Wales number eight Taulupe Faletau has been ruled out of the Rugby World Cup with a collarbone injury.

The Bath player was injured during Wales training and will need surgery.

The British and Irish Lion broke his arm twice last season and missed Wales' Six Nations Grand Slam and has not played in a Test since March 2018.

A statement by the Welsh Rugby Union said: "The Wales squad and management would like to wish Taulupe the very best with his recovery."

Faletau's luckless run of injuries started in October 2018 when he fractured his right forearm while playing for Bath, which ruled him out of Wales' autumn series clean sweep.

The 28-year-old made an impressive return for his club in their Champions Cup win over Wasps in January - but he then broke the same arm, and the injury denied him what would have been a second Grand Slam and a third Six Nations title of his career.

He returned to the Wales squad for their summer camp in Switzerland when he said he was hungry to play again after a frustrating time out of the game.

When fit, Faletau is ranked amongst the finest back-rows in world rugby and has played 72 times for Wales since making his debut against the Barbarians in 2011.

He has also made four Test appearances for the Lions across two tours, and scored a crucial try in the second Test win against New Zealand in 2017.

Dragons back-row Ross Moriarty filled in at number eight during Wales' Six Nations Grand Slam campaign, but Faletau's return was seen as a major boost in a department where Wales have some depth.

Scarlets' Aaron Shingler also missed last season but has trained during the summer, while Cardiff Blues' Josh Navidi can play in all three positions across the back row.

Wales play two Tests against England and two against Ireland before their World Cup starts against Georgia on 23 September.

Coach Warren Gatland will cut his provisional squad from 42 players down to a final 31-man party in early September.

INDIANAPOLIS – IndyCar, in partnership with Chevrolet and Honda, will implement a single-source hybrid system in its race cars for the 2022 NTT IndyCar Series season that will provide key enhancements ranging from competition to safety.

In keeping with IndyCar’s history of integrating innovation into the sport, the hybrid powertrain will mark the first time that the vehicles will depart from the traditional, manual hand-held electric starters to a hybrid component that can be activated by the driver from the cockpit.

The hybrid system will work in parallel with the internal combustion engines from Honda and Chevrolet, combining growing hybrid technology with the traditional power plants to produce in excess of 900 horsepower for the most competitive racing series in the world.

The hybrid technology will consist of a multi-phase motor, inverter and electric storage device that will create energy recovery from the car’s braking system.

The addition of the hybrid technology to the traditional engine formula will provide some integral benefits for the competitors while enhancing the race action for the fans. In addition to allowing drivers to restart their cars from the cockpit, the system will increase the horsepower of the push-to-pass system and potentially improve the pace and overall time of races.

“It’s an exciting time for IndyCar with the forthcoming evolution of the cars and innovations like the hybrid powertrain being incorporated into the new engine,” IndyCar President Jay Frye said. “As we move toward the future, we will remain true to our racing roots of being fast, loud and authentic, and simultaneously have the ability to add hybrid technology that is an important element for the series and our engine manufacturers.”

The addition of the hybrid powertrain will push the debut of the new engine formula from 2021 to 2022, realigning it with the arrival of the next-generation chassis as initially scheduled. The move will allow IndyCar to continue working on other future innovations for the new package as well as extend the window of opportunity for an additional OEM (Original Equipment Manufacturer) to join Chevrolet and Honda in 2022.

“Honda is committed to racing in order to develop people and technologies relevant to the future of our sport and our world,” Honda Performance Development President Ted Klaus said. “IndyCar offers us the perfect platform to prove out both people and technologies in an environment where measurement of successes and failures is crystal clear.”

“Chevrolet supports delaying the implementation of the revised engine regulations until 2022 to coincide with the NTT IndyCar Series introduction of new technologies with the chassis,” U.S. Vice President of Performance and Motorsports Jim Campbell said. “The partnership between Chevrolet and IndyCar remains a strong platform for showcasing relevant technologies that we incorporate in our production engines, and transfer learnings in performance, reliability and efficiency between the racetrack and the showroom.”

