Detroit Lions wide receiver Jameson Williams announced Thursday he will accept a two-game suspension by the NFL for violating the league’s performance-enhancing substance policy.

Williams had said he had “no choice but to take it on the chin” to a Monday report on the suspension. He issued a statement Thursday through his agent confirming he was notified of the suspension earlier this week.

“The news came as a complete surprise that I am still trying to understand,” Williams said.

“I don’t take supplements or vitamins, and I am overly cautious about even taking over-the-counter medicine. At no time have I ever taken something in an attempt to cheat or look for an unfair advantage. I understand that I am responsible for everything that goes into my body and I have to take accountability in this instance.”

That means Williams will miss Sunday’s game with the Lions (5-1) hosting the Tennessee Titans (1-5) and a Nov. 3 road trip against NFC North rival the Green Bay Packers.

Williams has had a breakout season, a year after serving a four-game suspension for violating the NFL’s gambling policy.

He has 17 catches for 361 yards with three touchdowns. In 12 games last season, he had 24 receptions for 354 yards and two touchdowns. He returned from knee surgery two years ago and played six games and caught a 41-yard TD.

Williams, 23, is the first player in franchise history to have each of his first six receiving touchdowns cover 30 yards or more.

Detroit traded up to draft the former Alabama star with the No. 12 pick overall in 2022 and has been patient with him. The team expected him to miss much of his rookie year with a knee injury and publicly has supported him during last year’s suspension and this week’s reported punishment.

Reporting by The Associated Press. 

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ANTONY left Fenerbahce’s stadium on crutches following Manchester United’s Europa League draw.

The Brazilian initially came off the bench on 73 minutes with the game level at 1-1.

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But Antony was forced off himself just before the final whistle after going down with what looked to be a calf injury.

The winger was stretchered off by the physio team and was later pictured leaving the ground on crutches.

Antony has struggled for form this season with just five appearances and one goal to his name.

Christian Eriksen opened the scoring in Turkey before Youssef En-Nesyri levelled five minutes after the break.

It means United have drawn all three of their Europa League matches.

And under-fire manager Erik ten Hag spoke out following Antony’s unfortunate injury.

He said: “It’s really unlucky for him. I feel real compassion for him, when he worked so hard in training.

“His training performances are that good that he deserved to come on. When you have to come off so quickly, that is really sad to see.

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“Hopefully, it’s not too bad, we have to wait 24 hours for what the assessment is.”

The forward is now set for medical checks ahead of United’s trip to West Ham on Sunday.

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Lando Norris maintained his opposition to the stewards’ call to penalise him for passing Max Verstappen off-track at the United States Grand Prix, stating that he was no longer the attacking driver in that scenario.

The incident between Norris and Verstappen earned the Briton a five-second penalty as he was deemed to have left the track and gained an advantage, although both drivers were outside of the white lines at the time.

Norris says that he was ahead of Verstappen before the apex, where the Red Bull driver then emerged ahead – which Norris interpreted as his championship rival going in too hard and gaining an advantage by preserving the place off-track.

He says that both he and Verstappen did what they thought was right in the situation, adding that he still did not understand the stewards’ decision-making process in awarding him a time penalty.

“I’ve not spoken to Max at all because he did what he thought was right and I did what I thought was right. I still disagree and as a team we disagree,” Norris reflected.

“I think what we saw with George [Russell]’s and [Valtteri] Bottas’s version in some ways was very similar to ours: I was completely ahead of Max, I was over a car length ahead of him. I was no longer the attacking car, he was.

“I was ahead of Max, I was having to defend, he was the one attacking me and effectively he has gone in too hard and overtaken off the track. 

Lando Norris, McLaren MCL38, battles with Max Verstappen, Red Bull Racing RB20

Photo by: Sam Bagnall / Motorsport Images

“I just maintained my position so it is something I am sure we will discuss as it has been a big talking point since last weekend. A lot of other drivers didn’t agree with it, teams didn’t agree with it.

“I think the point is that he only stayed ahead of me at the apex because he went off the track, he would not have been ahead at the apex if he braked where he should’ve braked and stayed on the track. I think that is obvious.”

Norris denied that he needed to change his entire approach to be more aggressive in those scenarios, but felt he could make small tweaks to how he races in the future.

