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2014 Standings
After Toronto
Driver Standings

Driver Standings
1 Helio Castroneves 533
2 Will Power 520
3 Ryan Hunter-Reay 464
4 Simon Pagenaud 462
5 Juan Pablo Montoya 428
6 Scott Dixon 387
7 Carlos Munoz (R) 384
8 Tony Kanaan 380
9 Marco Andretti 375
10 Sebastien Bourdais 358
11 Ryan Briscoe 344
12 James Hinchcliffe 330
13 Charlie Kimball 317
14 Justin Wilson 311
15 Mikhail Aleshin 298
16 Josef Newgarden 288
17 Jack Hawksworth (R) 287
18 Graham Rahal 266
19 Carlos Huertas (R) 265
20 Takuma Sato 234
21 Sebastian Saavedra 229
22 Mike Conway 218
23 Ed Carpenter 168
24 Oriol Servia 88
25 Kurt Busch (R) 80
26 JR Hildebrand 66
27 Sage Karam (R) 57
28 Luca Filippi 46
29 James Davison (R) 34
30 Jacques Villeneuve 29
31 Alex Tagliani 28
32 Townsend Bell 22
33 Pippa Mann 21
34 Martin Plowman (R) 18
35 Buddy Lazier 11
36 Franck Montagny 8

Rookie of the Year
1 Carlos Munoz 384
2 Mikhail Aleshin 298
3 Jack Hawksworth 287
4 Carlos Huertas 265
5 Kurt Busch 80
6 Sage Karam 57
7 James Davison 34
8 Martin Plowman 18

Wins
T1 Ryan Hunter-Reay 3
T2 Will Power 2
T2 Simon Pagenaud 2
T2 Mike Conway 2
T5 Helio Castroneves 1
T5 Carlos Huertas 1
T5 Ed Carpenter 1
T5 Juan Pablo Montoya 1
T5 Sebastien Bourdais 1

Podium Finishes
T1 Will Power 6
T1 Helio Castroneves 6
3 Ryan Hunter-Reay 5
4 Tony Kanaan 4
T5 Carlos Munoz 3
T5 Juan Pablo Montoya 3
T7 Marco Andretti 2
T7 Simon Pagenaud 2
T7 Mike Conway 2
T10 Carlos Huertas 1
T10 Scott Dixon 1
T10 Josef Newgarden 1
T10 Graham Rahal 1
T10 Charlie Kimball 1
T10 Ed Carpenter 1
T10 Jack Hawksworth 1
T10 Mikhail Aleshin 1
T10 Sebastien Bourdais 1
Manufacturer Standings:
1 Chevrolet 2056
2 Honda 1042

Lap Leaders:
1 Will Power 353
2 Tony Kanaan 326
3 Helio Castroneves 241
4 Ryan Hunter-Reay 167
5 Ed Carpenter 116
6 Juan Pablo Montoya 74
7 Takuma Sato 67
8 Sebastien Bourdais 60
9 Simon Pagenaud 59
10 James Hinchcliffe 56
11 Scott Dixon 44
12 Jack Hawksworth 32
13 Justin Wilson 25
14 Marco Andretti 22
T15 Mike Conway 15
T15 Josef Newgarden 15
17 Sebastian Saavedra 14
18 Graham Rahal 10
T19 Oriol Servia 7
T19 Carlos Huertas 7
21 Ryan Briscoe 5
22 Mikhail Aleshin 4
23 Alex Tagliani 3

Entrant Points
Pos. # Entrant Points
1 3 Team Penske 533
2 12 Team Penske 520
3 28 Andretti Autosport 464
4 77 Schmidt Peterson Hamilton Motorsports 462
5 2 Penske Motorsports 428
6 9 Target Chip Ganassi Racing 387
7 20 Ed Carpenter Racing 386
8 34 Andretti Autosport/HVM 384
9 10 Target Chip Ganassi Racing 380
10 25 Andretti Autosport 375
11 11 KVSH Racing 358
12 8 NTT Data Chip Ganassi Racing 344
13 27 Andretti Autosport 330
14 83 Novo Nordisk Chip Ganassi Racing 317
15 19 Dale Coyne Racing 311
16 7 Schmidt PetersonMotorsports 298
17 67 Sarah Fisher Hartman Racing 288
18 98 BHA/BBM with Curb-Agajanian 287
19 15 Rahal Letterman Lanigan Racing 266
20 18 Dale Coyne Racing 265
21 14 A.J. Foyt Racing 234
22 17 KV/AFS Racing 229
23 16 Rahal Letterman Lanigan Racing 134
24 26 Andretti Autosport 88
25 21 Ed Carpenter Racing 66
26 22 Dreyer and Reinbold 57
27 33 KV Racing Technology 34
28 5 Schmidt Peterson Motorsports 29
29 68 Sarah Fisher Hartman Racing 28
30 6 KV Racing Technology 22
31 63 Dale Coyne Racing 21
32 41 A.J. Foyt Racing 18
33 91 Lazier Partners Racing 11

