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2017 Point Standings
After Mid-Ohio
Rank Driver Points

1 Josef Newgarden 453
2 Helio Castroneves 446
3 Scott Dixon 445
4 Simon Pagenaud 436
5 Will Power 401
6 Graham Rahal 395
7 Takuma Sato 381
8 Alexander Rossi 358
9 Tony Kanaan 320
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11 Max Chilton 310
12 Ryan Hunter-Reay 297
13 Marco Andretti 286
14 Ed Jones 285
15 JR Hildebrand 276
16 Mikhail Aleshin 237
17 Carlos Munoz 236
18 Charlie Kimball 223
19 Conor Daly 199
20 Spencer Pigot 165
21 Ed Carpenter 142
22 Sebastien Bourdais 136
23 Juan Pablo Montoya 93
24 Gabby Chaves 83
Esteban Gutierrez 83
26 Oriol Servia 61
27 Sebastian Saavedra 52
28 Fernando Alonso 47
29 Pippa Mann 32
30 Jay Howard 24
31 Sage Karam 23
Zach Veach 23
33 James Davison 21
34 Jack Harvey 17
35 Tristan Vautier 15
36 Buddy Lazier 14

Rookie of Year Standings
Not Published by IndyCar
Texas underscores what is right with IndyCar

by Tim Wohlford
Friday, June 7, 2013

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Justin Wilson won last year for Dale Coyne
Ah yes, it’s time for Texas again.  And once again, Texas is a case study in all that is good in IndyCar – and all that can go wrong.

Bluntly stated, I came to Texas last year fully prepared to write about bad news.  After all, it was the first high-banked super speedway race with the new Dallara chassis, and the first high-banked track race after the Vegas event the previous fall had taken the life of Dan Wheldon. 

And as CART fans remember, in 2001 drivers suffered vertigo due to the speed of the cars – which was, arguably, the beginning of the end for that series.

However, a strange thing happened – it was one of the best IndyCar races ever.  The cars were competitive without racing in the dreaded pack.  The better drivers went to the lead, although a few bemoaned having to race there at all. 

First Scott Dixon, then Graham Rahal, dominated before hitting the wall, handing the victory to a surprised Justin Wilson in front of a stunned crowd.

So what happened?  In a word, IndyCar changed the aero formula, and got it right.  Working with Firestone and the engine manufacturers, IndyCar tries to provide a safe, entertaining and cost-effective race.  (And yes, this means that I believe that IndyCar blew it for the 2011 Vegas race.) 

Some Indy drivers, as well as some AutoRacing1 editors, lobbied for lower down force on the big ovals for years.  This effectively turns them into mechanical grip cars instead of down force grip cars, and at the Texas race last year, they gave it a try.  And, it worked, as it did for California later in the season. 

“The cars are safer than they used to be” due to a lack of pack racing comment Helio Castroneves this morning.

So, fast forward to this year.  Although IndyCar is keeping last year’s spec for the high-banked races, IndyCar is nothing if it isn’t a place where all old ideas seem to be dragged out of storage once in a while.  Now we’re hearing new IndyCar management talking once again about “aero kits” for, well, sometime in the future. 

And even worse yet, talk of “new track records.”  The concerns are obvious – will IndyCar be able to strike a balance between safety, cost and “the good show” if it has multiple aero configurations?

And if IndyCar tries for a “new track record” at Texas... well, it’s just not possible.

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