Interlagos, Sao Paulo (Brazil)

The Brazilian Grand Prix provides a fitting end to any Formula 1 season, with the carnival atmosphere at the Autodromo Jose Carlos Pace meaning the year ends on a high even if the World Championship has already been settled.

Better known as Interlagos, the circuit, set in the suburbs of Sao Paulo, is underdeveloped compared to most modern-day venues. The pit-buildings are old and small, the paddock is cramped, and the track surface is very bumpy. Yet for all of that, drivers and fans still absolutely love it.

Playing host to the very first Brazilian Grand Prix in 1973, the track remained on the calendar for seven years before it re-appeared again in 1990, albeit this time in truncated form.
Major resurfacing work in 2009 smoothed the asphalt slightly, but in comparison to plush new venues like Abu Dhabi, the surface is a rumble strip. But that only adds to the charm of a circuit which makes up for its lack of refinement with bags of character and passion.
In the build up to the 2011 Brazilian Grand Prix, FIA Race Director Charlie Whiting said: "What a great circuit and great atmosphere - the fans here are wild and it's always a sell-out, so the atmosphere is always pretty special. It's a pleasure to work here, partly because the circuit is so good and we nearly always get an entertaining race." Well said that man.
As Whiting says, Interlagos has provided its fair share of entertaining fare - no more so than in the melodramatic closing seconds of the 2008 season when Lewis Hamilton stole the title from local hero, and race winner, Felipe Massa's grasp going into the final corner.
The long climb up the hill from Juncao, through a left kink and over the start-finish line leads into a good - if slightly risky - overtaking spot at turn one. If a driver is brave enough to stay on the outside he can try and fight back immediately as the cars twist through the Senna-S, so named after Brazilian's legendary three-time champion Ayrton, a winner at Interlagos in 1991 and 1993.
Turn four is another overtaking spot while turn eight and Juncao (turn 12) have also seen passing action in the past.
Changes were made ahead of last year's race, with grandstands through the fast turns 14 and 15 moved back to improve safety. But such is the passionate locals' enthusiasm for racing that they will continue to flock to Interlagos every year regardless.

Circuit of The Americas (USA)

It's a huge compliment to the Circuit of Americas in Austin that Formula 1's long-awaited return to America was hailed as a big success.

With the sport's preceding five-year absence from one of the one of the largest markets in the word having been widely recognised as being far too long, there was understandably an element of apprehension as CoTA geared up for its inaugural event.

But while there were a few contract scares in the year leading up to the 2012 opener, once the F1 fraternity arrived in the welcoming Texan state capital they soon realised there was no need to worry.
With the local Austin community having firmly embraced its shiny new motorsport acquisition, the 3.427-mile circuit itself quickly won over both drivers and fans alike owing to its unique combination of corners.
The layout, the brainchild of the man who originally secured the race, Tavo Hellmund, and later refined by F1's resident designer Hermann Tilke, had more than than 'something borrowed and something new' about it with inspiration taken from some of F1's some famous venues.
An Esses section reminiscent of the legendary Maggotts and Becketts complex at Silverstone, a reverse triple-apex challenge in the style of Istanbul Park's Turn Eight and a Hockenheim-style arena section all featured in the exciting anti-clockwise lap.
The circuit even had its own signature feature in the form of a steep uphill run to the first corner, characterising the kind of sudden elevation changes seen through the 3.4 miles.
Race day drew a bumper crowd of just under 120,000 and fittingly the battle for the inaugural victory proved an edge-of-the-seat classic as Lewis Hamilton stalked Sebastian Vettel for the whole race before passing the World Champion with 14 laps to go.
All in all it was therefore a fitting debut for the first purpose-built F1 facility in the United States and with a second US round on the streets of New Jersey, originally scheduled for 2013 but since postponed to 2014, to follow the sport's long-held quest to infiltrate the wider American consciousness has the chance to belatedly gain some momentum.

Yas Marina Circuit (Abu Dhabi)

Costing a staggering £800m, Abu Dhabi's space-age Yas Marina circuit was designed to showcase the country on a world stage. In terms of jaw-dropping architecture and state-of-the-art facilities it certainly achieved that, right from the moment it was first revealed to the world in 2009.