He added that fighting against Verstappen pits him against “probably the best in the world”, which naturally makes overtaking him a considerable challenge.

“It is not as easy as just saying [I need to be more aggressive]. Do I need to make some changes? Yes. And adapt a little bit more. But is everything I am doing wrong? Also no,” Norris contended.

“I had a lot of fun and I respected the battle that we had. He still ended up on top and I need to be beating him. So some little things I need to change but I don’t need to change my whole approach.

Lando Norris, McLaren F1 Team, on the grid with his engineer

Photo by: Steven Tee / Motorsport Images

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“Max is probably the best in the world at what he does. When I am going up against the best in the world it is not going to be an easy thing to do. 

“He has been racing in this position for longer than I have. I am definitely not doing a perfect job, but I’m not doing a bad job.

“I think there are certain things I don’t agree with but I still want to be racing, I don’t want there to be rules for absolutely everything.

“I just believed the way I got a penalty last weekend and the consequences of how that happened I didn’t agree with, and that’s the only thing that needs to be changed. It is clear what his intentions are and it is difficult for me to get around.”

TKO Group Holdings — the combined company with UFC and WWE — has acquired new assets from Endeavor in an all-stock deal worth $3.25 billion.

Terms of the deal were announced on Thursday with TKO acquiring Professional Bull Riders, the event planning and hospitality service On Location as well as IMG, a sports and media agency, producer and distributor previously housed at Endeavor.

Under the terms of the deal, Endeavor “will receive approximately 26.14 million common” shares of TKO stock and “will subscribe for an equal number of shares of TKO’s Class B common stock.”

Once the deal closes, Endeavor will own 59-percent of TKO with remaining shareholders controlling the other 41-percent of TKO stock.

“PBR, On Location, and IMG are industry-leading assets that meaningfully enhance TKO’s portfolio and strengthen our position in premium sports globally,” TKO president and COO Mark Shapiro said in a press release. “Within TKO, they will help power the growth of our revenue streams and position us to capture even more upside from some of the most attractive parts of our sports ecosystem: media rights, live events, ticket sales, premium experiences, brand partnerships, and site fees.

“These assets are already built into our business strategy at TKO and will serve to further enhance our strong track record of execution across UFC and WWE.”

The deal comes as Endeavor is preparing to go private after spending the past three years as a publicly traded company. Silver Lake, a private equity firm, is funding the privatization at an approximate cost of $13 billion.

Obviously, Endeavor remains the primary shareholder in TKO, which is still a publicly traded company with UFC and WWE now being joined by these new assets in the combined company.

Since UFC and WWE merged under TKO Group Holdings, the company has flourished with stock prices continuing to rise in 2024. The UFC has continued to report record revenues year after year since being acquired by Endeavor back in 2016.

UFC is expected to give TKO another jolt in 2025 when the promotion negotiates a new broadcast rights deal, which is expected to be worth several billion over the next few years. The UFC’s current deal remains exclusive with ESPN through the end of 2025.

Michael van Gerwen and Michael Smith raced through their opening matches at the European Championship in Dortmund on Thursday.

Four-time former winner Van Gerwen defeated Gabriel Clemens 6-1, while England’s Smith, the world number two, dominated Dave Chisnall 6-0.

Daryl Gurney beat 2021 world champion Gerwyn Price 6-3, while Gary Anderson enjoyed the same result in his match against Stephen Bunting.

Dirk van Duijvenbode, Ryan Searle, Luke Woodhouse and Ritchie Edhouse were the other players to advance to the second round from the opening night.

Dutchman Van Gerwen will play Scotland’s Anderson in the second round on Saturday, with Smith up against fellow Englishman Edhouse, who defeated Gian van Veen.

On Friday, defending champion Peter Wright faces Jermaine Wattimena before Luke Littler is in action against Andrew Gilding, and world champion Luke Humphries plays Nathan Aspinall.

The winner of the tournament, which features the top 32 ranked European players, will receive £120,000 of the £600,000 prize fund.

The IndyCar Series has a few dedicated forums to help drive the sport forward, but one key area needed to bolster itself is the need for an engineers council. 

There are groups stretching from drivers, manufacturers, team managers and others, but currently no place for the technical minds of pit lane to share thoughts on how to push innovations to the next level, such as the recent hybrid technology that was introduced midway through the 2024 season. Gavin Ward, Team Principal for Arrow McLaren, has proposed a proper forum consisting of engineers that could help in a number of key areas, such as development, direction and even cost. 

