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Alex Palou wins the 2025 Indianapolis 500. Here are the final results, finishing order

Alex Palou wins the 2025 Indianapolis 500. Here are the final results, finishing order

Alex Palou won the 109th running of the Indianapolis 500 on Sunday. Palou's victory marked the first time he has won on an oval. Here are the final results.
(Start position in parentheses)
1. (10) Alex Palou, Chip Ganassi Racing, Honda
2. (28) Marcus Ericsson (W), Andretti Global, Honda
3. (4) David Malukas, A.J. Foyt Racing, Chevrolet
4. (5) Pato O'Ward, Arrow McLaren, Chevrolet
5. (60) Felix Rosenqvist, Meyer Shank, Honda
6. (27) Kyle Kirkwood, Andretti Global, Honda
7. (14) Santino Ferrucci, A.J. Foyt Racing, Chevrolet
8. (21) Christian Rasmussen, Ed Carpenter Racing, Chevrolet
9. (7) Christian Lundgaard, Arrow McLaren, Chevrolet
10. (76) Conor Daly, Juncos Hollinger Racing, Chevrolet
11. (75) Takuma Sato (W), Rahal Letterman Lanigan, Honda
12. (90) Callum Ilott, Prema, Chevrolet
13. (06) Helio Castroneves (W), Meyer Shank, Honda
14. (30) Devlin DeFrancesco, Rahal Letterman Lanigan, Honda
15. (45) Louis Foster (R), Rahal Letterman Lanigan, Honda
16. (6) Nolan Siegel (R), Arrow McLaren, Chevrolet
17. (26) Colton Herta, Andretti Global, Honda
18. (33) Ed Carpenter, Ed Carpenter Racing, Chevrolet
19. (12) Will Power (W), Team Penske, Chevrolet
20. (15) Graham Rahal, Rahal Letterman Lanigan, Honda
21. (66) Marcus Armstrong, Meyer Shank, Honda
22. (24) Jack Harvey, Dreyer & Reinbold/Cusick, Chevrolet
23. (9) Scott Dixon (W), Chip Ganassi Racing, Honda
24. (23) Ryan Hunter-Reay (W), Dreyer & Reinbold/Cusick, Chevrolet
25. (2) Josef Newgarden (W), Team Penske, Chevrolet
26. (77) Sting Ray Robb, Juncos Hollinger, Chevrolet
27. (17) Kyle Larson, Arrow McLaren/Hendrick, Chevrolet
28. (8) Kyffin Simpson, Chip Ganassi Racing, Honda
29. (83) Robert Shwartzman (R), Prema, Chevrolet
30. (18) Rinus VeeKay, Dale Coyne Racing, Honda
31. (20) Alexander Rossi (W), Ed Carpenter Racing, Chevrolet
32. (98) Marco Andretti, Andretti Global, Honda
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2025 Toyota Tacoma vs. 2025 Chevy Colorado: 5 Major Differences
2025 Toyota Tacoma vs. 2025 Chevy Colorado: 5 Major Differences