What took a little longer - four grands prix in fact - was for the Middle East venue to prove that it could produce a race to match the surroundings, after some turgid, and processional, affairs in its first few years.
That, however, all changed in 2012 as Yas Marina played host to a chaotic 55 laps of racing that witnessed numerous collisions, two safety cars, some brilliant overtaking moves and a pitlane to podium charge from Sebastian Vettel.
Throw in the first win of Kimi Raikkonen's comeback - and his hilarious "leave me alone, I know what I'm doing" radio remark - and Abu Dhabi could rightly claim to have played host to the most entertaining race of the year.
Entertainment had certainly never been in short supply off the track at Yas Marina owing to the country's ambitious attempt to bring the glamour of picturesque Monaco to the Middle East.
The venue's facilities are certainly unparalled in F1: the surrounding harbour is capable of hosting over 150 yachts, whilst a five-star hotel which lights up at night (and changes colour) straddles the circuit.
Developers also included a novel F1 'first' in the track's design in the form of a pitlane exit tunnel which filters cars under the track and to a safer point of release at Turn Three.
In its first two years Abu Dhabi was given the honour of hosting the season finale, and while they missed out on the title showdown in 2009, the following year delivered the first four-way decider in the history of the sport.
However, rather than being able to fully bask in the glow of the unfolding drama as pre-race outsider Sebastian Vettel clinched his first title, the circuit was on the receiving end of criticism for its lack of overtaking opportunities after championship favourite Fernando Alonso spent lap after lap bottled up behind Vitaly Petrov's slower Renault.
The addition of two DRS Zones for 2011 and 2012 helped improve things and the success of that latter race suggests Yas Marina has finally arrived

New Delhi (India)

India stands as one of the few popular Herman Tilke designs to have been introduced to the Formula 1 calendar in recent times.

Making its debut in October 2011 after years of anticipation, India received an enthusiastic thumbs-up both on and off the track, with 95,000 spectators in attendance to see Sebastian Vettel - who romped to victory again last year - take the chequered flag and the drivers, almost to a man, approving of their new place of work.
Hailed as "great fun to drive" by Jenson Button, and "awesome" by Nico Rosberg, the 3.18-mile Buddh International Circuit proved a rare instant hit.
Anything but an 'off-the-shelf' replica, the circuit boasts lots of elevation changes, and a good mix of high-speed corners with slow and medium speed turns.
The turn 10 and 11 sequence is slightly banked providing an unusual challenge for drivers and the long fast right-hander is similar to the triple apex turn eight at Istanbul Park.
It also contains the Tilke trademark: an ultra-long straight followed by a hairpin - which duly provided a healthy amount of overtaking opportunities into turn four during its debut race. A further attempt to promote passing came with a number of partcularly wide corner entries.
With Force India seen as a national team, and Bollywood stars turning out to add showbiz glamour, Formula 1 took the country by storm, unlike in other new venues on the calendar.
Expect the Indian GP to become an essential item on the calendar for many years to come

Suzuka (Japan)

Even to enthusiastically endorse Suzuka as a drivers' favourite is to do the circuit something of a disservice. Arguably on a par with both Spa and Monza, the long-time home of the Japanese GP is an incredible track - one to make the hair stand on the back of your neck.

Located, more or less, in the middle of nowhere, passionate fans are guided to the circuit's high-speed corners by the giant Ferris wheel that is the venue's iconic image. Once there, they are treated to a stunning layout, designed around a figure of eight with the cars looping back on a high-speed overpass.
Owned by Honda and opened in 1962, the circuit first hosted the Japanese GP in 1987. When it was dropped for two years in 2007 and 2008 in temporary favour of the Toyota-owned Fuji Speedway, F1 lost one of its greatest attractions and both fans and drivers rightly mourned its loss.
Part of that attraction is that Suzuka remains virtually unaltered from its original design. Despite a major face lift to the pits and grandstands to secure the grand prix's return in 2009, the track itself is still almost entirely faithful to its first appearance on the schedule.
In the 130R - don't be deceived by the prosaic-sounding name - the track hosts a corner that rivals Spa's legendary Eau Rouge for commitment, while the lovely sequence between turns three and seven tests the grip and downforce of even the best-designed car.
Spoon corner is another classic - so called as its curvature resembles a tea-spoon - as the long left hander feeds onto the long run to 130R.
Suzuka's perennial position near the end of the season has ensured the compelling circuit has played host to many of the sport's most famous title deciders. Ayrton Senna and Alain Prost's controversial collisions of 1989-90 have gone down in legend, while Damon Hill, Mika Hakkinen and Michael Schumacher have all been crowned champion at Suzuka.

Yeongam (Korean)

The Korean Grand Prix has struggled to establish itself on the Formula 1 calendar since its debut in 2010.

