Clearly, the gods of Formula 1 have access to my computer, because this column was imagined to be about something completely different.

I had a clever idea and told the editor how I used to be going to implement it. You see, I recently returned from watching the Isle of Man motorcycle races, the very best spectator sporting event I even have ever attended. In the back Monaco GP (sponsored by the insomnia industry), I expected to put in writing a witty column concerning the Canadian GP as follows: I'll tell the story of Isle of Man 2024 with its 57-mile course and the sensation of utter bewilderment you’re feeling as a motorbike flies past a faculty at 170 miles for an hour. I’d showcase the TT and tell the F1 fans what they missed. The last line of the column might be the just one containing any F1 content. “And there was a Formula 1 race in Canada and Max Verstappen won.”

Conceit comes before a fall, and I used to be content. Formula 1 is an unpredictable child that has a habit of delivering the unexpected. The weather radar in Montreal was going crazy all weekend, and the race reminded us why we love this sport. The column idea is gaining momentum – for now.

Qualifying for the Canadian GP was great. George Russell took pole position, although Max achieved the same time and took second place only because he was second on the course. McLaren looked very strong with the second row covered, and Daniel Ricciardo's disagreement with a furious Jacques Villeneuve was rewarded with a sensational high five!

(Side note: I feel we were all relatively surprised Villeneuve said he cannot understand how Ricciardo continues to be in F1. I definitely was. And then I thought of it for some time and got here to the conclusion that JV might be right about this. I don't really understand the entire Ricciardo thing – like Gunther Steiner, he’s the unintended star of a Netflix series that sees his profession decline with each recent season. (It's like presenting Top Gear, as a few of you could notice.) And yet, even after a season out of the game and a lackluster comeback, Ricciardo has made a great deal of money smiling across the paddock, seemingly loved by everyone – and sometimes so he tells us, still hungry wins. If I were the team manager, I’d happily drink just a few cold beers with Ricciardo. But he's certainly one of the last players I'd wish to hire as a driver.)

Other runners and riders you understand. Ferrari didn’t make Q3; Albon managed to do it. He's really good in qualifying. And poor old Checo Perez? He signs a two-year contract after which drops out of the primary quarter. You just wish to hug the guy.

Charles Leclerc and his terrible, terrible, no good, very bad day

Photo: Zak Mauger / Motorsport images

We were lucky that this race began in any respect. New paving was installed in Montreal this 12 months, but we saw longer delays and fewer standing water. I like watching races in these conditions, not due to some macabre fascination with crashes and safety cars, but because real rain signifies that in a few of the few moments you're prone to see lots of drivers making lots of mistakes. Rain has such a big impact on the Grand Prix that it may well make Monaco unwatchable. Rain means overtaking and divergent strategies and K-MAG in full wet conditions while everyone else (except his teammate) is on intermediates! Early on, the leaders did an excellent job of keeping him out of the bin, however the Danish sensation made it to fifth place… before the standing water disappeared along together with his superpower. Hulkenburg enjoyed similar success.

Ferrari was already hating Montreal when Leclerc radioed that his engine was a bit crap. “We know the engine is good,” got here the helpful reply from the Scuderia. Racing has a habit of reminding winning drivers of their mortality, but there have been few more cruel incentives than Leclerc, who opted for slick tires later within the race, losing 30 seconds a lap, actually being lapped, after which retiring. Sainz, ever the team player, threw the ball towards the top of the match and demolished Albon in the method. Ferrari has every reason to hate this race track for a few years to return.

McLaren doesn't. Norris really must have won this race. Commentators love to inform us about possible and probable overshoots and undercuts. But from my viewpoint, McLaren simply screwed up this pit stop. On the newest restart, Verstappen reminded us why he’s the very best driver in Formula 1 – he absolutely delivers on the sector when the team needs him. Piastri was strangely quiet for many of the nearly two-hour show, but like all of those characters, I’ll at all times be in awe of driving a 1,000-horsepower vehicle with terrible visibility in what looked like a shallow lake for boats. Perez must avoid Helmut for several days.

George Russell could watch the race now and see the millimeter of brilliance within the short distance between his current form and becoming world champion in the longer term. After the performance, he blamed himself for making so many mistakes, but he ran an aggressive and exciting race. His move within the Piastri case was daring, but Senna's opinion on such situations still holds true.

