Red Bull controlled the race in Turkey before throwing it all away - but can closest rivals McLaren attack them at the unique Montreal circuit this weekend?
The Canada venue, about to make a popular return to the calendar, offers a unique stop-start high-speed street circuit. It has different characteristics to all other tracks visited so far, most important of all the combination of long high-speed straights heading into big braking zones followed by low-speed corners.
Add to that the greasy and constantly changing surface, the tendency for the track to create plenty of marbles off line, and the tight walls that punish any mistakes, and you have, in theory, the potential for an exciting event-filled race... just the kind Red Bull doesn't want.
As one of the most intense tracks on braking, one of the biggest concerns facing all teams this weekend is brake management - and given Red Bull's regular issues with their system this season, that could be a real headache for F1's raw pace setters, who have lost their top spot in the constructors' standings to McLaren.
Brake discs in F1 are, by regulation, 28mm in thickness and 278mm in diameter and made of carbon fibre. That material allows them to run at more than 1000 degrees Celsius - a level often reached in heavy breaking zones - but their ideal operating temperature is actually around 500-600 Celsius.
Not only does Montreal have four big braking zones where the cars must slow from 300km to 120km, the cars also run with less aerodynamic drag, which reduces braking performance, and with no refuelling, heavy fuel loads put an additional 10 per cent of energy through the systems.
The more energy to dissipate, the more the temperature increases, and with wear increasing dramatically in a non-linear fashion as brake disc heat increases beyond 600 Celsius, cooling and braking stability are both vitally important.
According to Brembo, the heaviest braking in Canada is just ahead of the start/finish straight, with a deceleration of 181 km/h discharging 2137 kilowatts of energy.
To counter this, brakes are cooled using the brake duct funnels that stick out from the inside of the wheels front and rear. The front ducts are intricately formed and go through hundreds of design iterations per year, each circuit tasking designers with different cooling requirement levels. The rear cooling relies additionally on air extraction through the wheels, as the cluttered area and complicated airflow around the rear wheels limits intake performance.
Teams will have been working hard to develop the ideal cooling system to keep brake temperatures stable at around 600 Celsius for as much of the lap as possible, and those with the best solutions will have one less thing to be concerned about this weekend.
Renault's head of performance systems group, Nick Chester, explained: "We're getting a lot more air through the system compared with last year. It's not just the size of the entrance to the duct that's important, but the path the air takes through the upright, the disc and out of the disc vent, which determines how much air is in the system and the efficiency of the cooling."
If Red Bull has not been able to fix the problems it had earlier in the year, this could be an important Achilles heel in Canada - but even if they have, McLaren's superior straight-line speed could also prove crucial against them.
In Turkey qualifying, Jenson Button and Lewis Hamilton were more than 6km/h faster in a straight line than leading Red Bull driver Mark Webber thanks to the strong Mercedes engine and their fully functional F-Duct. In the race, Hamilton was 7.5km/h quicker through the trap than second-fastest Sebastian Vettel. Even with its own version of the F-Duct in practice, the Red Bull was still 5km/h off the McLaren in a straight line.
McLaren showed in Turkey that their speed advantage would allow them to attack Red Bull hard on certain occasions, even if they still struggled to get past. In Canada, reduced downforce levels should further reduce Red Bull's aero advantage and if anyone drops it into the 'Wall of Champions' on the tight circuit, safety car periods could offer moments of opportunity.
Overall, then, Canada could give Hamilton and Button the opportunity to attack harder than ever...