Located more than four hours away from the country's capital, Seoul, the event has failed to really capture the imagination of the nation and officials have already indicated a desire to renegotiate their contract with Bernie Ecclestone after running at a loss so far.
The venue's original blueprint included the construction of a new marina complex around the final sector of the lap, with the track becoming public roads during the rest of the year. However, these plans have yet to materialise, leaving something of a soulless circuit stuck in imperfect isolation and surrounded by marshland.
This lack of development has also made it incredibly difficult for teams, media and fans to find accommodation in surrounding Yeongam, with many forced into so-called 'love hotels' in the nearby city of Mokpo.
The 3.49-mile circuit itself is another Hermann Tilke design and typically features his trademark long straight followed by a hairpin between turns two and three. The straight is the longest in F1 and very arguably too long as cars driving in a straight line for a prolonged period is not an entertaining or invigorating sight for fans.
The pit entry and exit have also come in for major criticism. Cars slowing down to pit have to do so on the racing line of a blind corner, which is normally taken flat, meaning there is a major risk of a car being run into. The pit exit, meanwhile, feeds into the middle of turn one, meaning any driver who doesn't make the corner's apex could collect someone coming out of the pits.
Despite the seemingly permanent cloud under which the race hangs, it remains on the calendar for 2013 and has a contract for three years after that. The Korean Grand Prix is backed by the local government - who see it as a way of bringing investment to the area - meaning it's future could well be linked to their own. A change of office might bring about a chance of heart - but even then there would be cancellation fees to consider.

Singapore

Singapore created Formula 1 history when it joined the calendar in 2008 by running a grand prix at night and, six years on, the lights show no sign of going out on the sport's most spectacular event.

Hailed as "the jewel in F1's crown which keeps getting polished" by Bernie Ecclestone, Singapore swiftly established itself as a favourite among the paddock and, handily, F1's corporate sponsors. Cast against the backdrop of the city's skyscrapers, the sport has arguably never looked better.
The numbers behind the floodlit race underline just how complex an event it is to put on: 108,423 metres of power cables, 240 steel pylons and around 1,600 light projectors with a total power requirement of 3,180,000 watts are used to light the track for the drivers. The effect is that the track is lighter than at midday on a sunny day and four times brighter than a football stadium.
The lights are designed to reduce glare - even if it is raining - while the clear visors used by the drivers for the race provide an opportunity to see their eyes as they tackle Marina Bay's streets from the onboard cameras, giving a unique glimpse of the concentration required to dart between the Armco at 200mph.
Although last year's race saw Singapore have its contract extended until 2017, the event is not without its flaws. The track's Turn Ten chicane, which quickly became christened the 'Singapore Sling' and was originally envisaged as a fast left-hander before a lack of run-off space prompted a rejig, has been subject to intense criticism over the years owing to its vicious kerbs and was disparaged as the "worst corner I've ever driven in Formula 1" by Lewis Hamilton.
The Englishman was being more complimentary, though, when he described the overall circuit as "twice as hard as Monaco", and there's no doubting that it represents a tough challenge for competitors.
Although remarkably wide for a street circuit, it maintains the traditional twisty nature of a road course, is notoriously bumpy and you've got to be good - or very bold - to overtake.

Monza (Italy)

A sea of red on race day, the evocative and legendary Monza circuit has held more grands prix than any other venue, having hosted a race in all but one season since the World Championship's inception in 1950.

Famed as much for its atmosphere as for the racing it produces, Monza is surely the loudest venue on the grid, with the cars running flat-out for over 80 per cent of the lap and the passionate 'Tifosi' not shy in voicing support for their beloved Ferrari.
The crowd invasion, which takes place at the end of every Italian GP, has become as much a part of the end-of-race proceedings as the chequered flag and podium ceremony.
One minor quibble is that the race tends to be relatively short, with the 190-mile distance usually rattled through in about an hour and 20 minutes. Yet part of the circuit's considerable charm is that the venue has changed little since its opening in 1922 and any further amendments would bound to be treated as an act of heresy.
A relatively simple layout means that Monza has always been a record breaker in terms of speed. Peter Gethin's win in 1971 was achieved at a record-breaking average speed of 150.7mph. Chicanes were introduced the following year but F1 was back up to speed eventually - Michael Schumacher's 2003 victory (153.8mph) setting the current benchmark. Twelve months later, Ferrari team-mate Rubens Barrichello set the fastest ever pole position (average speed 161.8mph) at Monza.
Monza also has a banked track, although it was last used in a grand prix in 1961 - a tragic race during which Wolfgang von Trips, together with 15 spectators, lost their lives when the World Champion-elect lost control of his Ferrari on the approach to the Parabolica.
Behind that particular corner lies part of the banking, which might now be in a state of disrepair but also remains a constant reminder of the venue's heritage to future generations of fans and drivers.
While the prospect of a grand prix around the streets of Rome has been floated in recent years, and Imola - which hosted the Italian GP in 1980 - had a sustained run on the calendar, the Italian Grand Prix at Monza rightly remains a classic and is always a fitting way to end the European season.

