It was during Eddie's time racing in Japan that the foundations were laid for an impressive three year spell driving Toyotas at Le Mans in 1992, '93 and '94. Together with fellow European refugees Roland Ratzenberger and Eje Elgh, they formed a pivotal part of the manufacturer's biggest assault on the race prior to the mighty GT-Ones of 1998 and 1999. During his time in Japan, Eddie forged a friendship with Jacques Villeneuve whom he so nearly persuaded to race at Le Mans before Jacques was apparently persuaded otherwise.

Eddie's Le Mans baptism was with the SARD Toyota team. Toyota team TOM'S were running three new 3.5 litre atmo TS010s in 1992, but two other teams, SARD and Trust, were running updated versions of the 1990 90CV, now badged as a 92CV and with a larger 3.5 litre turbocharged engine. His co-drivers were Eje Elgh and Roland Ratzenberger, who had both driven at Le Mans before. Elgh had driven in eight previous '24 Heures' while Ratzenberger's tally was three. Compared to them, Eddie was a Le Mans 'beginner'. Ratzenberger was given the task of qualifying the car and achieved 1st in class, 11th overall.

The race was run in wet conditions and a steady drive climbed the trio to 6th overall by half distance before Eddie brought the car in with clutch problems. The hydraulic system was bled but the car returned after only five more laps to have the clutch changed. The team also took the opportunity to change brake discs at this point. The car then ran well until it required a new turbo and gearbox, dropping the car to 9th where the car then ran untroubled to finish in the same position.

For the following year, Eddie drove one of the TOM'S TS010s, number 36, with Toshio Suzuki and Masanori Sekiya. Eddie revelled in the situation as nominated qualifier and set a superb 2nd fastest, behind the lead Peugeot 905. Having then set the fastest time in the race-day warm-up, Eddie was involved in a collision with the Simpson Engineering Ferrari 348 GTB which resulted in the latter's inability to start. The Toyota continued undamaged.

Eddie took the start and went head to head with pole man Philippe Alliot for the opening laps, with Eddie being classified as overall leader at the first hour. After handing over to Suzuki, the car dropped back to second before unscheduled stops for firstly oil on the windscreen and then a new battery dropped the car further back to fourth. Four further changes of battery were required during the night but was still running a strong third with only four hours to go when Sekiya brought the car straight back in after a routine stop. The gearbox had failed and the car received virtually a new rear end as the gearbox, clutch, drivetrain, discs, flywheel and the now seemingly obligatory battery were all replaced. This dropped them down to sixth, but fine driving from all three drivers brought them back to fourth at the finish. It was during his last stint that Eddie set that 3:27.47 lap.

In 1994, just weeks after Roland Ratzenberger lost his life during qualifying for the San Marino Grand Prix, Eddie partnered Mauro Martini and Jeff Krosnoff in the SARD entered 94CV, the updated 92CV. Eddie had been asked to drive in place of his friend. Victory would have been the ultimate tribute to Roland, who had worked so hard with the team for that elusive Toyota win. Mauro Martini qualified the car in fourth and the only thing notable about the warm-up this year was the fact that the Ferrari 348 was back but this time sporting large fluorescent lettering on its rear bumper warning "KEEP CLEAR IRVINE"!

The race quickly developed into a four way fight between the two 'works' Dauer Porsche 962LMs and the SARD and Trust Toyota 94CVs, all taking a turn at leading at some point in the race. The early promise of a good performance from the Kremer Porsche K8 of five times winner Derek Bell, Jürgen Läessig and Robin Donovan had gradually faded away with a number of problems. The first few laps saw a frenzied pace at the front as first Derek Bell led, then Alain Ferté's Courage before the Stück/Boutsen/Sullivan Dauer Porsche assumed control after the first round of pistops.

After two hours, both the Dauer cars were at the top of the leaderboard. But a problem engaging the reserve tank delayed Yannick Dalmas' number 36 Dauer, then a puncture right after the pit entrance for Danny Sullivan in the number 35 car cost him about seven minutes as he completed a very slow lap. This meant that after just three hours, Jeff Krosnoff handed the number 1 car over to Eddie Irvine in first place.

A change of brake discs front and rear dropped the car to third at the five hour mark, allowing the Bob Wollek, George Fouche and Steven Andskar Trust Toyota into the lead, which it held for three hours, at which point the Irvine/Martini/Krosnoff Toyota regained the lead before it succumbed to further brake problems. The Trust Toyota was back in front for five hours before problems with the oil pick up handed the advantage back to SARD. The two Dauer Porsches had dropped behind with varying problems but were gradually clawing their way back, with the Dalmas/Baldi/Haywood number 36 car in second.

Having then led for the next 9 hours, the win seemed in reach for the Irvine/Martini/Krosnoff Toyota when gear selection problems intervened with only 90 minutes remaining. The problem manifested itself right on the pit straight, meaning a whole agonising lap was between Krosnoff and full mechanical assistance. The result was an almost certain victory was lost due to a broken weld in the gear linkage. The fact that they still carried Roland's name on the car he had been down to drive made the problem that Jeff Krosnoff suffered even harder to bear.

The ensuing 13 minute stop left the Dalmas/Baldi/Haywood Dauer Porsche with a clear run to the flag. Eddie Irvine took over, resuming behind the second Dauer 962. Boutsen made his final stop, for once not taking on fresh tyres and Irvine made a very quick stop for fuel coming out only fifteen seconds behind and began to eat into Boutsen's advantage, now presumably regretting his decision not to take tyres. The duel was ultimately resolved in Irvine's favour in full view of the packed grandstands on the penultimate lap with a truly memorable piece of aggressive driving at the Ford chicane when the pair encountered a pair of very slow Venturis. Boutsen was not finished and nearly repaid the compliment at the same spot on the very last lap, but second place was Eddie's. It seemed scant reward for the victory that was so near, both for the team and for Roland.