The hybrid powertrain will be integrated into the push-to-pass system and provide a power boost to the tool used by drivers for overtaking on road and street courses. The current system, which is limited to 200 seconds per driver in those events, will gain additional horsepower from the hybrid system to help IndyCar reach its target goal of achieving 900-plus horsepower for its cars.

From a safety standpoint, the system will improve on-track situations by giving the driver the ability to restart the car quickly should it stall on track. This will help reduce the time the driver and AMR Safety Team are exposed on track as opposed to awaiting a manual restart.

This feature also provides a benefit to the fan experience by potentially helping reduce the number of caution flags for stalled cars on track and leading to improved overall pace and time of races.

The new engine regulations will be in place for six years – 2022 through the 2027 seasons – in a concerted effort to provide a clear vision and stability for the NTT IndyCar Series engine manufacturers and teams. It is a continuation of IndyCar’s initial five-year strategic competition plan that originated in 2016.

Chevrolet and Honda will continue with the current homologation table through the 2020 and 2021 seasons.

KNOXVILLE, Iowa – Lance Dewease has been named the winner of the Priority Aviation $20,000 Sponsorship competition.

Dewease brought in the most donations towards the National Sprint Car Hall of Fame & Museum and the construction of the Bryan Clauson Suite Tower, and will be awarded with a check for $20,000 from Richard and Jennifer Marshall and Priority Aviation that he and the Don Kreitz Racing team can use towards competing in the Knoxville Nationals.

The contest brought in more than $60,000 that will go towards construction costs of the Bryan Clauson Suite Tower.

“We had 21 drivers involved in the contest, and we’d like to thank them and their fans for their generous contributions to the National Sprint Car Hall of Fame & Museum,” said National Sprint Car Hall of Fame & Museum Executive Director Bob Baker.  “Richard and Jennifer Marshall came up with this plan at the Chili Bowl last January, and we really have them to thank as well. The way that race teams and their fans have been so generous has just exceeded our expectations.  We can’t thank everyone enough for their contributions in preserving the National Sprint Car Hall of Fame & Museum.”

The contest, announced in late January, was open to any drivers competing at Knoxville Raceway in either the 360 or 410 Knoxville Nationals.  The driver bringing the most donations through memberships or other means was awarded the $20,000.

Pennsylvania’s Dewease ended up on top of the standings, ahead of Iowa’s Carson McCarl, Iowa’s McKenna Haase, Wisconsin’s Bill Balog, Connecticut’s David Gravel, Tennessee’s Sammy Swindell, Indiana’s Tyler Courtney, Oregon’s Tanner Holmes, Ohio’s Jac Haudenschild, Ohio’s Sheldon Haudenschild, Wisconsin’s Scotty Thiel, Indiana’s Parker Price-Miller, Iowa’s Austin McCarl, Minnesota’s Craig Dollansky, South Dakota’s Clint Garner, Australia’s Brooke Tatnell, California’s Mason Daniel, California’s Kyle Larson, Ohio’s Chad Kemenah, Iowa’s Joe Beaver and Oklahoma’s Shane Stewart.

Dewease will be saluted after the heat races on Wednesday of the Knoxville Nationals by Richard and Jennifer Marshall of Priority Aviation.

CARMEL, Ind. – Conner Martell will campaign the No. 21 ARX2 car for Dreyer & Reinbold Racing in the final three Americas Rallycross weekends.

Those events are set for Aug. 3-4 in the ARX of Canada at Trois-Rivieres, Quebec, as well as Sept. 28 in the ARX of Austin at Circuit of the Americas and the Cooper Tires ARX of Mid-Ohio on Oct. 5-6 at Mid-Ohio Sports Car Course.

