Finally, racing returns, three weeks after the last time, a considerable interval during which the teams have worked on every front. Mercedes, the only one without updates in Miami, will have a substantial package of developments, but it will not be the only one. More than looking ahead, Ferrari might have to worry about defending the role of the third force, facing a lack of horsepower that will be felt on the straights of Canada. On the other hand, brakes will count a lot in Montreal, while energy management will not be so critical.
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A new wave of updates
In Canada, it is Mercedes’ turn to make its move with updates. After being the only top car without news in Miami, the W17 is now set to receive important developments. In Florida, the Brackley team had to earn the victory, but with the incoming package the championship leaders hope to restore the early season advantage. Mercedes, however, is not the only one with updates in store. McLaren, for example, has a second wave of developments planned, as Andrea Stella had already announced in April: “Between Miami and Canada, we will see a completely new MCL40.” All eyes are also on Ferrari, whose plan after the cancellation of Bahrain and Saudi Arabia was to bring forward part of the updates planned for Montreal to Miami, while the remaining ones could debut this weekend.
When assessing the impact of the changes, it will still be necessary to keep in mind that the circuit named after Gilles Villeneuve fits well with the DNA of the Silver Arrows. Russell’s victory and Antonelli’s first podium of 2025 are there to remind us, and it doesn’t matter that the W17 was born in a completely different technical context, because certain fundamental characteristics transcend regulations. Mercedes continues to perform best when it is easier to keep tire temperatures under control, and in Canada there are several factors that help on this front.
A Mercedes track
A novelty of the 2026 edition is the date of the event, brought forward by about a month, suggesting generally cooler weather, especially after a particularly long winter this year in Canada. Montreal, moreover, is a Stop&Go track, with many straights interrupted by slow corners. There are no high-speed bends to overload the tires, while the time spent on the straights helps cool them down. Add to that the smooth asphalt and often low-downforce aerodynamic configurations, and the energy transmitted to the tires is decidedly low. Not surprisingly, Pirelli confirms the C3, C4, and C5 compounds, the same as Miami, and the softest in the range.
There is great curiosity to see the comparison between Antonelli and Russell. The Italian is in great form and returns to the same track in Canada where a year ago he celebrated his first Formula 1 podium. Everyone expects a reaction from Russell, which so far has not come. In Miami, the Brit attributed the difficulties to the chronic lack of harmony with the American track, while his record in Montreal is decidedly better. However, watch out for the updates, which could influence the comparison between the two Mercedes drivers, as there is always the risk that the changes bring the car closer to the preferences of one rather than the other.
Ferrari at the door
Mercedes, however, does not sleep peacefully. The most accredited rival is McLaren, also powered by that Brixworth power unit which is making such a difference. In Miami, moreover, the MCL40 proved to be decidedly agile in slow corners, a quality that will be very useful among the chicanes and hairpins of Montreal, where, more than elsewhere, aggressiveness on the curbs will count. The biggest threat to the world champions could instead be graining, which Pirelli hopes will disappear already after Friday.
The prospects are less rosy for Ferrari. The Maranello team is aware that the lack of horsepower from the engine will cost precious time on the straights of Canada, although not necessarily more than in Florida. The SF-26, moreover, will not be able to rely on aerodynamic downforce to recover in fast corners, being practically absent, forcing it to find a way to make a difference in the medium-slow sections. Speaking of preparation, it will be interesting to see if Hamilton has followed through on his intention not to use the simulator ahead of Canada, after being taken off track in previous events. For him as for Leclerc, it will also be important to find a way to defend in the race without asking too much of the tires, as happened in Florida.
Red Bull could also be in the mix, with Verstappen coming off the Nürburgring 24 Hours. The RB22 has nothing to fear on the straight, while slow corners are not exactly its strong point. In any case, for Red Bull as for everyone else, Canada will be an opportunity to extract more from the Miami updates, having had enough time to reprocess the data.
Brakes help management
For the first time, Montreal also hosts the sprint format, the third of the season, again limiting the time available to test the updates. Even more than in China and Florida, in Canada it will be important to run as much as possible to find rhythm and confidence in the car, essential to brush the walls without causing damage. It will also be important to work on the delivery of electric power and traction out of the hairpins to avoid abusing the tires, but also to avoid spinning and wasting energy unnecessarily, whose management, however, does not appear critical.
Montreal is by far the shortest track among those visited so far, about 900 meters shorter than Australia and 1 kilometer shorter than Miami, which facilitates battery management in qualifying. Brembo’s simulations also say that brake usage time is 19% of the total time, a value above average that reduces the need to recover energy outside braking zones. It will be on the brakes that there will be a chance to make a difference in Montreal, perhaps taking a few more risks to compensate for the delay accumulated elsewhere.
