Anthony Davidson's lap of Singapore

Sky Sports F1's Anthony Davidson takes you on an expert corner-by-corner lap of the 5km Singapore GP circuit.

A lap of Singapore's Marina Bay Street Circuit runs anti-clockwise and starts off with a 90 degree left-hander which is particularly tricky at the star of a race. It's a corner which contains a luxury item around here - a run-off area, but one which the drivers will be a little wary of because we've some cars intentionally ducking onto the run-off in the past at the start of a race in order to gain an advantage. Watch out for that. The circuit then funnels down into single-file formation around Turn Two and into Turn Three - a tight left-hander which is very difficult to get absolutely correct. Especially in qualifying, it's easy to out-brake yourself and lock-up on turn-in here. There were problems with the kerbing around Turn Three last year and it remains to be seen whether the kerb is put back in for this year's race. Personally, I'm hoping it isn't because we saw the cars running up to the wall and I think that's a true feature of a street circuit. The wall is the natural kerb and seeing cars so close to the wall is what makes it so exciting. The drivers also handled it brilliantly, as you would expect them to do, because they are so used to dealing with very tight margins. It's then full throttle in the car, through the kink of Turn Four, and onto the challenge of Turn Five - another really tricky corner. It's a late apex which is easy to get wrong in eagerness to get on the throttle again because Turn Five leads on to one of the longest straights on the circuit and the DRS zone. The cars will go through Five in third gear with a good chunk of KERS used up on the exit to propel them onto the straight. After the straight and into Turn Six, the cars will clip the apex alongside the wall on the inside of the track, keeping the car on the right-hand side of the circuit for Turn Seven. This is a corner which offers a good chance of an overtake but is also one to take care around as the exit kerb can catch the rear tyres and give the driver a very hairy moment in the car. A driver will then bring the car over to the left-hand side of the circuit before looking in towards Turn Eight, a very tight right-hander taken at about 50mph. Again, it's easy to out-brake yourself here and if you do you won't have time to make the corner - your only option will be to run out wide. It's similar to Mirabeau at Monaco: you've got to think quickly if you have a lock-up here and run on straight rather than attempt to take the corner. The difficulty also means that it's a potential overtaking opportunity, especially if you're still fighting someone out of Turn Seven. Turn Nine is another tricky one. The car feels uncomfortable around here as you're in third gear and the cars are vulnerable in that sort of limited downforce area of speed. It's easy to either understeer or have snaps of oversteer early on in the corner which will then scrub all your speed through the exit and onto the run to Turn Ten. There will be another boost of KERS on the exit - which highlights what an important part of the track this is to get right. We're now at the Singapore Sling and an extremely daunting section of the circuit. The circuit's designers were extremely limited with what they could have done with this section of the track because of the surrounding buildings. There's no other route around except for the one they've made - a very fiddly, tight chicane which is the only negative element of the track. It spoils the flow of the circuit, although it is an area which is rewarding to get right and somewhere where you can make up time if you are committed and brave. Conversely, concentration lapses will also be punished here. I think in general, that the drivers are slowly learning not to try to overtake into the chicane, but then again there always seem to be one or two incidents around here! You then cross over the bridge on the run down towards Turn Thirteen. The trick here is to get the car as straight as possible before braking as it's very bumpy and you don't want to still be turning right around Turn Twelve while you're braking before turning left for thirteen. You need the car as straight as possible before committing to thirteen. It's very tight, it's first gear with an apex speed of just 45mph and not much run-off area at all. On the exit, good traction is important as the car always squirms around when a driver tries to apply the throttle. In qualifying, a driver will also be trying to open up DRS and KERS a quickly as possible - meaning there's an awful lot for the rear tyres to cope with on the exit and if you're cruel to them here, they will punish all the way through to the end of the lap. A car will then fly down the straight, just about reaching seventh gear, and using another chunk of KERS, before braking for Turn Fourteen. Although this isn't a circuit that you'd associate with undulations, it's slightly downhill at this point. The corner itself is fairly straightforward: ninety degrees, second gear, taken at about 50-55mph. There's a tricky little kerb on the outside and it's important not to take any of that else it will upset the traction of the car for the short squirt down towards turns fifteen and sixteen. Sixteen is a second-gear right-hander which follows into a second-gear left-hander and such is the importance of not running wide at sixteen that a driver has to sacrifice a bit of speed to get the car as close to the wall on the outside as possible in preparation for Turn Seventeen. Turn Eighteen is a tight left-hander which takes you under grandstand and is a very difficult corner to get right as you can't quite see its exit. It's also another of those corners where, if you lock-up, you have to make a very quick decision about whether to commit and carry on or go down the run-off area. Normally, however, you'll carry less speed around eighteen to ensure more speed around Turn Nineteen and get the car pointing straight, without any snappiness, for the exit so you can pretty much repeat the process around Turns Twenty and Twenty-One. This is a very technical and demanding section of the track which requires absolute precision and skill on the brakes - as well as a car with great traction and change of direction. On the exit of Twenty-One, the circuit actually opens up a bit, so you can carry more speed through there and then use all of the exit kerb - getting as close to the wall as you can without, of course, making contact - to build up for the final two corners. I say 'two corners', but they are actually taken as one apex and it is difficult 'corner' to get right. At first look from within the car, its feels tighter than it actually is, but it's important to carry as much speed through the corner as possible - especially in qualifying - before using your final dose of KERs to propel the car on to the main straight and the end of a very difficult and demanding lap. Using KERS and DRS around a track like really challenges a driver's dexterity and mental capacity focus to the maximum. AD