Circuit de Spa-Francorchamps (Belgium)

A firm favourite with fans and drivers alike, Spa-Francorchamps is rightly considered to be one of the best tracks on the calendar - if not the best.

The rollercoastering Eau Rouge is arguably the most famous corner in the world, and it is a breathtaking sight to witness a Formula 1 car push the limits of physics as it flicks left, right and roars up the hill before hurtling into the Ardennes forest beyond.
Very much a drivers' track, conquering Spa is considered to be one of the ultimate challenges of motor racing. Six-time Belgian GP winner Michael Schumacher describes the circuit as his favourite in the world, while Sebastian Vettel has enthused that "Spa has some of the best corner sections in Formula 1." Indeed, it's difficult to remember any driver ever criticising the famous track.
Originally run over 14km on public roads, the circuit was shortened in 1979 to improve safety. Up until 2000, parts of the track were still used as roads, including Eau Rouge. At 4.3 miles, the current layout is still the longest on the F1 calendar.
But the speed and expanse of the lap is merely a single aspect of its multi-layered challenge. Another is the region's unpredictable weather, which often means that drivers have to deal with different grip levels around the lap. It is not unusual for it to be pouring with rain at the La Source hairpin but for the track to be completely dry at Les Combes.
And although the long straights would normally mean a low downforce set-up, any attempt to take Eau Rouge, Pouhon and Blanchimont without plenty of grip is sure to cause trouble.
A balanced set-up is therefore essential. So, too, is bravery - especially if, like Kimi Raikkonen on Michael Schumacher last year, you regard Eau Rouge as an overtaking opportunity! You must trust your car and, probably more importantly, your rival if you're game for making a move there.
A more obvious opportunity for a pass occurs earlier in the lap at the famed turn one hairpin, La Source, while the DRS Zone on the Kemmel Straight, leading up the hill to Les Combes, provides another great overtaking spot.
Finally, the Bus Stop chicane, which has been redesigned countless times over the years, provides another great opportunity for a pass. Following the long run through the Blanchimont kink, the right-left chicane tempts drivers to launch a late outbraking manoeuvre.
Eau Rouge, Les Combes, Blanchimont: it's hard to believe that there is any motor racing circuit on the planet boasting so many legendary names.

Budapest (Hungary)

A curiosity in more ways than one, the Hungaroring boasts a unique piece of history in being the first circuit to have staged a grand prix behind the old 'Iron Curtain' in 1986.

Yet that remarkable piece of history now hangs heavy on the circuit's shoulders. Although alterations to both the twisty track and paddock have naturally had to be made over the last two decades as F1 continues to demand more of its venues, the circuit is conspicuously narrow by modern standards and the facilities are far from the best on the calendar.
Yet for all this the Hungarian Grand Prix has been ever present for the last 26 years and has its own inimitable charm. Indeed, in 2009 a new deal was announced securing its presence on the calendar until 2016.
Set in a valley, the circuit's original designers made full use of the natural terrain, using the bumps and crests to create a unique driving challenge. With 80 per cent of the track visible from certain spots in the grandstands, it's also great venue for spectators to attend.
Indeed, with the circuit situated close to Budapest, fans from around the world travel each year and, with the entire area caught up with F1 fever, the result is a real party atmosphere. Indeed, with the successes of Mika Hakkinen and now Kimi Raikkonen, it has become something on an unofficial 'Finnish GP' owing to relative proximity of the two countries.
Despite all the positives, however, overtaking is notoriously difficult at the circuit. A core issue is that the Hungaroring is hardly used throughout the year, meaning the surface becomes very dusty and 'green'. Thus its characteristics become similar to that of a temporary street circuit, where the track is at its quickest on the final lap of the race weekend.
The dust also means it is difficult for drivers to go off the racing line to attempt an overtaking move as even if the pass is successful, the dirt on the tyres makes the car difficult to drive for the next few corners.
Unless it rains, as has been the case in a couple of recent years, the best overtaking spot will be into turn one, a right-hand hairpin at the end of the pit-straight and DRS zone. The straight was lengthened in 2003 by 200 metres and the corner tightened to try to facilitate overtaking. In practice, however, any benefits from the tweak have been minimal.
It's an unfortunate sign of the times that with European races under a bigger threat than ever, Hungary may well have to literally rip up some of its cherished heritage to secure its future beyond 2016.