Martell, 22, comes off an impressive double ARX2 Finals victory weekend at the specially-designed 1200-meter asphalt/gravel rallycross circuit inside the 1.25-mile oval at World Wide Technology Raceway on July 13-14.

In his DRR debut at Gateway, Martell drove the No. 21 WIX Filters ARX2 machine to the Finals win on Saturday over his DRR teammates Cole Keatts and J.R. Hildebrand and then the following day for a second ARX2 Finals victory on the tight rallycross course.

The Colchester, Vt., former motorcross racer captured the 2018 ARX2 point title with three wins (one at COTA, two at Trois-Rivieres) in five events.

“In my first weekend with Dreyer & Reinbold Racing, the WIX Filters car was phenomenal for both days and DRR was awesome to work with as a team,” said Martell. “The WIX Filters car was super fast at Gateway and I am very excited to return for the upcoming weekend at Trois-Rivieres with Dreyer & Reinbold as well as the rest of the 2019 season. I love the Trois-Rivieres ARX circuit and I hope I can produce another double win weekend as last year. I can’t wait to get back to the ARX of Canada this weekend.”

DRR team owner Dennis Reinbold is pleased to have Martell with his ARX2 team for the remainder of the year as Reinbold’s operation seeks a second rallycross championship after capturing the title in 2016.

“It is great to have Conner with our DRR squad for the rest of the 2019 season, especially after his sensational double victory weekend at Gateway last month,” said Reinbold. “Conner showed the skills on why he won the ARX2 championship last year. And he was very strong at Trios-Rivieres last year. We hope he can contend for another double win weekend in the No. 21 WIX Filters car when the action starts this Saturday.”

At the ARX of Canada competition with the 1300-meter asphalt/dirt course at the famed Trois-Rivieres event, Martell will be joined in the DRR four-car lineup by 18-year-old Cole Keatts in the No. 53 Black Rifle Coffee Company ARX2 car,14-year-old female driver Gray Leadbetter in the No. 28 Oil2Soil machine and karting star Lane Vacala in the No. 55 Tyler Lane Construction mount.

The ARX of Canada rallycross weekend will feature qualifying heats, semi-finals and finals Saturday and Sunday in the ARX2 class with the four DRR drivers in both days’ full competition.

ROSSBURG, Ohio – You’d have been hard-pressed to find anyone in the Eldora Speedway infield on Wednesday wearing a bigger grin than the one Mike Marlar carried after final practice for the NASCAR Gander Outdoors Truck Series.

For the 41-year-old from Winfield, Tenn., it was the moment he soaked in his presence on the big stage.

Marlar, the reigning World of Outlaws Morton Buildings Late Model Series champion and one of the heavy-hitters in the dirt late model world, is making his NASCAR debut this week in one of three entries for Reaume Brothers Racing during the seventh annual Eldora Dirt Derby.

He’ll drive the No. 33 Toyota Tundra during the 150-lap race on Thursday night, guaranteed in the field as one of 32 drivers in attendance for the lone NASCAR national series race on dirt during the year.

The chance came thanks to a connection built by one of Marlar’s long-time backers, Smithbilt Homes.

“This is amazing. I’ve wanted to do it, and it’s funny, because I never really had any interest in NASCAR until the last couple of years,” Marlar told SPEED SPORT. “But the last little bit, I’ve gotten kind of interested in it and really wanted to have a shot at driving in it. Tom and Rocky Smith from Smithbilt Homes are buddies of mine and sponsored me on my (dirt late model) stuff during our World of Outlaws (championship) bid last season.

“One day we were at the shop talking, and I said, ‘Man, I’d love to have the shot to get up to 180 miles an hour at some point,’” Marlar recalled. “They got revved up about it, and here we are, making some baby steps toward that dream becoming a reality. To have this opportunity with Josh Reaume and the folks on his team is pretty special and I’m already having a lot of fun.”

Marlar was quick to point out that driving a NASCAR truck was nothing like the dirt late models he’s been used to driving in the past with the World of Outlaws and the Lucas Oil Late Model Dirt Series.