Miami Herald

time4 hours ago

  • Miami Herald

2025 Toyota Tacoma vs. 2025 Chevy Colorado: 5 Major Differences

The midsize pickup segment has become one of the most competitive corners of the U.S. auto market. Buyers want a truck that can haul, tow, and take a beating, but they also demand comfort, fuel efficiency, and modern tech. Two of the best-selling names in the category-the Toyota Tacoma and Chevrolet Colorado-both received major redesigns recently, and the 2025 model year shows just how different their strategies are. The Tacoma, a long-time favorite among off-roaders and urban weekend warriors alike, leans into Toyota's hybrid technology and a broad range of trims that run from work-ready to luxury-leaning. The Colorado, redesigned for 2023, doubles down on torque, towing, and value, aiming squarely at customers who want capability first and foremost. Here's a look at five major differences between these two trucks that could sway your decision. One of the clearest differences between these trucks is in what sits under the hood. Chevrolet keeps things simple with the Colorado: every trim comes with the same 2.7‑liter TurboMax engine. That four-cylinder makes a strong 310 horsepower and an impressive 430 pound-feet of torque, paired with an eight-speed automatic transmission. The benefit here is consistency-you get the same punchy engine no matter if you're in a base Work Truck trim or the off-road ZR2. It also keeps things straightforward for buyers who don't want to wade through engine options. Toyota takes a slightly more flexible approach. The Tacoma's SR5 and TRD Off-Road trims both come with a 2.4‑liter turbocharged four-cylinder, putting out 278 horsepower and 317 lb-ft of torque. Step up to the TRD Pro, which adds a hybrid setup to the drivetrain, and you get 326 horsepower and 465 lb-ft. Takeaway: Colorado wins on simplicity and strong standard torque, while Tacoma offers more choice-including the segment's first hybrid option for buyers who want both efficiency and power. Hauling capability is still the number-one reason many buyers look at pickups, and here the Colorado takes the upper hand. Properly equipped, it can tow up to 7,700 pounds-best in class-and handle a payload of around 1,684 pounds. That makes it well-suited for hauling a pair of jet skis, a midsize camper, or heavy construction materials without breaking a sweat. The Tacoma isn't exactly weak, but it does trail. The maximum towing capacity for the 2025 Tacoma is 6,500 pounds, with payload topping out around 1,705 pounds. That's plenty for most weekend trips or light work duty, but it leaves about 1,200 pounds of towing headroom on the table compared to the Chevy. It's worth noting that Tacoma's hybrid version has slightly lower towing ratings, capped at around 6,000 pounds, though torque delivery is strong and responsive thanks to the electric motor's instant power. What this means in practice is that the Colorado is the better choice if you plan to tow often or near the maximum limits. The Tacoma can do plenty for daily use, but buyers with heavy trailers, boats, or RVs will notice the difference. Beyond engine output, midsize trucks need to prove they can carry gear easily. Here, Toyota offers more flexibility. The Tacoma comes in two bed lengths-five feet or six feet-depending on cab style. The bed itself is also wider, measuring about 53 inches between the wheel wells. That means you can lay a standard four-foot sheet of plywood flat, a detail that makes a real difference for weekend projects or jobsite use. The Colorado, on the other hand, keeps things simpler: every version comes with a five-foot bed and a crew-cab configuration. Its width between the wheel wells is about 45.5 inches, which means loading wide sheets requires angling them or placing them on top of the wheel wells. That's less convenient if you're hauling building materials, but Chevy compensates with clever storage solutions. The available StowFlex tailgate has a built-in storage compartment, while an optional bed camera helps monitor cargo while driving or backing up. In terms of overall dimensions, the Colorado's cabin is slightly roomier, giving passengers more shoulder and hip space. Tacoma's rear seats can feel tighter, but Toyota balances that with useful hidden storage bins under the seats and behind the rear cushions. Technology has become a key selling point, even in rugged trucks. The Colorado starts with an 11.3-inch touchscreen and an 11-inch digital driver display-standard across all trims. Wireless Apple CarPlay and Android Auto come included, and higher trims add niceties like a premium Bose audio system and surround-view cameras. Chevy deserves credit for giving even base buyers a robust tech package. Toyota goes bigger at the top end. Depending on trim, the Tacoma offers an enormous 14-inch central display-the largest in the class-along with a 12.3-inch digital gauge cluster. Wireless smartphone integration is standard, and higher trims bring JBL audio with a removable Bluetooth speaker, wireless charging, and clever storage touches. Toyota also offers advanced off-road displays that show pitch, roll, and other trail data. Comfort levels are competitive in both trucks. The Colorado emphasizes wide, supportive seats and a more car-like driving position. Tacoma takes a step forward for 2025 with improved seat ergonomics and higher-quality materials, particularly in trims like the Limited and Trailhunter. In practice, the Toyota now feels less like a bare-bones work truck and more like a vehicle you'd happily drive daily. Finally, there's the question of cost. The 2025 Colorado starts at around $31,900 for the base Work Truck trim, with prices climbing to just under $50,000 for the off-road-focused ZR2. 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F1 Engines Don't Last Long, And Replacing One Isn't Cheap
F1 Engines Don't Last Long, And Replacing One Isn't Cheap

Yahoo

time8 hours ago

  • Yahoo

F1 Engines Don't Last Long, And Replacing One Isn't Cheap

You're here because you find automotive technical minutiae fascinating. While there's plenty of cool engines in passenger cars -- oddities like the Honda S800's roller bearing crank that needs no oil pressure or the Volkswagen Beetle's magnesium engine block and transmission come to mind -- Formula 1 is where engine tech nerds drool themselves to dehydration. Despite the incredible engineering that goes into F1 engines, they are short-lived. After all, these F1 powertrains generate thrust like you wouldn't believe. 1,000-hp 1.6-liter turbocharged hybrids push these cars to stupendous speeds. Sparks glitter in the dark from the titanium skid blocks that prevent the cars from bottoming out. All this power means these engines will only last for around seven or eight races before they need to be replaced, which means the engine will last about 1,500 miles. This takes into account eight 190-mile races, but not any qualifying or practice. So, the real distance is certainly a bit more. The engines aren't cheap, either, with estimates ranging from $11 million to just over $16 million per engine. That's more than most of us even dream of spending on cars in our lifetimes, much less an individual engine. Those millions could easily fill a garage with Ferraris, Bentleys, some rare muscle cars, and maybe a six-pack of tricked-out Honda Accords to boot. Extrapolate that across the four engine allocation each team gets for the 2024 and 2025 seasons -- Formula 1 used to restrict teams to three engines -- and you're looking at $44 million to $64 million. The teams are probably happy that the current $135 million-per-year spending cap doesn't apply to engines. Read more: Everrati's Electric Porsche 911 RSR Has Me Driving Into The Future With Open Arms The Money F1 Teams Actually Spend On Engines That may not be the whole story, however. 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Engineers work tirelessly to extract every last horsepower from the allowed parameters, and the machining of each part must be unfathomably precise with tolerances usually measured in double-digit microns. Manufacturing processes must be strictly controlled to prevent inconsistent results. For instance, maintaining a stable temperature keeps thermal expansion at bay. Scott Mansell's video How Formula 1 Pistons Are Made shows a clip of Dave Herbert, a production engineer for legendary engine builder Cosworth, saying, "If you just held the piston for about ten seconds, it'll go out of tolerance." To ensure parts can be reused after a race, teams will tear the engine down and X-ray parts to ensure there aren't any defects, among many other tests. Shocking Durability And Relatively Plain Materials Until 2004, F1 teams could use as many engines as they wanted. 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Iron-based alloys -- basically steel -- are used for the crankshaft, connecting rods, and cams. Finally, nickel, cobalt, iron, or titanium alloys compose the valves. This is ostensibly to keep manufacturing costs non-exorbitant and avoid safety concerns with exotic materials, as was the case with the FIA's banning of beryllium. So, with reasonably conventional aluminum and iron alloys and no meteorite metals, F1 engines handle internal temperatures that can far exceed 2,000 degrees Fahrenheit, not to mention incredible pressure. Those pistons have to change direction constantly, as well, at up to 15,000 times per minute. Honestly, it's impressive that F1 engines don't tear themselves apart faster than they do. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.

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