IndyCar Series 2025 drivers championship, Rookie of the Year, Leaders Circle standings after Toronto
Here's where the drivers and teams stand in the season-long points, Rookie of the Year and Leaders Circle races.
Report from Toronto: IndyCar Ontario Honda Dealers Indy complete results
IndyCar Series championship points 2025
(Through 13 of 17 races)
Alex Palou, 536 points
Pato O'Ward, 437
Kyle Kirkwood, 363
Scott Dixon, 362
Christian Lundgaard, 317
Felix Rosenqvist, 309
Marcus Armstrong, 283
Colton Herta, 278
Will Power, 263
David Malukas, 259
Rinus Veekay, 252
Santino Ferrucci, 240
Scott McLaughlin, 239
Kyffin Simpson, 226
Christian Rasmussen, 217
Josef Newgarden, 213
Conor Daly, 199
Alexander Rossi, 199
Marcus Ericsson, 195
Graham Rahal, 195
Nolan Siegel, 168
Robert Shwartzman, 159
Louis Foster, 159
Callum Ilott, 135
Sting Ray Robb, 133
Devlin DeFrancesco, 123
Jacob Abel, 95
Takuma Sato, 36
Helio Castroneves, 20
Ed Carpenter, 16
Jack Harvey, 12
Ryan Hunter-Reay, 10
Kyle Larson, 6
Marco Andretti, 5
IndyCar Series rookie points
With four races to go, Prema Racing's Robert Shwartzman erased a five-point deficit to Rahal Letterman Lanigan Racing's Louis Foster on Sunday by virtue of his 16th-place finish, tied for the Prema driver's third-best finish of his young IndyCar career. Foster finished 21st, 23 laps down after a lengthy stop for repairs. Dale Coyne Racing's Jacob Abel finished 23rd after sliding into the outside wall on Turn 1 exit and sparking a multi-car crash.
Robert Shwartzman, 159 points
Louis Foster, 159 points
Jacob Abel, 95 points
IndyCar Series Leaders Circle standings 2025
IndyCar's Leaders Circle program pays eligible teams just over $1 million the following season in guarantees. To qualify for one of the 22 spots, the entry must be associated with one of IndyCar's 25 charters — teams are allowed to have a maximum of three. Only Prema Racing's two cars remain unchartered. The 25 chartered cars are then ranked by entrant points and, at the end of this season, the top 22 eligible entries will be paid $1.2 million or more by Penske Entertainment throughout the 2026 season.
Here are the cars around the bubble after IndyCar's Toronto race:
21. Arrow McLaren No. 6, 168 points points
22. Rahal Letterman Lanigan Racing No. 45, 159 points
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23. Juncos Hollinger Racing No. 77, 133 points
24. Rahal Letterman Lanigan Racing No. 30, 123 points
25. Dale Coyne Racing No. 51, 95 points
This article originally appeared on Indianapolis Star: Who won the IndyCar race today? Toronto results, driver rankings
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Yahoo
26 minutes ago
- Yahoo
NHLPA pushes back after NHL says five players acquitted of sexual assault ineligible
The five former members of Canada's world junior hockey team were acquitted in the high-profile London, Ont., sexual assault trial Thursday, but the jury is still out on whether or not they'll be able to resume their NHL careers. A few hours after the judge's decision, the NHL said Michael McLeod, Carter Hart, Alex Formenton, Dillon Dubé and Cal Foote would be ineligible to play while the league reviews the findings. The NHLPA responded that its players should 'have the opportunity to return to work.' The players were found not guilty of all charges in an encounter with a woman in a hotel room seven years ago, Ontario Superior Court Justice Maria Carroccia ruled. The NHL stated the allegations in the case were 'very disturbing,' even if not deemed criminal. The league also called the behaviour of the players 'unacceptable." "We will be reviewing and considering the judge's findings," the statement read. "While we conduct that analysis and determine next steps, the players charged in this case are ineligible to play in the league.' The NHLPA said ruling the players ineligible while the NHL further evaluates the case does not align with the terms of their collective bargaining agreement. "Dillon Dube, Cal Foote, Alex Formenton, Carter Hart, and Michael McLeod were acquitted of all charges by Justice Carroccia of the Ontario Superior Court," the NHLPA's statement read. "After missing more than a full season of their respective NHL careers, they should now have the opportunity to return to work. The NHL's declaration that the Players are 'ineligible' to play pending its further analysis of the Court's findings is inconsistent with the discipline procedures set forth in the CBA. "We are addressing this dispute with the League and will have no further comment at this time." McLeod, Hart, Dubé and Foote were active NHL players at the time of their 2024 arrests, which came days after all four players were granted leave from their clubs. Formenton, an Ottawa Senators draft pick, has not played in the NHL since 2022. At the time of the incident in 2018, Formenton had played one NHL game, while Foote, McLeod and Dubé had brief stints with their clubs' American Hockey League affiliates. While the NHL's review is taking place, experts believe it's possible players will eventually return to the NHL ice. Ann Pegoraro, a sport management professor at the University of Guelph, said the NHL has not often come down hard on cases of sexual assault or domestic violence. She added that teams would evaluate whether the benefits of a player's talent outweigh the risks of fan backlash and potential loss of sponsors. 