Nurburgring (Germany)

Although the fearsome circuit that made the Nurburgring world famous now stands as little more than a monument to a bygone Formula 1 era, the venue in the heart of the Eifel mountains remains one of the sport's most historic destinations.

Illustrious names such as Juan-Manuel Fangio, Jackie Stewart and Germany's very own Michael Schumacher claimed some of their greatest victories across the F1 track's various incarnations since the Nurburgring hosted the inaugural German Grand Prix of the World Championship era in 1951.
What proved career-defining victories for Fangio and Stewart were achieved around the original Nordschleife - the ultimate drivers' challenge which is still spoken about in hushed tones to this day.
One of two original layouts, the Nordschleife was the circuit's Northern Loop. Over 14 miles in length and twisting through 160 corners, concerns over safety were being raised even during less enlightened times.
A chicane was added in 1967 to slow speeds down on the entry to the pitlane but the German GP was moved to Hockenheim as a one-off in 1970. Further changes were made and the 'Green Hell' returned the following year but calls to do something about speeds and safety at the venue grew ever louder as the decade progressed.
Other daunting tracks in the sport were gradually being phased out, or radically changed, but it wasn't until after 1976 and Niki Lauda's horrendous near-fatal fiery crash at the circuit that the Nordschleife disappeared from F1 for good.
While the German GP returned to Hockenheim from 1977, the early 1980s saw officials at the Nurburgring give the green light to the construction of a brand new circuit to comply with modern safety standards.
By 1984 the 'new' Nurburgring was ready but the only real similarity to the old circuit was that it was built adjacent to it. In comparison, the new track ran to just 2.8 miles. After an all-star race, which featured a host of past and future World Champions, won by Ayrton Senna, opened the new circuit, the inaugural F1 event around it was in 1984 - albeit under the European GP banner.
While the Nurburgring did hold the main German GP the following year, the circuit was again cast into the F1 wilderness until the rise of the man who changed the face of motorsport in the country, one Michael Schumacher.
Having become the country's first World Champion in 1994, by 1995 Germany was given the honour of hosting two grands prix, with the Nurburgring returning, again, under the guise of the European GP.
Fittingly, Schumacher won that first race - the then Benetton driver brilliantly hunting down and passing Ferrari's Jean Alesi in the closing laps - and he would do so four more times over the next decade, although not in the two years when the race was curiously called the Luxembourg GP, despite being located fifty miles from the border!
That period also coincided with a reprofiling, and resulting extension, of the start of the lap in 2002 in a bid to create an overtaking opportunity into a wider first corner after passing around the track had become increasingly difficult aside from the long run to the chicane at the end of the lap.
Following Schumacher's first retirement in 2006, and amid an escalation in F1's race-hosting fees, Nurburgring officials realised they could no longer afford a race on an annual basis and so entered into a share agreement with Hockennehim to alternate as host of the German GP.
Under that arrangement, the Nurburgring is scheduled to return in 2013 but the onset of further financial dramas means its place on the schedule is not yet 100 per cent confirmed

Silverstone Circuit (Great Britain)

The home of British motorsport, Silverstone hosted the first ever round of the World Championship in 1950 and, having come back from the brink in 2009 and secured its future on the calendar well into the next decade, it is rightfully seen as one of the sport's crown jewels.

