Before answering this question directly, it’s important to point out that not everyone views the new rules in such a negative way.

There is an acceptance in F1 that qualifying has been significantly negatively affected, in terms of the driving experience of being on the limit.

Efforts have already been made to address that up to a point this year, and larger steps are in the making for next year.

At the same time, most senior figures in F1 – including some of the drivers – agree that there has been a positive effect on the racing, even if some of the increased number of overtakes that have been seen can be argued to be artificial and down to offsets between states of charge.

TV figures over the first three races were up by more than 20% – all three of Australia, China and Japan had significant increases. Miami’s are not available yet.

Now, as for the genesis of the new regulations, the target when talks started five or so years ago was to attract more manufacturers.

At the time, the direction of road-car technology was firmly electric, so it was decided in concert with the manufacturers to increase the amount of electrification.

A nominal 50-50 split between internal combustion and electric was agreed. Fully sustainable, carbon-neutral fuels were added for further environmental credibility.

The MGU-H, a part of the hybrid system that recovered energy from the turbo, was removed. The reasoning being it was complex and expensive – and therefore hard for new manufacturers to compete with existing ones – and not road relevant.

Following the announcement of those rules, first Audi committed to F1. Soon afterwards, Ford and General Motors did the same, and Honda reversed its decision to quit.

Had the rules not changed, F1 now would have a maximum of three manufacturers or possibly only two, Mercedes and Ferrari, if Renault had gone ahead with its withdrawal.

Instead, it has six.

The problems started when the teams started to look at what a near 50-50 energy split with an engine devoid of an MGU-H meant in terms of operating the cars.

Very early on, at least by 2023, there were warnings that the cars would be energy starved.

Energy recovery from the front axle could have solved this, but this was rejected on the basis that it could give Audi an advantage as it had experience in it from world endurance racing.

The result was a series of sticking-plaster solutions – such as active aerodynamics – that only tickled with the fundamental problem.

It’s hard to get a definitive answer as to why someone in authority did not ask everyone to stop, step back for a minute, look at the big picture, and ask whether the 50-50 split was really so important. And whether the sport should change tack. Clearly, that was a failure.

So now the rules have to be amended. And solutions that could have been introduced before 2026 – such as altering the energy split and making it more in favour of the internal combustion engine – are now likely to be introduced for 2027.

Parallel to that, talks are now ongoing on what comes next – from either 2030 or 2031.

The trajectory of road cars has changed. Electrification is still coming, but – it seems – not to the same degree or at the same speed as was thought five or so years ago.

In F1, a reversal away from electrification to some degree is inevitable. But how much remains to be seen.

A naturally aspirated engine – most likely a V8 – with token hybrid is being pushed by FIA president Mohammed Ben Sulayem.

But for various reasons that exact solution may not be acceptable to all stakeholders, nor the panacea its proponents claim. Negotiations are ongoing.

Growing up, Eve Higgins’ Six Nations tradition was a trip to Ashbourne to watch the women’s game on a Friday before heading to Aviva Stadium for the men on a Saturday with her father.

While the crowds flocked to Dublin 4 for the men, attendances at the County Meath venue the previous evening weren’t hitting the same heights.

But just as women’s rugby in Ireland grew in stature, so too did the ‘Green Wave’ of support and this Sunday represents a significant milestone as for the first time, the Lansdowne Road venue will host a stand-alone women’s game.

Back in 2014, a women’s Six Nations game against Italy served as a curtain-raiser for the male equivalent, but with 28,000 tickets sold for this weekend’s final round against Scotland [14:30 BST] so far, it has already tripled the record 9,206 fans who took in Ireland’s opening home Six Nations game against Italy in April at Galway’s Dexcom Stadium.

It’s very much part of a trend with interest in the women’s game growing rapidly and Ireland’s opening game against England in this year’s championship drew a record 77,120 to Twickenham’s Aviva Stadium.

Higgins describes the prospect of playing in front of a record home crowd as “extremely special” but hopes it is “the first of many”.

“When we heard, firstly, that there was 20,000 tickets sold, that was huge because we knew we were obviously beating our record crowd,” the 26-year-old centre told BBC Sport NI.

“Even the fact that we’ve beaten a record crowd in this Six Nations, but to do it again by three will be extremely special.

“We spoke about this three or four years ago that we wanted to have games in the Aviva, but we wanted to do it at a time that we could fill the stadium as we didn’t want to play in empty stadiums.

“The fact that our first occasion in this stadium will be in front of a record crowd of 28,000-plus people is brilliant and it shows you what performances can do. We just want to put on a show for the crowd this weekend.”

Archibald exits as one of Britain’s most decorated track cyclists and arguably Scotland’s most decorated female athlete.

A relative latecomer to the sport, Archibald did not join Britain’s endurance squad until the age of 19 but won the European team pursuit title in her senior competitive debut.

Over the next 13 years, Archibald amassed 51 medals at world, European, Commonwealth and Olympic level, including two Olympic titles and a silver medal, Commonwealth gold, seven world titles and a world-leading 21 European titles.

It might have been more had she not had to withdraw from the Birmingham Games in 2022 and the Olympics two years later shortly before the events.

“I love racing my bike,” Archibald said. “And it’s been a true honour to race my bike alongside the best in the country.

“I’m not hoping for a grand legacy, but I hope I’ve made an impact on the individuals I’ve worked with.”

Currently training to be a nurse, Archibald has “fallen completely in love with the whole thing”, particularly because “it feels so special being someone people can trust when they need help”.

Great Britain Cycling Team performance director Stephen Park pointed out her “incredible legacy” as he paid tribute.

“Katie has described herself as ‘obsessed’ with the sport and her relentless drive in the pursuit of excellence combined with a deep passion for track cycling has led her to be one of Britain’s most decorated track cyclists,” he said.

“Katie has given cycling audiences some of the best moments of the sport’s history and we are incredibly proud of everything she has achieved both on and off the bike.”