Finishing Average
1 Helio Castroneves 5.38
T2 Kurt Busch 6.00
T2 Will Power 6.00
4 Simon Pagenaud 6.92
5 Sage Karam 9.00
6 Scott Dixon 9.61
7 J.R. Hildebrand 10.00
8 Tony Kanaan 10.23
9 Ryan Hunter-Reay 10.38
T10 Juan Pablo Montoya 11.15
T10 Sebastien Bourdais 11.15
12 Ryan Briscoe 11.38
13 Justin Wilson 11.92
14 Carlos Munoz 12.00
15 James Hinchcliffe 12.46
16 Oriol Servia 12.5
17 Marco Andretti 12.69
18 Ed Carpenter 12.75
19 Alex Tagliani 13.0
20 Charlie Kimball 13.23
21 Takuma Sato 13.46
22 Mikhail Aleshin 13.61
23 Jacques Villeneuve 14.0
24 Mike Conway 14.66
25 Graham Rahal 15.0
26 James Davison 16.0
27 Carlos Huertas 16.07
28 Josef Newgarden 16.92
29 Sebastian Saavedra 17.0
30 Jack Hawksworth 17.16
31 Luca Filippi 18.50
32 Martin Plowman 20.5
33 Franck Montagny 22.0
34 Pippa Mann 24.0
35 Townsend Bell 25.0
36 Buddy Lazier 32.0


Pole Positions
T1 Takuma Sato 2
T1 Will Power 2
T1 Helio Castroneves 2
T4 Ryan Hunter-Reay 1
T4 Sebastian Saavedra 1
T4 Ed Carpenter 1
T4 Simon Pagenaud 1
T4 Juan Pablo Montoya 1
T4 Scott Dixon 1
T4 Sebastien Bourdais 1

Appearances in the Firestone Fast Six
1 Ryan Hunter-Reay 5
T2 Helio Castroneves 4
T2 Will Power 4
T3 James Hinchcliffe 3
T3 Scott Dixon 3
T3 Jack Hawksworth 3
T7 Simon Pagenaud 2
T7 Josef Newgarden 2
T7 Tony Kanaan 2
T7 Sebastien Bourdais 2
T11 Takuma Sato 1
T11 Marco Andretti 1
T11 Sebastian Saavedra 1
T11 Mike Conway 1
T11 Juan Pablo Montoya 1
T11 Ryan Briscoe 1
T11 Luca Filippi 1

Qualifying Average
1 Helio Castroneves 5.53
2 James Hinchcliffe 6.90
3 Ed Carpenter 7.00
4 Luca Filippi 7.66
5 Simon Pagenaud 7.69
6 Will Power 7.76
7 Scott Dixon 8.84
8 J.R. Hildebrand 9.00
9 Sebastien Bourdais 9.76
10 Carlos Munoz 10.3
11 Tony Kanaan 10.53
12 Ryan Hunter-Reay 10.61
13 Juan Pablo Montoya 10.84
14 Takuma Sato 11.69
15 Kurt Busch 12.0
16 Marco Andretti 12.61
T17 Josef Newgarden 12.92
T17 Ryan Briscoe 12.92
19 Justin Wilson 13.0
20 Jack Hawksworth 14.5
21 Mike Conway 14.66
22 Mikhail Aleshin 14.84
23 Graham Rahal 15.38
24 Sebastian Saavedra 16.53
25 Charlie Kimball 17.15
26 Carlos Huertas 17.84
27 Franck Montagny 21.0
28 Pippa Mann 22.0
29 Alex Tagliani 24.0
30 Martin Plowman 24.5
31 Townsend Bell 25.0
32 Jacques Villeneuve 27.0
33 James Davison 28.0
34 Sage Karam 31.0
35 Buddy Lazier 33.0
Tony George getting used to new role

by Tony George on the Vision Racing website
Sunday, July 26, 2009

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Tony George
After having a week off from racing I have had a chance to relax and reflect on the events that have taken place over the last few weeks.  I have decided to use the Vision Racing website, in a therapeutic way, to help clear my mind and clear the air by sharing some of my thoughts:

Settling into a different routine after 20 years has been quite an adjustment.  I must say, it was neither something I was expecting nor something I had given much consideration to, but not unusual given the time in which we currently live.  All around me I see that people’s lives are being affected by the realities of a deepening recession, and we all hope it begins to turn around soon and that better days are what lie ahead.