A trade-off for securing that long-term future has been some major redevelopment work around the circuit in recent years, with substantial changes to the track made and a new pit and paddock building constructed.
The Silverstone Wing - as the new pits are known - was a key factor in pacifying Bernie Ecclestone's longstanding criticism of circuit facilities - particularly the small garages, dated media centre and tired hospitality units.
That said, the new 'Arena' section of the track has received mixed reviews. The old Abbey chicane was one of the best overtaking spots on the track, whilst the sight of cars darting under the bridge and taking a flat-out right-hander as they entered the complex was arguably the highlight of any visit.
Richard Phillips, Silverstone's managing director, admitted: "Some will miss not seeing modern cars accelerating through Bridge," whilst former BRDC president turned Sky Sports F1 HD pundit Damon Hill said: "'If you are asking me to say it's fantastic, I'm afraid I am not going to do that. It is fast, exciting corners that drivers love. It is what fans love."
Even with DRS on the now-used National Straight, Brooklands is not a natural overtaking spot - as any touring car fan will vouch. But while decommissioning one of the best sections of the track was undoubtedly a shame, an equally-pertinent retort, however, is that it's small price to pay for Silverstone's long-term participation in F1 being guaranteed.
The race had already long secured its place as of the most prized assets on the F1 calendar. The kind of passion generated by the loyal and knowledgeable British fan base, and the rich history attached to the event, are assets that some of the sport's newer venues would dearly love to recreate.

Montreal (Canada)

What's that thing people say about absence making the heart grow fonder? It was arguably only after Canada was controversially removed from the 2009 calendar that F1 fully appreciated what a boon Montreal's charming presence on the schedule is for the sport.

Brought back for the 2010 season after a one-year absence, the 2011 race will live long in the memory as the longest grand prix in F1 history. Perhaps more pertinently, the outcry which greeted the removal of Montreal from the schedule should ensure that F1 won't make the mistake of forgetting the venue in a hurry again.
Similarly to Melbourne's Albert Park, the race takes place through a public park, with cars darting through the trees on public roads and parts of a purpose-built race track.
Since 1978, every Canadian Grand Prix held has been on the Île Notre-Dame island. Located in the Saint Lawrence Seaway and across the river from the city, the track circles the lake used for rowing at the 1976 Olympic Games.
Originally entitled the Île Notre-Dame Circuit, the track was renamed the Circuit Gilles Villeneuve in honour of the legendary Canadian driver - who won its inaugural grand prix - after he was tragically killed in a qualifying accident at the Belgian Grand Prix in 1982.
The circuit has hardly changed since its introduction to the calendar, with the move to new pit buildings for the 1988 grand prix the only major change. No wonder too: the track's layout has leant itself to lots of overtaking over the years and plenty of enthralling, chaotic racing.
Two of the best overtaking spots on the circuit are the l'epingle hairpin at turn 10 and the final chicane at turns 12 and 13 at the end of the back straight. However, also look out for action at in the opening complex of corners along with turns six and eight as the track twists through the park.
Ideally for these types of corner a high-downforce setup is required to aid stability under braking - the track tests brakes to their limits - and for traction on the corner exit. However, a back straight of over 1km means that set-up is a delicate balancing act.
One famous feature on the circuit is the 'Wall of Champions'. Exiting the final chicane onto the pit straight, a wall runs tight to the track which has ended many drivers' - and champions' - races over the years. In 1999, three world champions, Michael Schumacher, Damon Hill and Jacques Villeneuve all crashed out at the corner.

Monte Carlo (Monaco)

The Monaco Grand Prix remains the jewel in the crown of the Formula 1 calendar.

Offering a stunning backdrop for some of the sport's finest images, a race track that every driver dreams of conquering, and the setting for many of the big-money deals that are F1's essential lifeblood, the Principality's famous street circuit exudes timeless charm.
The list of past winners reads like a roll call of the great and good of the sport, with Ayrton Senna's claiming a record six victories, Graham Hill and Michael Schumacher five, Alain Prost four and Stirling Moss and Jackie Stewart both three.
A permanent fixture on the calendar since 1955, the circuit - formed entirely of roads accessible to the public outside of (and indeed during) race weekends - is famed for its narrow parameters, its unforgiving nature, and the difficulty of overtaking.
As such, qualifying is particularly critical at Monaco - make a mistake on Saturday and Sunday tends to be a long and frustrating slog. With good reason, Nelson Piquet's remark that racing around Monaco is like "riding a bicycle around your living room" remains the most famous description applied to the famed circuit.
The Principality's favourable tax laws means Monte Carlo has traditionally been the place where a number of the sport's top stars call home (and thus is literally the closest many of them come to driving a F1 car around their living room). Indeed, after crashing his McLaren at Portier while leading the 1988 Grand Prix, legend has it that Senna simply returned directly to his flat, with his McLaren team not hearing from their driver until the next day.
The circuit - which takes six weeks to set up prior to the race weekend and three to dismantle afterwards - is unique in a few other quirky respects. For instance, it is the only race on the calendar not to possess a podium, with the top-three finishers receiving their trophies on the steps of the royal box instead.
Another novelty is the parties on the Saturday night of the grand prix weekend which frequently spill out onto the track. Sky Sports F1's Martin Brundle once famously remarked that Monte Carlo is the only race on the calendar where the marshals have to collect cocktail glasses and champagne bottles from the circuit on a Sunday morning!
While detractors of the race point to its lack of overtaking, the Monaco GP's worldwide reputation wasn't built on the race being a passing-fest and the sheer uniqueness of the event is why it continues to be an indispensable part of the fabric of the sport.