“It was a completely different world,” Marlar noted. “We went out for the first session (Wednesday night) and were like 13th, because we didn’t make it out for the period when the track was a lot faster, but I was still making consistent lap times, I felt like. They told me I was doing well, but I tried to speed up at one point to see what I could do and over-cooked it and spun. We got hit and it messed the body up a little bit, but we should be alright.

“It’s all a learning process for me in this deal; these things are big and heavy and there’s a lot of driving that goes on in them,” Marlar added. “They’ll get out from under you really quickly.”

As he’s prepared for his maiden Truck Series voyage, Marlar has been surrounded by plenty of grassroots-level support, particularly from those closest to his regular dirt late model operation.

“Ronnie (Delk, Marlar’s late model team owner) will be here Thursday night for the race; he let us use his hauler to pit out of for this deal, and that’s awesome that he agreed to take that step for us,” Marlar said. “He’s headed up to watch and we’re thankful for him, but I really do have so many great people around me who have combined to help me do what I do and made all this happen recently.

“It’s really surreal sometimes what this has all turned into.”

Though it’s only a one-off start for now, Marlar did tip that he hopes to parlay Thursday night’s Eldora race into additional NASCAR starts in the future – on the pavement, no less.

“I would love to do some more of this stuff,” said Marlar with a smile. “I love my dirt late model racing, don’t get me wrong. I’ve had so much fun doing it and it’s so competitive; it’s a sport you’re never going to completely conquer because there’s so many talented guys doing it now, but in the future, if I got the opportunity to do this (NASCAR) thing a few more times … I’d love to get that opportunity.

“My goal there is to be able to get cleared to go 180 or 190 (miles per hour) at some of the bigger tracks, but I know that’s a process,” he added. “NASCAR told me I’d have to run the dirt first and then graduate on up from there, so who knows if it’ll happen, but I’m having a blast and making the most of it.

“I just want to live in the moment and enjoy it, but still bring the same determination I do to my late model races.”

KNOXVILLE, Iowa – Clauson-Marshall Racing will debut a winged sprint car program during the upcoming NOS Energy Drink Knoxville Nationals at Knoxville Raceway.

Defending USAC National Sprint Car Series champion and team mainstay Tyler Courtney will drive for the organization as it tackles The Granddaddy of Them All for the first time.

Courtney will pilot the No. 71bc entry, with primary sponsorship from the Driven2SaveLives BC39 powered by NOS Energy Drink, Priority Aviation and Indy Race Parts.

“We are excited to take this next step with our company, to not only give Tyler an opportunity to race at the Knoxville Nationals, but also to bring our partners to sprint car racing’s biggest event,” said CMR owner Tim Clauson. “Indy Race Parts has been a partner with CMR since our inception and getting to partner with them for this event is a great opportunity. We are also excited to get to promote the Driven2SaveLives BC39 powered by NOS Energy Drink USAC National Midget Race at an event of this magnitude.

“The event is pretty special to us for obvious reasons, and to get to share that with all the fans at Knoxville is going to be pretty special.”

The car will be prepared in partnership with Bernie Stuebgen from Indy Race Parts, who will also field Gio Scelzi and Parker Price-Miller at this year’s 410 Nationals.

Stuebgen has a past relationship with Indianapolis native Courtney, who worked inside the Indy Race Parts shop during his younger years before going on the road full-time.

“I’m looking forward to the upcoming 410 Nationals and getting to team up with CMR and their driver, Tyler Courtney,” noted Stuebgen. “Tyler was one of our first employees, so to get to do this with him and honor our friend Bryan Clauson is going to be great fun. It’s also special to do this with, Tim who I admire for everything he does for the industry.

“Tim actually bought Bryan’s first sprint car from me, so after all these years it’s great to see the legacy carry on,” he added. “Getting to represent Driven2SaveLives, IMS and the NOS Energy Drink BC39 just adds to the excitement.”