'Hockey has a very different culture and has a lot more, I would say, latitude in the way that they look at individuals' personal behaviours,' Pegoraro said. 'Do I think they'll end up back on teams? I think if their skills are good enough, some teams — not all teams — but some teams will look the other way and put them back on rosters if they can contribute to the team.' Though the players were not convicted, their reputations may still carry the weight of the allegations, said Richard McLaren, a law professor at Western University and a longtime member of the International Court of Arbitration for Sport. 'I've seen that in many sexual harassment type situations, and it doesn't just disappear because the case is over,' said McLaren, who's also a labour and commercial arbitrator and mediator with McKenzie Lake Lawyers LLP. There are recent examples of people returning to the NHL despite being at the centre of sexual assault controversies. In 2022, the Edmonton Oilers signed Jake Virtanen to a professional tryout less than two months after the former Vancouver Canuck was found not guilty in a sexual assault trial in Vancouver. The Oilers ultimately released Virtanen, who resumed his career in Europe. Stan Bowman and Joel Quenneville — the general manager and head coach of the Chicago Blackhawks scandal in 2010 — are both back in the NHL after failing to act on Kyle Beach's claims that video coach Brad Aldrich had sexually assaulted him. Bowman became the Oilers GM last year, and Quenneville was hired as head coach of the Anaheim Ducks in May. Both needed to be reinstated by NHL commissioner Gary Bettman. The NHL did suspend Los Angeles Kings defenceman Slava Voynov for the entire 2019-20 season and playoffs after determining he committed acts of domestic violence. While Hart and Formenton did not play professionally during the 2024-25 season, McLeod and Dubé spent last season in the Kontinental Hockey League, playing for teams based in Russia, Belarus and Kazakhstan. Foote, meanwhile, played a season in Slovakia. McLaren said those countries are more removed from scandals surrounding the accusations, while NHL teams are more likely to consider the optics. 'They operate a lot like businesses or corporations these days,' he said. 'They're going to look at how a player's history is going to affect the sponsorship organizations at the club level as well as at the NHL level. Also, the community relations that clubs have with their community are important. 'And what the impact of all this would be on their ticket sales. Those would be the kind of things that they'd be looking at.' Mac Ross, a fellow at Saint Mary's University who researches sport and communication, said American teams are more likely to consider signing a player than in Canada, where the story has been under a sharper spotlight. 'They'd face a lot more scrutiny from the Canadian public,' he said. 'I think they probably could play again. And especially if you consider that the vast majority of the NHL is in the United States, there's a pretty significant cultural shift going on down there where the rights of women are under attack.' This report by The Canadian Press was first published July 24, 2025. Daniel Rainbird, The Canadian Press
Motor 1
28 minutes ago
- Motor 1
Perfection on Wheels: Driving the Pagani Huayra R Evo at Monza
Hurry up and wait, they said. Red flags waved up and down the front straight at Autodromo di Monza—Italy's so-called Temple of Speed, the fastest track on the F1 calendar. Reports came back that a driver had speared off track and anxiety poured through the Pagani pit box like a choking fog. "It's okay. In a minute, you go. Just be ready to go," the PR handler insisted. My gloved fingers drummed against my race suit. A few moments became five minutes. Five minutes became 25. My shoulders relaxed. "Don't worry, we'll put you into a different session later," he said. I pulled the HANS off my shoulders, pried the helmet off my head, and did my best to put on an easygoing smile. My confrontation with the 900-horse, 2,300-pound, multimillion-dollar Pagani Huayra R Evo Roadster would wait. But like a whip crack, the unmistakable howl of a Pagani V-12 broke the silence, echoing from beyond Monza's legendary front straight and down to its terminus as the red-flagged car roared back into pit lane. "Okay. Now izzz time to go." An Italian engineer pushed me gently toward the cockpit and suddenly there was no more "Wait!" Only "Andiamo!" In a few frantic seconds, I'd clipped back into my HANS and humped over the Pagani's carbon-weave