The Sepang International Circuit is located towards the south of the Malay Peninsula, around 40 miles from the Malaysian capital, Kuala Lumpur.
Kuala Lumpur International Airport is next door.
The circuit was the first truly from-scratch design by Hermann Tilke and proves that not everything gets better with age. Only one of his subsequent designs (Istanbul Park) is close to being as good as Sepang.
But if you thought the cars sounded quiet at Albert Park, get your TV remote ready. The walls around the Melbourne track held in more of the sound than the wide, open spaces of Sepang will.
The huge main grandstand might make them sound a bit beefier on the pit straight, though.
Turns 1 and 2
A lap begins on the pit straight, with a quite long run down to the right-hand Turn 1.
This is a somewhat unique corner. The drivers brake and turn in, letting the speed scrub off as the track curves back on itself.
It's especially challenging because it doesn't have a "standard" line—the cars must keep to the right-hand side of the track, ready for the tight left-hander of Turn 2 which comes as soon as the first corner ends.
Position changes (and the occasional bump) into here are common on the first lap. Two- or three-abreast is possible through the first corner, but the second isn't quite so forgiving.
Turns 3 and 4
Out of Turn 2 the cars accelerate through Turn 3, a long right-hander. This is less a corner, more a curved acceleration zone, but it can be tough in the wet.
It leads onto a short straight towards the tight, slow right-hander of Turn 4. If two cars are close together coming out of first two corners (not uncommon), this part of the circuit is a big overtaking opportunity.
Turns 5 and 6
A very short straight is next, followed by the long, fast Turns 5 and 6. The track sweeps first to the left and then the right in a corner pair which truly shows off the capabilities of an F1 car.
Even a beginner to the sport can see the difference between a good car and bad one here.
The cars have a little less downforce this year, but don't expect anyone to hit the brakes. They should be OK with just a couple of mid-corners lifts off the throttle.
Turns 7 and 8
After a small straight the drivers brake for the quick right-handers of Turns 7 and 8.
The entry to the first is a little tougher than it might look because it can be difficult to spot the apex. Ideally, the two corners are taken in one long, smooth arc.
The cars always look like they're going to run wide on the exit of the first of these, and they quite often do. The second is somewhat easier, and it leads onto a short straight.
Turn 9, 10 and 11
The tight left-hand Turn 9 is the slowest corner on the circuit. Overtaking here is rare because it's difficult to follow a rival closely through the preceding corners, but it seems a popular place to get lapped.
The track slopes upwards a little on the exit and even in the V8 era the cars often looked awkward as they attempted to get the power down.
The track curves nicely into the long right-hander of Turn 10. This curve continues all the way to Turn 11, a medium-speed right. The braking zone for 11 is a little bit curved and this makes it somewhat tougher to get right.
Turns 12, 13 and 14
A short straight follows, before another beautiful corner pair, Turns 12 and 13. They're a slightly slower version of the Turn 5/6 combination earlier in the lap.
The first is a left-hander and then comes a very quick change of direction for the longer, more open right.
Turn 14 is a tight right-hander which comes out of nowhere, right on the exit of Turn 13. Like at Turn 11, the braking zone isn't perfectly straight and the drivers have to drift out towards the left of the track before turning in.
It's very easy to ruin a great lap here by not quite getting it right.
And if you get it wrong in the race you're in trouble. A good exit is vital, because next up is the long, wide back straight.
Perhaps due to the nature of the preceding corners we don't see as much passing down here as we might expect, but if the leading car is on old tyres it's certainly possible.
At the end of the straight is the wide hairpin of Turn 15, a slow and relatively long corner which leads onto the almost identical pit straight.
The pit lane entry is on the outside of Turn 15 (cars going in carry more speed through the corner as they only have to go around half of it), and the exit is just before Turn 1.