Courtney is the current USAC National Midget Series point leader, but hasn’t competed at Knoxville in a winged car in several years.

He did, however, recently race at Knoxville in non-winged action with USAC during the Corn Belt Nationals in early July, finishing on the podium in third behind Brady Bacon and C.J. Leary.

“I’m really excited to get back to Knoxville in a winged sprint car,” said Courtney. “It’s been a few years but I’m up for the challenge. It’s going to be fun for us to team up with Bernie and Indy Race Parts. I worked for him and Betsy for three years, and they’re some of the best people in racing.

“Getting to bring the Indianapolis Motor Speedway and the Driven2SaveLives BC39 powered by NOS Energy Drink along with us for the journey will be cool to cross-pollinate all forms of racing at one of the biggest events of the year.”

Arizona Coyotes top defenseman Oliver Ekman-Larsson was bitten on the hand by his family dog in May but is expected to be fine for the beginning of the season.

According to reports, the 28-year-old was briefly hospitalized and received four stitches. The dog was euthanized because it had been involved in similar incidents in the past.

Just wanted to let everyone know that I'm fine. This happened earlier in the summer, and sadly we had to put our dog down. I got four stitches that are healing up nicely. Thanks @sportexpressen for giving me something to do today. https://t.co/JQY5HxJGb0

— Oliver Ekman-Larsson (@OEL23) July 31, 2019

Ekman-Larsson had 14 goals and 44 points for the Coyotes last season, his ninth in the desert.

The Coyotes traded for winger Phil Kessel in the offseason, hoping to improve their anemic offense and propel the team to the playoffs for the first time since 2012. Arizona fell just four points shy of the final wild-card spot last season.

The Ottawa Senators are circumventing the salary cap.

OK, that's a bit of hyperbole, which I believe is legally allowed when opining about hockey in early August. It's more accurate to say that the Ottawa Senators are circumventing "the spirit" of the salary cap.

They currently have a projected cap number of $65,859,999 (per Cap Friendly), with restricted free-agent forward Colin White yet to sign. That's snugly above the lower limit of the 2019-20 salary cap, which was set at $60.2 million. Technically, they're above the floor, much like, say, a cat's litter box is technically above the floor.

The "spirit of the CBA" is that phantasm the NHL evokes whenever a team does something not in keeping with the cap system's intentions. Like when the NHL retroactively went after those back-diving long-term contracts -- Roberto Luongo's, for example -- in the last collective bargaining agreement because, despite being totally legal at the time of their signing, they violated "the spirit of the CBA."

What the Ottawa Senators are doing with their payroll this season violates the spirit of the cap, too.

Also in this week's Wysh List: Jersey Fouls | Puck headlines
Winners and losers of the Fenton firing

The lower limit of the salary cap encourages the dregs of the league to spend money on player salaries to ensure that total salaries remain in the range targeted by hockey-related revenue each season. "Spiritually," it also encourages these smoldering dumpster fires to ice a competitive team each season, even during years in which they're rebuilding.

On the one hand, the Senators are doing something that's no different than what teams like the Arizona Coyotes have done in the past, which is using a combination of healthy rostered players, "dead" cap space from injured players and buyouts to crest over the cap floor. Without the injured Ryan Callahan ($5.8 million AAV), Marian Gaborik ($4.875 million) and Clarke MacArthur ($4.65 million), the Senators have a total cap number of $50,534,999.

Under this current financial system in the NHL, cap space is the coin of the realm. In the league's grand scheme for parity, it allows teams with low payrolls to acquire big-salaried players from capped-out contenders. This trickle-down redistribution of talent was always expected under the cap. The unexpected benefits for the teams selling their cap space were the draft-pick incentives that arrived in trades with those players, or as enticements to take on toxic contracts that teams need to get off their cap, such as when Arizona accepted in-name-only players like Chris Pronger and Marian Hossa, when Vegas and then Toronto accepted David Clarkson, and when Ottawa accepted the last inactive year of Ryan Callahan's contract.