I would be less than honest if I said that last February 2008, after we were able to unify open-wheel racing, I didn’t at least let the thought of possibly “dialing back the boost” a little bit slip into my mind.  However, I knew there would be a couple of more years of hard work ahead of us, as we had asked for and been given the opportunity to provide the leadership of the sport going forward.  Knowing that there would be reservations expressed by some in our ability to lead, I had confidence that the right team of people had been assembled to take it forward.

Knowing that the decision made would be good for all concerned, we set out to do the nearly impossible and to bring about an immediate transition.  It came at great expense and would not have been possible without the support from some great partners, but the majority of the heavy-lifting would be borne by our company. I knew that the historic start to the 2008 season would be rocky, but felt that by May things would start to sort out and the series would start to come together as one. That proved to be the case. 

Most, if not all, of the early concerns expressed began to subside; many who had expressed their concerns began to provide positive reinforcement for the job that had been done bringing it together under challenging conditions. 

Little did we know just how challenging it was going to become. The second half of the season rolled along while most started to look toward 2009 and the promise that, together, we could now really start to capitalize on the momentum we had been gaining all season long.  Higher gas prices were starting to have an affect on race attendance, mainly at NASCAR events, as people were beginning to have to make choices between discretionary spending and providing for their basic needs.  But IndyCar fans were still turning out in support of a unified series. 

By the end of the season it started to become clear that our hopes of catching a tailwind from unification heading into 2009 would be met with more challenges.  We were now going to have even stiffer headwinds brought about by the global market and financial crisis.  By late fall the rumblings began that teams were going to be expecting financial support from the League if they were going to be able to compete in 2009.

Now, I don’t think it is a secret that most IndyCar and Champ Car teams have relied heavily on financial support from series owners to fund or subsidize their operations over the last 5 years.  In fact, I know that in the case of the IRL, every team that has ever competed in the series, since inception, has received support to some degree.  Given those facts, it is a testament to the commitment of the teams and sponsors in the series today that they have persevered this season without any subsidy from the League. 

Important to note in all of this is, contrary to popular belief, our family does not have an endless supply of cash to continue to pour into the League in the form of subsidy.  Rather, it is incumbent on the league to provide the leadership expected during this challenging economic time to grow the business, to grow the sport, and to position it for success in the future.

A good plan to start the year had been developed, but not before executive management had sufficiently challenged the business group leaders to re-examine their own budget planning process and goals for 2009.  I had to convince my colleagues that the only way we could develop a comprehensive enterprise plan would be to have regular, frequent and transparent management meetings so each unit could see and understand the big picture.  This is something that was going to require time, given how we had previously operated. 

Anyone who has any aptitude at all for running a business would realize that the task of creating and following through with a successful long-term plan is something that takes a great deal of time and patience.  While the plan has been put into motion, and positive growth is evident, it will require much more time and effort to fully see the plan through. This is a process that I had been committed to being a part of, even though others had different ideas of their own.   

That being said, I continue to be perplexed by the board’s recent decision to relieve me from my responsibility as CEO of the enterprise.  To date, I have not received a reasonable explanation as to why; the statement they released to the press not withstanding, I feel as though after 20 years I am entitled to one.  I understand that maybe they don’t feel that they owe me an explanation.

One thing I can tell you is that I stood resolute in my conviction on the direction we needed to go and that the measures we have taken since January are only a beginning. A complete review of how we are structured and operate is necessary.  Beyond my being dismissed, I am unaware of any changes that are being contemplated that will have a meaningful impact on the organization. 

I have been replaced in my role as manager by two individuals who have been with the company for many years.  In that time they have also been members of the executive management team and have participated in all of the strategic decisions that have been made over the last 15 years, so they are well aware of the challenges ahead.  My question for the board has been not one of who is going to manage the company, but rather, who is going to lead it?  There is a distinction.

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