“I think it’s a subtle development with what’s already going on,” Ward told Motorsport.com. 

“You have regular team manager meetings with IndyCar, which are useful; it’s a good outreach from the series. I guess the feedback I’ve been given is, and some of the experience I’ve had as an engineer stepping into those meetings and wanting to bring up engineering focused topics about anything from what sensors we allow or really how to evolve the rules package, with a focus on where teams go and spend their money — engineering or idea wise — or how to use the collective know-how and knowledge of the entire pit lane to try and improve the show and the racing or the safety for the cars.”

Gavin Ward. Arrows McLaren

Photo by: Joe Skibinski

Ward’s background as an engineer, which also includes 12 years with Red Bull Racing in Formula 1, puts him in a unique role to share thoughts at the team manager meetings. However, he felt those discussions were “the wrong place for it” and noted how most of the team managers have more of a mechanical background. 

“There’s a lot of common interest in this sport, unlike other racing series I’ve worked in,” Ward said. “But there’s a lot of common interest in making it, putting on a great show and being pragmatic about how we put together the best product and don’t waste money if we don’t need to, et cetera.” 

Chris Simmons, Director of Performance at Chip Ganassi Racing, shared how there was some involvement during the initial phase of hybrid testing when the original plan was to utilize the MAHLE system, which ended up being replaced and produced in a joint effort by Chevrolet, Honda and IndyCar. 

“I think people at IndyCar have a lot of data from different teams, but not necessarily the tools and certainly not the need to use the tools — simulations and things — as hard as the teams do,” Simmons told Motorsport.com. “Teams often have better info than they have about what we’re doing now and what could be changed. I think it makes sense to bring the experts in on some of those discussions, for sure.”

And Ward was also quick to point out how series leadership can sometimes place more emphasis on engineering based on driver feedback versus actual engineers. Although he doesn’t discount the voice of the drivers, there should be more inclusion from the “brain power” that occupy the timing stands.

Another key element to the discussion is the impact of cost on the teams with any new product being introduced.

Kyle Kirkwood, Indianapolis Hybrid Testing

Photo by: Penske Entertainment

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“The series needs to understand the true cost of some of the decisions they make,” Ward said. 

“They look at, ‘We’ll put this new part as an available option on the race cars.’ They’ll tell you that that part costs $1,000. But the truth is, everyone is going to Windshear (wind tunnel) aero testing the hell out of it or people are running their tunnels in Pennsylvania or Mooresville (North Carolina), spending a hell of a lot more money trying to figure out every detail about that part of how it interacts with everything else, remapping their entire cars. The cost of that $1,000 part is not $1,000 per car. It’s a hell of a lot more.”

Simmons added: “Yeah, I think when we start talking about costs, sometimes people want to go look for something cheaper, but what we’re really going to be looking for is value.

“So, if you have a sensor that costs half as much but lasts a quarter as long, that’s really more expensive. I think that gets lost in the shuffle sometimes, that you go through something that’s cheaper and it’s actually not a better value. 

“Hopefully, the big teams and the little teams would agree with things like that, things that are prone to get damaged in a crash. Even if it lasts longer, it doesn’t always work out that way, so you’ve got to balance it out on some of those things. If you have a sensor in the cockpit or down by the brake master cylinders, if it lasts a couple of and it costs twice as much as something that only lasts a couple of races, that’s a heck of a lot of value.”

As far as the makeup of what an engineers council would look like, Ward believes it is something that could mirror Formula 1. He would also like to add Firestone and IndyCar technical personnel to the group as part of a groupthink of discussions to reduce the number of races that become dependent on fuel saving, along with some events that lacked natural racing.

“I don’t think we need to reinvent the wheel,” Ward said. “This happens in Formula 1. They’ve got a technical working group over there; they send technical directors from each team and they meet up, I don’t know ‘x’ times a year and discuss future rules packages. Basically, I’m saying to do the same thing. We do it with team managers and so does F1; they do a sporting working group, which is a team manager meeting. And they also have a technical equivalent. 

“I’ll be the first to tell you that IndyCar doesn’t need to copy what Formula 1 is doing, but I think it shouldn’t blind to what they’re doing either.”