had not fastened his seatbelts—a common practice at the traditional Le Mans start to allow quick access to the cockpit—which contributed to him being thrown from the vehicle upon impact.[2] The Porsche 917, chassis 005, disintegrated catastrophically, ripping in two with a massive explosion as the fuel tank ruptured and ignited; the engine was flung 50 yards to one side, and the hood another 50 yards in the opposite direction.[33][31] Woolfe suffered instant fatal injuries at the scene.[34][32]Immediate aftermath
Following John Woolfe's fatal crash on the first lap of the 1969 24 Hours of Le Mans, the race organizers did not issue a red flag, as the incident occurred early in the event and the track could be cleared promptly.[33] After his co-driver Digby Martland withdrew during practice due to the car's handling issues, Porsche had assigned Herbert Linge as co-driver, and Rolf Stommelen qualified the entry 9th fastest; Woolfe opted to drive the opening stint alone, after which the car was retired from competition.[3][2] The event proceeded uninterrupted, with British driver Vic Elford leading after four hours, having covered approximately 560 miles in his Porsche 917.[33] Media coverage in the United Kingdom and France emphasized Woolfe's status as an amateur privateer with limited experience in high-speed prototype racing, particularly noting his recent purchase of the unproven Porsche 917 just weeks before the event.[33] Reports from outlets like The New York Times and Autosport highlighted the dangers of the traditional Le Mans standing start and the risks faced by inexperienced drivers in powerful new machinery, with witnesses describing Woolfe's aggressive early-race pace as a contributing factor.[33][35] No formal public inquest details emerged immediately, though French authorities conducted a routine investigation into the crash at the Maison Blanche section of the circuit. Woolfe's family, including his wife Jane Burton—whom he had married in 1968—and their young son Tony, were notified shortly after the incident.[1][3] His body was repatriated to London, where funeral arrangements were handled privately; he was buried at Hoop Lane Jewish Cemetery in Golders Green.[1] The service drew attendance from figures in the British motorsport community, reflecting Woolfe's connections in racing and business circles. To stabilize operations at John Woolfe Racing, Woolfe's business partner Arnold Burton assumed control of his share of the partnership immediately following the death.[3] Burton, alongside mechanic David Riswick, ensured continuity by maintaining the team's drag racing commitments, including campaigning the "Whistler" rail for the remainder of the season, while preserving the firm's focus on high-performance parts distribution.[3]Legacy
Influence on racing safety
John Woolfe's fatal accident on the opening lap of the 1969 24 Hours of Le Mans, where he lost control of his Porsche 917 after veering onto the grass at Maison Blanche, served as a catalyst for eliminating the traditional standing start procedure at the event. The high-speed crash, which occurred mere minutes into the race, exemplified the hazards of drivers sprinting across the track to their vehicles, often forgoing seatbelts in the rush to accelerate. Combined with Jacky Ickx's earlier protest—where he deliberately buckled up and started last to highlight the dangers—this incident prompted the Automobile Club de l'Ouest to replace the standing start with a safer format beginning in 1970, initially a seated standing start and evolving to the rolling start used today.[34][1][36] Woolfe's death was exacerbated by his failure to fasten the seatbelt, a common oversight during the chaotic Le Mans start that allowed him to be ejected from the cockpit upon impact. As a privateer driver with limited experience in the Porsche 917—a prototype notorious for its aerodynamic instability and tendency to lift at high speeds—the accident underscored the perilous mismatch between powerful factory machinery and amateur entrants. The 917's demanding handling, particularly on Le Mans' long straights and kink sections, amplified risks for non-professional teams lacking extensive testing resources.[34][1][2] The tragedy intensified scrutiny on safety protocols across endurance racing, reinforcing the need for mandatory restraints amid the era's growing fatalities. While the FIA had recommended harnesses in 1968, Woolfe's case as a "gentleman driver"—a wealthy enthusiast competing alongside professionals—drew media and community attention to the vulnerabilities of privateers in elite fields, advocating for better equipment adherence and preparation to prevent similar outcomes.[37][3][36]Business continuation and family impact
Following John Woolfe's fatal accident at the 1969 24 Hours of Le Mans, his business partners Arnold Burton and David Riswick assumed management of John Woolfe Racing, ensuring its survival by acquiring the rights and molds for Slot Mag wheels from GKN and launching the product line under the Woolferace banner.[3] Under their leadership, the company shifted focus from racing team operations to importing and distributing American performance parts, particularly for drag racing, while expanding into broader aftermarket service components for U.S.-made vehicles to support long-term vehicle maintenance.[38] This evolution allowed John Woolfe Racing to thrive as a specialist supplier, drawing on Woolfe's original vision of promoting American automotive culture in the UK.[38] Woolfe's son, Tony Woolfe, played a key role in the family's ongoing involvement by pursuing a racing career and commissioning GKN's American Racing Equipment subsidiary to develop slot mag-style wheels, which were integrated into the company's inventory and became a cornerstone of its early success.[3] In subsequent years, the Woolferace brand was acquired by Barry Treacey, who rebranded it as Wolfrace, further broadening the product range to include alloy wheels and other high-performance accessories tailored for drag and circuit applications.[3][15] As of 2025, John Woolfe Racing continues to operate from its base in the UK as a leading supplier of performance and restoration parts for American cars, with a global customer base spanning drag racing enthusiasts and circuit racers through its online platform at woolfe.uk.[13][38] The company's enduring presence, now spanning over five decades, reflects the family's commitment to Woolfe's legacy, including active participation in events at Santa Pod Raceway—Britain's premier drag strip—where it supports competitions and showcases products in his honor.[13]Complete racing results
24 Hours of Le Mans
John Woolfe participated in the 24 Hours of Le Mans twice, in 1968 and 1969, driving for his own John Woolfe Racing team, with no class or overall victories to his name. His entries represented a progression from a bespoke, underpowered prototype sports car to one of the era's most advanced and potent factory prototypes.[1] Overall, Woolfe's Le Mans record stands at 2 starts and 0 finishes.[39]| Year | Car | Co-Driver | Class | Qualifying Position | Laps Completed | Retirement Reason |
|---|---|---|---|---|---|---|
| 1968 | Chevron B12 Repco V8 (3.0L) | Digby Martland | P 3.0 | 31st overall | 27 | Head gasket failure[26][27] |
| 1969 | Porsche 917 K (4.5L flat-12) | Herbert Linge | S 5.0 | 10th overall | 1 | Fatal crash[30][40][1] |