Davey Todd on his strategy to certainly one of his three Isle of Man TT wins

Photo: iomtt.com

Meanwhile, on the Isle of Man, a young boy called Davey Todd took three senior TT wins. His fastest lap averaged 135 miles per hour; its top speed was over 200 miles per hour. One of his primary rivals, Peter Hickman, at a low point at a spot called Ginger Hall, narrowly missed the wall at 80 miles per hour. Before commentators confirmed he was alive and moving, Hickman limped into a close-by pub and drank a pint. As Todd was about to cross the finish line, the identical commentators wondered concerning the exact day the TT winner last sported the rider's distinctive mullet and mustache combination. “Eddie Laycock in 1989” – got here the confident response from my friend.

Even the nice F1 race is overshadowed by the amazing Isle of Man TT.

Picture above: Ralph Hermens

With the FIA ​​acknowledging that the 2026 draft technical regulations will need fine-tuning to make the cars faster, one option that has proven helpful is engine improvements.

In an effort to make sure a 50:50 primary split of ICE power and electricity, fuel flow restrictions have been imposed.

So one easy strategy to provide more power and reduce dependence on battery power can be to extend these limits.

In a speech on the Canadian Grand Prix, FIA single-seater director Nikolas Tombazis suggested that manufacturers could also be open to modifications.

“If some adjustments are needed, I am sure the PU manufacturers will help and cooperate,” he said.

However, under the 2026 F1 power unit regulations, any changes require the unanimous support of manufacturers who’ve committed to buy-in.

Even before any suggestions for potential changes were seriously considered, some automakers made it clear there was no room to maneuver as work on the 2026 engines was already well underway.

Watch: The way forward for Formula 1 – first take a look at the 2026 F1 regulations

“There are teams that feel they’re behind, and there are other teams that feel, in addition to the OEMs, that they’ve done a great job. This is a standard type of struggle with regulations.

“I think there are possible improvements on the chassis side that we need to make. But on the engine side, the process is way too advanced.”

“We have to be careful because almost nothing is being done on the chassis side because there are no regulations,” he said. “But in the case of PU, we have two years of work.”

Red Bull team principal Christian Horner, whose squad shall be powered by its own engine from 2026, believed there was still time to make significant changes, but was aware of Mercedes' resistance.

Christian Horner, Red Bull Racing team principal, on the team directors' press conference

Photo: Glenn Dunbar / Motorsport images

“There is always someone who doesn't want to change,” he said. “But it will depend on the FIA. As I say, it's never too late.

“They have all the knowledge and simulations. Ultimately you have to look at what is best for F1 and what will deliver the best racing. So trust them and FOM to make the right choices. Whether it is required or not, they have all the necessary knowledge.”

Mercedes' cause in Montreal was helped by the recently resurfaced track surface, which gave the team a smooth platform to establish their automobile – a typical theme on various track layouts over the past two-and-a-half seasons.

While steps have been taken to expand the operational potential of its machines, Allison suggested a variety of latest parts be introduced in the longer term to 'give shape' to the automobile.

“The changes we have made make this a better car and that will be true at every track we go to,” he explained.

“Montreal's characteristics make it look somewhat faster than we have now a natural right to command within the upcoming races. I believe in Barcelona we usually tend to be competitive, but not in first place because the subsequent tracks are a bit tougher to check the automobile. Hot asphalt, higher speeds on corners.

“But I also know what awaits us. I also know what we plan to enhance the automobile much more.

“Our challenge is simply to ensure that improvements are made at a pace that others can't keep up with, and in doing so, we simply push our car forward thanks to the efforts that everyone here has made over the coming weeks and months to get the car to could survive a weekend in Montreal or better at any track we face in the future.”

George Russell, Mercedes F1 W15, Lando Norris, McLaren MCL38

Photo: Zak Mauger / Motorsport images

“I think we've expanded that [the window] basically,” he insisted.

“There remains to be lots to do and we’ll see that once we go to the subsequent track, which is Barcelona, ​​since the cornering conditions are really very different.

“It's also a much warmer track, so it will be quite a severe test of the vehicle.”

The fundamental element of the improved form was the brand new front wing added to the W15, which is a more conventional design in comparison with the primary version this season, and whether it performed as expected, Allison said: “I’d say yes.

“We had an idea how it could behave because within the previous race in Monaco we had only done it with George. We had two of those players in Montreal and we expected him to do well.

“We expected him to deliver somewhat more in Canada than in Monaco since the track in Canada, although unusual, is a more normal track than it was in Monaco.

“It provided greater performance, made the car easy to drive, well balanced and made the car a friend to the driver rather than something he struggled with, which was a problem in the first part of the season for us.”