Circuit de Catalunya (Spain)

Barcelona's Circuit de Catalunya becomes the sole Spanish stop on the Formula 1 calendar this season after Valencia's withdrawal owing to the country's precarious financial climate.

A deal to alternate the Spanish GP between the two cities has been much mooted, although not yet confirmed, so for now at least Barcelona continues its unbroken run in the sport since 1991.
For the first decade or so, the race was little more than a footnote on the schedules of Spain's bike-mad motor racing public. But the rise of Fernando Alonso changed all that and fans now flock to the circuit in massive numbers.
Although the traditional curtain-raiser to the European phase of the season in early May, F1 teams usually visit the circuit during winter testing. This year, for relevant example, eight of the twelve days of testing will be held there.
The venue's mix of corners makes it an ideal proving ground for the grid's new cars and the F1 adage is that any car which is fast at Barcelona will invariably be fast everywhere else.
The unfortunate consequence is a familiarity which means that, come the grand prix in May, teams invariably arrive at the track with car set-ups already perfected - meaning that any performance differences between them are minimised.
That has tended to mean processional frustration. In 1999, for instance, there was only one recorded overtaking move during the entire race while the 2011 race was the only one not won by the polesitter in the past 12 years.
The introduction of a DRS zone down the long main straight has gone some way to adding the opportunity for overtaking to the mix, with the first corner remaining the most feasible scene for a pass - although the speed cars travel through turn one is said to be a hindrance.
Another opportunity is at the Turn Ten hairpin following the back straight. The corner was modified in 2004, tightening the apex, whilst creating room to run the car wide on the exit.
Other changes have not proved so successful, however. Tasked with making the circuit more overtaking friendly, Hermann Tilke's solution was to redesign the final two corners and create a chicane to try and keep the cars closer together heading onto the pit straight.
Alas, the tweak proved both a failure and arguably a detraction from the circuit's flow, with fans since denied the sight of the cars operating at the peak of their capacity as had taken the sweeping two corners flat out.

Bahrain International (Bahrain)

Bahrain, Formula 1's first grand prix venue in the Middle East, is fast approaching a decade on the calendar.

While off-track political controversies have dogged the event over the past two years, the Bahrain International Circuit again takes its April slot on the schedule for 2013.
Located on the outskirts of island Kingdom's capital city of Manama, the Sakhir facility is still very much situated in the middle of the desert. That inevitably means it is one of the dustiest tracks anywhere on the F1 calendar, despite the organisers' best attempts to - would you believe - spray glue the sand.
With air temperatures invariably also in excess of 30 degrees, the three-day grand prix weekend is one of the most physically grueling for the drivers and mechanics and it is not uncommon to see some of the grid's biggest names looking even more exhausted than normal on the podium after the race.
The circuit's stop-start nature also places a premium on the brakes with four straights around the lap punctured by slow hairpins.
As one of the first of the new wave of grand prix venues to join the calendar in 2004, Bahrain raised the bar in terms of the quality of facilities needed to make the grade in F1, even if the 3.9-mile layout itself received something of a lukewarm reception.
Following accusations that it wasn't exciting enough, and in response to the grid's expansion from 18 to 24 cars, a twisty infield loop was added for the 2010 season-opener. However, not helped by a particularly processional race, the extension to the lap failed to find much support and the new-look was quickly shelved.
Indeed, ahead of the race's ninth staging, it's far to say that Bahrain has yet to produce a truly classic race.
Fernando Alonso and Michael Schumacher's duel to open the 2006 campaign - one of two times Bahrain has been given the honour of hosting the season-opener - was certainly tense, as was Sebastian Vettel's battle for the lead with Kimi Raikkonen last year.
From 11th place on the grid, Lotus driver Raikkonen proved overtaking is possible at Sakhir as he raced up to the back of the World Champion but, as the Finn himself later admitted, he didn't take advantage of his one realistic chance to overtake the Red Bull driver.