It all ends up being mildly embarrassing: At this moment, the three injured players the Senators have on their cap carry a larger combined cap hit ($15.325 million) than the seven defensemen they have under contract ($12,618,333).

But the real embarrassment for the NHL when it comes to Ottawa and its salary structure isn't in inflated cap figures but in real money.

As in, they're not paying much of it for the product they're putting on the ice.

Insurance will cover much of the salaries for the three injured players. Ottawa saves $10.1 million there. They're paying Nikita Zaitsev $1.5 million because the Maple Leafs paid $3 million in bonus money. The Leafs also paid $500,000 of Connor Brown's salary. They're paying Artem Anisimov $2 million, because the Chicago Blackhawks paid $2 million in bonus money.

According to Cap Friendly, the Senators' actual NHL salary expense will be $47.5 million, with the potential for just over $4 million in performance bonuses. To put that in perspective, the Tampa Bay Lightning will pay Nikita Kucherov, Steven Stamkos, Ondrej Palat, Yanni Gourde, Tyler Johnson, Victor Hedman and Ryan McDonagh ($47.8 million) more than the Senators will spend on their entire roster.

And let's be clear: A portion of that $47.5 million in salary will be supplemented by revenue sharing. Commissioner Gary Bettman has said that asking teams to hit the salary floor is a reasonable request when they're being buoyed by revenue shared by the "haves." Essentially, the Toronto Maple Leafs and Tampa Bay Lightning will help Ottawa pay the salaries of the players whose cap hits they've taken off their hands. It's all quite a Ponzi scheme.

For more context on the paltry payroll, consider the "minimum team player compensation" as defined by the NHL CBA. Essentially, it's the "presumed" minimum amount of money a team will have on hand to compensate its players in a given season. Run the numbers on that -- $42 million, or 70% of the cap floor, plus a pro rata "benefits portion" -- and you get to around $46 million to $47 million for next season.

In essence, by the NHL's own calculations, the Ottawa Senators' payroll in actual dollars is around what's defined as the "minimum team player compensation" by the NHL. Or "the bare minimum," if you will.

Not exactly something you bold-face in the season-ticket drive advertisements.

Once again, the victims of this farce are the Ottawa fans, for whom "long-suffering" is an understatement.

Yes, there's a youth movement afoot; and to GM Pierre Dorion's credit, the team is absolutely stacked with draft picks for the foreseeable future. But there's a world of difference between embracing a rebuild and icing a product that's nearly $20 million cheaper than its inflated cap figure, and only a few dollars above the minimum amount the NHL expects its teams to pay players.

But that's the norm in owner Eugene Melnyk's world.

The team made an effort in the past year to reduce prices for its season-ticket holders, as it slashed costs for its on-ice product. But they don't care about a discounted hot dog when the team can't keep Mark Stone. They don't really care about 20% off on a Senators jersey when they can't be sure if the name on the back is still going to be in Ottawa when he's due a raise. They'd gladly pay full price for a large soda if it meant the Senators' abject parsimony didn't repel franchise legends like Daniel Alfredsson and Erik Karlsson.

Seriously, look at this roster turnover:

The Ottawa Senators 2017 playoff run roster, only 25 months later. pic.twitter.com/DKm7VLac2P

— ryan vintage (@ryanclassic) July 30, 2019

The "spirit of the CBA" is that teams with all the money aren't allowed to spend all of it, and teams with little money aren't allowed to keep all of it. Ottawa fans have watched Melnyk preside over a franchise that has insulted everything from their dedication to their intelligence, while trudging through a seemingly endless mire of scandals, defections and defeats. All this while watching the NHL provide lenient support, probably out of fear that Melnyk's the only guy who wants to own a team in Ottawa -- which is impossible to confirm, unless he's willing to sell the team.