LMP-style crash structure and into the belly of the thing. Another engineer yanked at the five-point harness then flashed a quick thumbs-up and a smile. Photo by: Sevian Daupi | Motor1 Photo by: Sevian Daupi | Motor1 Photo by: Sevian Daupi | Motor1 Before me, all possibilities. Greatness and ruin. What a beautiful view. In the Huayra R Evo Roadster —colloquially called "REVO" by Pagani staff—you sit more upright than you'd think, a perfect sightline aimed over the car's narrow sloping nose. The driver-friendly design owes its roots to this Pagani's purpose. Despite its looks, the REVO isn't a race car. Nor is it a road car. This Pagani is destined for track use only, earmarked for the marque's 'Arte in Pista' events. Effectively, these are track days for Pagani's Huayra R (and now REVO) clients, in the vein of Ferrari's Corse Clienti program. But according to one well-heeled Pagani owner I spoke with in a cooldown session between track stints, "These [Pagani events] are the best. The customer service here is… This is ten times the other brands," he said. "I didn't get to have lunch with Enzo, and from what I understand, it wouldn't have been a very pleasant lunch anyway." Photo by: Sevian Daupi | Motor1 Before me, all possibilities. Greatness and ruin. What a beautiful view. That means Horacio Pagani is there in person, glad-handing attendees like the mayor. The Arte in Pista also provides beautifully catered meals with endless espresso, shuttles to and from the airport and race track and hotel, a pit box stuffed with race engineers, and nothing but the world's greatest tarmac laid like a red carpet in front of your NA V-12 Pagani hypercar. Of course, there are dinners at night, and driving coaches there for one-on-one instruction, an engineer to parse your driving data, and even planned outings for the kids. Horacio reiterated, again and again during the program itself, that these track days are about enjoying family, whether that's biological or fellow Paganisti. I want so badly to be cynical about these sorts of things—the ultra-wealthy enjoying their toys— because they don't cater to my specific dirtbag sensibilities. But I can't. The customers are too joyous, the cars too awesome, the company itself so deeply admirable, I just couldn't help but enjoy the… Pagani-ness of it all. Photo by: Sevian Daupi | Motor1 Photo by: Sevian Daupi | Motor1 At a dinner for Arte in Pista customers the night before the first track sessions, one Huarya R owner from Miami with a similar build to mine (long, lean) recommended some foam under the seat of my race suit, so I'd have enough room to elbow the REVO around Monza without hitting my elbows on the car's crash structure. It proved salient advice. A deep breath and a moment to focus while my hand flicked at the master and ignition switches on the REVO's center console. I craned my head down at the steering wheel, fighting at the HANS straps to recall the starting procedure. Photo by: Sevian Daupi | Motor1 "START" fired the mighty 6.0-liter V-12 over with a whirr whirr whirr BAM . Then it all went noisy. The uncatalyzed, unmuffled exhaust manifolds absolutely howitzered a racket at the back of the garage, vibrating and resonating in a full basso that played my kneecaps like tuning forks. A flick at the wheel-mounted paddle shifted the REVO into first, and I sat and revved the engine like a buffoon before remembering the car's clutch is engaged and disengaged by a servo on the sequential transmission, which is actuated by a "DRIVE" button on the steering wheel. This setup avoids a typical hand-clutch like you'd find on a similarly gnarly race car, another little touch on this track-special Pagani that's supposed to wrap the most extreme performance in a truly driver-friendly package. For context, the REVO's quickest lap at Monza wouldn't have just kept up with LMP2 the last time WEC ran here, it would've put the REVO on pole. It's that quick. Prototype-quick. In truth, after I wheeled out onto the track and saw Monza's first chicane over the REVO's hood, my mind snapped free of notary mode and left the journalist-observer framework behind. In slower cars, in cheaper cars, on tracks you know, you develop the ability to prod a car quickly up to its limits and record some mental notes about what it likes, what it doesn't like, and what sticks out that's worth relaying to the reader. Not here. Not with 900 NA V-12 horses shouting Vivaldi fortissimo at the grandstands. Not with millions of dollars in crash damage separated from Monza's strangling walls by only my right foot. Mostly, I vacillated between "If you crash this, it better kill you," and "this has to be the greatest thing I've ever driven." Photo by: Sevian Daupi | Motor1 Photo by: Sevian Daupi | Motor1 Of the scheduled 40 minutes at the wheel, I had just a few flying laps to learn the track and the car, owing to the red-flagged session earlier on, so I never settled fully into the car or track. It's not meant