Cornering is like bringing a woman to a climax. Both you and the car must work together. You start to enter the area of excitement at the corner, you set up a pace which is right for the car and after you've told it it is coming along with you, you guide it along at a rhythm which has by now become natural. Only after you've cleared the corner you can both take pleasure in knowing it's gone well.
I think if you don't touch the wall in Monaco, you're not on the limit.
People get nervous driving around corners, thinking they're going to tip over. But you can go soooo much faster through the curves than you realize.
And when we go from braking to accelerating to cornering, the G-forces we pull are really demanding on our bodies. We definitely have to be in top shape.
The trick at Le Mans is to get the car 'in the window.' Everything is critical: the tyre pressure, the brake temperature, and that means you have to push the car a lot to get it into the window - it's about getting everything to work right and getting the car to flow through the corners.
Cornering is like bringing a woman to climax.
You save most fuel by lifting and coasting in the heavy braking zones at the end of long straights into slow corners.
I like high speed corners, but with the F111, it is taking a little time to build up to that.
It is better to go into a corner slow and come out fast, than to go in fast and come out dead.
In Formula 1 there is so much grip, you can attack the corner so hard and be so aggressive in corner entries, and that doesn't really work in IndyCar. You have to bring that back a bit and be more precise in the mid-corner to exit.
If I had to pick favourite parts of Interlagos, I would say the first and last corners. The first corner is really technical and punishes you if you get it wrong, while the last corner is so fast and really puts quite a strain on your body. As a driver, I really enjoy these corners.
This is a rule of racing: No race has ever been won in the first corner; many have been lost there.
Those who have come into Formula One without experiencing cars devoid of electronic aids will find it tough. To control 800 horse power relying just on arm muscles and foot sensitivity can turn out to be a dangerous exercise.
All in all, racing with lift and coast is actually harder.
For me, riding a two-wheeler bike was very risky. Counting the pedal strokes before turning a corner and learning to hear the sounds coming from buildings, grass and the climbing frame made all the difference to basic survival and ensured that I didn't end up head-first in the sandpit.
You never want to concede a place, but when you're leading the race or fighting for a podium position, you can find ways to make your car very wide!
Every track has its challenges, but Suzuka is a continuous test of a driver's skills, and I think that's what makes it so beautiful to drive.
There is no such thing as a low risk lap in Monaco. It doesn't exist if you want to be fast, because you have to be on the limit.
The Sochi circuit can be challenging, featuring a combination of high speed straights and lots of corners, especially in the last sector.
The most common way to crash coming out of a corner is to highside - which is where you accelerate out of the corner, and the rear loses grip, then suddenly finds grip and chucks you off the bike.
You just realize that you can't turn a lefthand corner in a right posture without exposing some part of your body, and so it was really me just noticing the exposure I had, and it made me start doing and practicing the switching.
Mile tracks put more emphasis on the driver. On the longer tracks, you can drive flat out all the way around, so it's more of an engineering exercise. On a mile, you can't run flat out. You're constantly in traffic, there's more driver involvement.
