...is something no team has managed ahead of the Korean GP. Renault explain how they've prepared.
Click here for skysports.com's map of the Korean International Circuit
Mystery has shrouded the inaugural Korean Grand Prix almost from the moment plans for the race were first announced four years ago.
That it would actually go ahead was only confirmed last week when the host track, the 5.6-km Korean International Circuit, finally passed an FIA inspection.
However, photographs taken the Wednesday before the race (see above) still reveal a certain state of flux.
So what to expect? The track in fact combines 3km of permanent track between turns three and 12, together with a stretch of street circuit past the harbourfront of Jeollanam-do, a city which seems as much a work in progress as the circuit itself.
They lie in the South Jeolla region, in the southwestern part of the Korean peninsula, around 370 km from the South Korean capital, Seoul.
The track has three straights - including one 1.2 km in length - and joins Interlagos, Montreal, Abu Dhabi and Istanbul Park as being anti-clockwise.
But what are the challenges faced by a team when getting to grips with such an unknown quantity?
Map
"Our initial preparations began many months ago when the FIA provided all the teams with a detailed circuit map," explains Renault chief race engineer Alan Permane. "From this we were able to create a digital representation of the track and then asked our drivers to add what they believe to be the correct racing line."
With a virtual lap in place, Renault have spent the last month running virtual simulations to get a head start on the set-up required.
"The simulations allow us to assess the best aero levels, suspension settings, ride heights and even sensitivity to fuel load," Permane said. "There are lots of unknowns, such as the grip level of the tarmac, surface bumps, or the camber of the road, but we still have a fairly good idea of the set-up we will need before we arrive at the track."
Simulations have revealed a projected lap time of around one minute 44 seconds and that the cars will be on full throttle for 55 per cent of the lap.
The average speed will be 195 km/h, with a top speed of 315 km/h on the 1.2 km straight between turns two and three.
Turn eight is probably the quickest of the lap with an apex speed of 235 km/h, while turn three is the slowest corner, expected to be taken at just 65 km/h.
This level of preparation means that the engineering approach to Friday practice won't need to change massively from the norm, although the drivers may run more laps to learn the track.
For the engineers, one of the main priorities will be determining the gear ratios and although the ratios for session one have already been selected, mechanics could face a busy lunch hour if changes are needed for the afternoon.
According to Permane, Renault's aero set-up won't be far off the settings used at Suzuka for the Japanese Grand Prix.
"The downforce needed will be on the high side and we plan to run with the same wing package we used in Suzuka," he said.
"It will also be important to maximise the f-duct for the long straights because there are a couple of good overtaking opportunities into turns one and three."
Balance
Another characteristic of the lap is the number of low-speed, technical corners, such as the sequence from turns four to six or turns 15 and 16 towards the end of the lap.
Getting the right balance through these corners will be critical for a quick lap.
"For these corners you need a nimble car with a good turn-in and good traction," Permane added. "It's important the car works well in these sorts of corner because it's where the most significant lap time gains can be found."