Like the Senators, MAD Magazine was a national source of humor. One of my favorite running gags in the magazine was how MAD defined the price of each issue on its cover. Perhaps to honor the magazine's last year of publication, the franchise could adopt it as a wholly appropriate slogan for this season:

"The 2019-20 Ottawa Senators: CHEAP!"

Jersey Fouls

From reader Kelly King, at the Chicago Blackhawks Fan Convention:

Jersey Foul! (Via reader Kelly King) pic.twitter.com/ex55TyBy58

— Greg Wyshynski (@wyshynski) August 1, 2019

Kelly said the last word being obscured here is "you," so this is a Protest Jersey statement from someone who apparently doesn't like the legions of bandwagon fans who [checks notes] helped the franchise reach unprecedented levels of prosperity and popularity.

Sir, an Ed Belfour jersey would have sufficed.

Winners and Losers in the Paul Fenton Mess

Winner: Craig Leipold. Even the worst general managers get three or four years before the cord is pulled on their tenure. Wild owner Leipold, to his credit, waited just over a year before declaring what was obvious to the rest of the NHL: GM Paul Fenton was in over his head and had to go.

Loser: Craig Leipold. I mean, he hired Paul Fenton, so in the end, this is his mess. And his refusal to admit that they've squeezed all they can out of this aging roster will end up setting this team back years.

Winner: Zach Parise. He does one interview with The Athletic lamenting his lot in life -- "I guess at my age, where I'm at in the career, you don't want to be going through a rebuild right now" -- and then ownership fires the general manager about a week later, having consulted with Parise. That's some sway.

Loser: Paul Fenton. It wasn't Neil Smith with the Islanders, but even Brett Hull had a longer run as a general manager with Dallas. Yikes.

Winner: Don Waddell. At best, the contract-less Carolina Hurricanes general manager gets a massive contract offer from the Wild that he can either accept or use as leverage with Hurricanes owner Tom Dundon. At worst, he got in before the firing to steal Nino Niederreiter for Carolina.

Loser(s): The field of assistant GMs. As mentioned here, Leipold made it clear that Fenton was a tremendous scout and executive, but not a good manager of people or departments -- that despite years as an assistant GM, he wasn't ready for the big chair. This is not exactly the best news for the Mike Futa's and Bill Zito's of the world -- assistant GMs waiting for their shot.

Listen to ESPN ON ICE

The full-season archive of our podcast can be found on iTunes. Honestly, if you're lounging at the pool, nothing is better than listening to two people who have had it up to here talk about playoff officiating.

Puck headlines

In praise of Chris Kunitz, who retired this week.

Ranking the Detroit Red Wings' jerseys. Yes, there were more than two of them.

After that Andrei Vasilevskiy extension, the Tampa Bay Lightning still has some work to do: "There's probably no good answer to this situation on the surface. Any trade the Lightning make would likely result in a talent downgrade, as other teams know they're going to be in tough to afford everyone and the pool of potential destinations is likely extremely limited."

Good look at the Seattle franchise's dedication to diversity in hiring.

Former VHL player Artem Bezrukov went on a "rampage" during a flight to Chelyabinsk.

Brent Seabrook on having "the worst contract in hockey": "It doesn't bother me," he said. "People are going to write what they want to write. I've never been one to read media articles and get pissed off, or get too high or whatever. I'm focused on myself. I'm coming to camp to make the team; that's what my job is. I've got two months left until training camp and I'm focused on being the best Brent Seabrook that I can be." ($)

How hockey influenced ... the WNBA?

The Carolina Hurricanes want fans to name their official beer, offering three generic and terrible choices and the one they want to win. It's a missed opportunity that Sour Cherry Ale is not one of the choices.

Hockey tl;dr (too long; didn't read)

The story of the Stanley Cup that no one won.

In case you missed this from your friends at ESPN

My look at the continuing decline of fighting in the NHL.