as a gripe, but as a disclaimer: If you're shopping for a REVO and landed here, or are just a curious reader, I won't be able to relay much about this Pagani's limit handling or its balance flat-out through Monza's high-speed bends. What I can tell you, emphatically, is that the REVO is perhaps the most awesome piece of rolling machinery on this planet. I've driven every model of Pagani in anger at this point, including a pair of Huayras, the new Utopia (manual transmission, grazie mille), and Horacio's own Zonda F. That final car will always have the largest piece of my heart, but the REVO is something else entirely. No road car can match a race car's sense of immediacy or connection. Equally, race cars aren't always friendly to their drivers. Often, they're an equation on wheels, asking for solutions you aren't naturally inclined to provide. The REVO occupies a special pocket between the two, where it pretends to be a race car, but is wrapped in just enough cotton that you can enjoy stretching its legs with confidence. Through Monza's iconic first chicane, I kept waiting for a hint of push from the nose, equally ready to snatch at the rear end going loose when I trailed that last bit of speed down from more than 190 mph and tossed the REVO's nose toward that first apex. Photo by: Sevian Daupi | Motor1 What I can tell you, emphatically, is that the REVO is perhaps the most awesome piece of rolling machinery on this planet. All I found was more grip than I'd thought to ask for, every single time I rolled through the curves. As track temps soared near 100 degrees, the tires stuck firm out of every corner exit. My stint wasn't long enough to find out how they'd hold up over the course of a day, but the bespoke Pirelli P Zero slick compound got rave reviews from the Huayra R customer-drivers, and several of Pagani's instructors and test drivers, all of whom are pros. Pirelli developed the compound to bring a smidge of road-tire feel and breakaway character to these mile-wide racing slicks. It's a tough task to balance both, and a tougher task to satisfy whoever's in the driver's seat. But that's the car's mission—flatter everyone, bring them joy. Pagani's Arte In Pista customers run the gamut from former F1 drivers to people who had never driven a car on track before buying their track-special Pagani. That's not hyperbole. In speaking to the customers, both types were equally satisfied with the car. So was I, despite myself. Data showed I was something like 9 seconds a lap slower than the 'pole' time on my final flier, braking many meters sooner than I needed to, and with far less pedal pressure than the pro driver's fastest lap. I committed every sin in the name of abundant caution, giving up entry and apex speed everywhere. About the only things I did right, according to the data analyst, were steering smoothly and getting on throttle quickly and early (which is easier to do when you're parking in the corners). Still, by picking up throttle earlier and earlier on each successive lap and learning to trust where the car would stick, my confidence grew. On the final lap, I was bumping past 300 kph on the front straight. I had so much fun. Photo by: Sevian Daupi | Motor1 Photo by: Sevian Daupi | Motor1 Photo by: Sevian Daupi | Motor1 The REVO looks about as thrilling as it does intimidating, but once you're at speed, nothing wants to hurt you. The brakes are slightly boosted, I was told, still with that race-car-like resistance across the pedal's travel that's so critical to modulating your braking efficiently while still offering a granular accuracy. The steering is light, with a hyper-quick rack that makes for economical efforts, especially in Monza's first chicane, which is best taken with a super squared-off approach. In corners, and especially once all that downforce kicks in, weight builds beautifully in the steering effort, perfectly relaying how the car's behaving. Then there's the REVO's excellent visibility, its simple, user-friendly control layout, and the balance of the whole package… I've met Girl Scout Cookie sellers who were less friendly. But, more than anything about the REVO, there's that noise. To be honest, the engine sounds better when you're stood on pit wall than it does from inside the car. Impossibly vicious and harmonic, echoing its siren call from nowhere and RIGHT THERE all at once. Even if you never get the chance to drive one, make it out to your nearest Arte In Pista to hear these things run flat out. Photo by: Sevian Daupi | Motor1 Its 60-degree, 6.0-liter naturally aspirated V-12 is on par with the best-sounding engines I've ever heard. No road car ever built sounds this good. Only golden-era Formula 1 could surpass the Pagani unit for soundtrack bliss. The engine itself is a masterpiece. This unit, designed and built from scratch by HWA, produces a glorious cavalcade of numbers. Nine-hundred horses at 8,750 rpm and 568 pound-feet from 5,800 - 8,200 rpm. Twelve naturally aspirated