Istanbul Park's Turn 8 has become one of Formula 1's trademark corners since Turkey joined the calendar in 2005.
AUTOSPORT has run the rule over the twists and turns of the 19 tracks on the 2011 calendar to come up with 10 of the best turns in contemporary F1. And it might come as a surprise that some of the old classics are missing, largely because the ever-changing nature of grand prix racing has negated the challenge of what were once the toughest corners, at the same time bringing less heralded turns into the limelight.
10. Casino Square (Monaco)
Casino Square © LAT
Following on from the challenging Massenet left-hander, where Fernando Alonso ruined his chances of a race win with a heavy crash in Saturday free practice last year, it's a corner with no margin for error and where the cautious lose a lot of laptime.
So despite being comfortably the slowest corner on this list, taken in third gear with an exit speed of just under 100mph, it remains one of the most challenging turns on arguably F1's most difficult circuit.
9. Campsa (Barcelona)
Turn 9 © LAT
For many, it's a fifth-gear corner, but such was the Red Bull RB6's downforce level last year, Mark Webber could turn-in flat out in sixth gear!
There's not a lot of run-off if things go wrong. Heikki Kovalainen found that out the hard way in 2008, when a wheel failure during the Spanish Grand Prix pitched his McLaren into the wall at an estimated 145mp - an impact that peaked at 26g.
8. Turn 10/11 (Korea)
Turn 11 © LAT
The Turn 10/11 combination is in the Suzuka-esque section. After coming over the crest, Turn 10 is a very fast right-hander taken in fifth gear and doesn't leave enough time to put the car in the geometrically optimal entry position for the slower Turn 11.
From the outside, it's one of those corners that shows the remarkable direction change of an F1 - always a factor that makes any turn popular with the drivers.
7. Laranjinha (Interlagos)
Laranjinha © LAT
In FIA parlance, it's basically Turns 6/7 leading to the twisty infield and is sometimes referred to as Ferradura, in deference to the second part of the turn.
A fast, fifth gear entry, with speeds approaching 150mph, it's a fine balance between carrying in the necessary speed for a good lap time and risking picking up understeer, compromising the second part of the corner.
It's far from the most important turn at Interlagos in terms of laptime, and you can't pass there, but it's the best place in Brazil to see car and driver stretched to their limits.
6. Turn 5/6 (Sepang)
Turn 6 © LAT
The entry is taken close to flat out sixth gear at over 150mph, with a change of direction. A dab of the brakes into the right-hander and a drop down to fifth gear, with drivers struggling to keep the rear in check over the bumps.
Change of direction is everything here and, as Jaime Alguersuari proved last year, it's even possible to overtake here if you are bold enough!
5. Degner 1 (Suzuka)
The Degners © LAT
In 2009, Jaime Alguersuari, Heikki Kovalainen and Mark Webber - the latter writing off his chassis - all crashed as a result of mistakes in Degner 2, learning that there is very little margin for error.
Following on from the long, snaking esses, the first Degner is a short, sharp fourth or fifth gear right-hander. Some drivers favour a pretty gentle brake here, preferring to bleed off speed rather than stamping on the brakes.
But run wide at the exit, and disaster can follow, especially with the slower second Degner coming up fast.
4. Pouhon (Spa-Francorchamps)
Pouhon © LAT
The long, fast, double-apex left-hander is very close to being flat out in sixth gear. With corner speeds approaching 150mph, it encourages drivers to really lay it on the line during qualifying, and as Vitaly Petrov discovered during qualifying last year, it is still possible to find the wall despite prodigious run-off.
3. Turn 8 (Istanbul Park)
Turn 8 © LAT
The long, multi-apex left-hander is taken in sixth gear, with the fastest cars (ie those with the most downforce) carrying over 250km/h throughout the corner.
According to Mercedes, the 640-metre corner accounts for 12 per cent of the total distance of a lap and lasts for 8.5s - making it the longest high-speed corner in F1.
As Istanbul Park is an anti-clockwise circuit, it's also a huge challenge physically, with the peak G-force at around 5g. So while the prodigious run-off area means that getting it wrong is unlikely to have disastrous consequences, it remains a true challenge of ability and a car's grip.
2. Maggots/Becketts (Silverstone)
Maggots/Becketts © LAT
Former world champion Jenson Button, a man who has not enjoyed much success in his home grand prix over the years, describes its lure: "It's one of the best corner complexes in the world. The exit of Maggotts is important for the entry to Becketts because if you're positioned wrongly, it screws you all the way down the Hangar Straight.
"It's a fantastic section where you can really feel the speed and change of direction of an F1 car. There's nothing else like it."
It ticks all the boxes - driver challenge, importance for laptime and the knowledge that a mistake here can ruin your whole weekend.
1. Parabolica (Monza)
Parabolica © LAT
In a contemporary grand prix car, it is taken in fourth gear with a high-speed approach of around the 330km/h mark. A second of heavy braking at close to 5g shaves 120km/h off that.
Effectively an elongated hairpin, there is a huge amount of time to be gained or lost. Early in the corner, it's all about keeping the car on a tight line, but as it opens out on to the straight, drivers hug the white line. As Derek Warwick proved in 1990, getting this wrong has serious consequences.
Unfortunately, it has also produced tragedy, with Jochen Rindt losing his life there in a crash during qualifying for the 1970 Italian Grand Prix.
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Edd Straw is Editor-in-Chief of Autosport, overseeing both print and digital versions of the brand. Edd has worked for Autosport since joining as a junior reporter in 2002. He became Editor in November 2014, having previously worked as National Editor, News Editor and Grand Prix Editor.
Originally from Guernsey in the Channel Islands, he joined Autosport shortly after graduating from university. He went on to cover a wide range of categories from club motorsport to the World Touring Car Championship and Le Mans to Formula 3 before switching to F1 full-time at the 2008 French Grand Prix. He continues to cover a range of international events in his position as Editor-in-Chief.
In his spare time, he was formerly a club racer whose abilities did not match his enthusiasm in a variety of categories.