Shanghai International Circuit (China)

Although yet to truly capture the imagination of Formula 1 fans - local or otherwise - the Chinese Grand Prix has become an established, and commercially important, stop on the calendar since the space-age Shanghai International Circuit hosted its first race in 2004.

The most populous country in the world had been something of a glaring omission for F1 ringmaster Bernie Ecclestone before then and it was no surprise that a contract extension up until 2017 has been signed, despite the event having run at a loss amid disappointing ticket sales.
What wasn't in doubt when the Shanghai circuit welcomed the F1 community nearly nine years ago was that the venue - which had staggeringly taken just 18 months to construct despite sitting on swampland - boasted facilities that set a new standard for future tracks to match.
Team personnel were immediately wowed by the purpose-built paddock buildings situated on a lake in the infield, while spectators sitting in the futuristic-looking main grandstand - which has a capacity of almost 30,000 - had the rather novel experience of being able to see nearly 80 per cent of the track from their seating positions.
The Hermann Tilke-designed circuit was also given an authentic local flavour with the twisty layout shaped like the Chinese character 'shang', meaning 'high'. The vision translates into a 3.4-mile layout that consists of seven left-hand and seven right-hand corners, punctuated by two long straights.
Turns one and two are virtually the same corner, before a switchback for three and four, and require a strong front end to prevent understeer mid-corner, as well as a strong rear, as the first part requires a quick entry speed.
Further round the lap and another long right-hander, classed as two corners at turns 12 and 13, leads onto what was, before Korea's debut in 2010, the longest straight in F1. Measured at a trifling 1170 metres, its length is the equivalent of 11 football pitches being put end-to-end and really gives the opportunity for a car to stretch its legs.
The most obvious overtaking spot on the lap is therefore in the braking zone for the following hairpin, while the subsequent short run to the final corner also gives drivers the chance to fight back before the main straight.

SEPANG INTERNATIONAL CIRCUIT (MALAYSIA)

A permanent fixture on the calendar since 1999, the Sepang International Circuit has proven to be that rarest of thing: a well-liked creation of F1's omnipresent and much-maligned designer Hermann Tilke.

Another natural advantage boosting the circuit's reputation and the racing on view tends to be Malaysia's predictably unpredictable climate - expect blisteringly hot sunshine one minute and a tropical monsoon the next. Cue the entertainment of a mad scramble in the pits as teams and drivers try to determine what type of tyre to use.A sweeping, fast-speed circuit, it is actually built on a 260-hectare swamp. Yet what sounds like a misfortune has, over the course of time, become a boon: with naturally-made bumps starting to emerge on the track, the circuit has gained a welcome unpredictability compared to the 'snooker-table surfaces' elsewhere.

However, as always there can be too much of a good thing. In 2009, and against local advice, the race was moved to a late afternoon start for the convenience of the European television audience. F1 then had to learn the very wet way that evening storms are a regular occurrence in Kuala Lumpur and, following a biblical downpour, the race had to be abandoned due to heavy rain. Last year's race also featured a rain delay, although conditions eased to allow fans the chance to witness a tense battle between Sergio Perez and eventual winner Fernando Alonso.

In any case - or indeed condition - the Sepang circuit presents a difficult balancing act for the teams to master.

Although its characteristic fast-flowing corners demand downforce - with precious tenths to be gained through the long turn three, the left-right flicks of turns five and six and the adverse-cambered turn 13 - a set-up balance must be struck between adding downforce and facilitating top-end speed.

The pit-straight leading into the turn one hairpin, for illustration, is almost a thousand metres long. Any team or driver failing to respect that obvious overtaking opportunity when determining their set-up will, inevitably, be made to pay during the grand prix.

Albert Park Melbourne (Australia)

One of the most popular and friendliest venues on the schedule, Melbourne has become a firm favorite with fans and drivers alike since replacing Adelaide as the home of the Australian GP in 1996.
Though a source of controversy at the time - environmentalists claimed that the Albert Park Lake, around which the circuit runs and is named, was being damaged and turned into a playground for the rich - the transfer has proved hugely successful.

A temporary street circuit, with a mix of fast flowing corners and technical sections set amongst the trees and lakes of the park, its unique charm and challenge makes it ideal as a curtain-raiser for the new season.

Its timing is convenient in another respect, too: the race start has been pushed back to a local time of 5 pm in recent years to suit bleary-eyed European audiences - although the low sun of early evening in the Australian autumn can cause visibility problems for drivers.