cylinders. Sixty-degree banking that imparts a natural balance and refinement. But really, it's the sound that impresses me most. From inside the cockpit, it's more like a mechanical thrash, a roar of gnashing whine and frequencies from the six-speed dog-ring sequential 'box. A sintered-metal three-disc clutch reins in all the power. At the REVO's astonishing 9,250-rpm redline, there's this glorious intoxicating metallic shout from all that rotating mass and the wind rushing over the overhead portholes sculpted into the carbon monocoque. It is cacophonous. It is glorious. It is Pagani at its absolute best. 30 Source: Sevian Daupi | Motor1 And that's my takeaway from my brief time meeting the REVO. I spent maybe 15 minutes behind the wheel and the rest of the day listening to it scream down Monza's front straight. When the car was still, I stood by it, mesmerized. I prodded around its beautifully constructed suspension and hunched over to view every last component. I bothered Pagani's engineers about every last detail as the car sat with its carbon clamshell off, exposed, waiting for the next driver. I got just as much joy sharing in the infectious pride of the people who built the car as I did edging up to 200 mph on that front straight. Writing about cars requires a balance wherein you must still be in love with the subject matter and yet be distanced enough from the subject itself. Personally, I'm enamored by Pagani and the things it builds. Professionally, I'm struck by Pagani's adherence to ultimate quality, to blending money-no-object craftsmanship with an artful spirit and cutting-edge composites. These are values worth admiring, and the REVO hasn't fallen short by any metric. It is, simply, a dream on wheels. Perfection. More From Pagani The Pagani Huayra Codalunga Loses Its Roof and Adds a Manual 'No One Showed Interest:' Pagani Customers Don't Want An Electric Hypercar Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Yahoo
an hour ago
- Yahoo
NHL says the 5 players acquitted of sexual assault are ineligible to join league, NHLPA pushes back
The NHL is barring five players acquitted of sexual assault from re-entering the league, announcing the decision in a statement on Friday. The five players — Michael McLeod, Dillon Dubé, Cal Foote, Alex Formenton and Carter Hart — were found not guilty of sexual assault charges on Thursday. The charges dated back to an incident in 2018, when the players were in London for a gala and golf tournament in honor of their championship win as part of Canada's world junior hockey team. A woman, known as E.M. in the trial, alleged that the players sexually assaulted her over several hours in a hotel room after the event, but the judge, Maria Carroccia, found that the prosecution had not proven the charges beyond a reasonable doubt. With the Hockey Canada trial complete, the NHL has determined that the five players involved in the trial will be ineligible to play in the league — bluntly answering post-trial questions about the players' hockey futures. "The allegations made in this case, even if not determined to have been criminal, were very disturbing and the behavior at issue was unacceptable. We will be reviewing and considering the judge's findings," the league said in Friday's statement. "While we conduct that analysis and determine next steps, the players charged in this case are ineligible to play in the League." The NHL Players' Association quickly pushed back on the decision, releasing its own statement defending the players and saying that they are "addressing this dispute with the League." "Dillon Dube, Cal Foote, Alex Formenton, Carter Hart, and Michael McLeod were acquitted of all charges by Justice Carroccia of the Ontario Superior Court," the NHLPA said. "After missing more than a full season of their respective NHL careers, they should now have the opportunity to return to work. The NHL's declaration that the Players are 'ineligible' to play pending its further analysis of the Court's findings is inconsistent with the discipline procedures set forth in the CBA." McLeod, Dubé and Hart were all selected in the 2016 NHL Draft, while Foote and Formenton were drafted in 2017. Despite the alleged incident occurring in 2018, charges were not filed until February 2024; those charges prompting all five players to take an immediate leave of absence from hockey. At the time, four of the five players were playing in the NHL: McLeod and Foote played for the New Jersey Devils, Dubé for the Calgary Flames and Hart for the Philadelphia Flyers. Formenton, who previously played for the Ottawa Senators, was playing in the National League in Switzerland at the time. During the year and a half between the charges being filed and Thursday's verdict, two of the players joined other teams, with McLeod spending some time in the Russian KHL and Foote joining the Slovakian league. It is unclear whether the players will try to play in Europe while being barred from the NHL.
