While I'm driving, I've got speed, gear, lap time, water temperature, blood sugar, RPM, oil pressure. I've got car data and body data all together. It's all on the dash.
In 1980 I finished three or four times in seventh place.
James Finch has always had pretty stout cars for the restrictor-plate races and I know we'll be very competitive at Daytona.
It will not surprise you to learn that it is not uncommon for jockeys who struggle with their weight to starve themselves and spend hours in the sauna to lose a few pounds to be able to make a big-race ride.
If you've led the championship after seven races you should be fighting for the title.
A guy like me, yes, I am good in terms of championship races, and that's where I dominate - but in terms of running fast times, I haven't quite done that.
I know I've made huge gains in my confidence, and knowing more about my racing and myself as a person. That has made me a better athlete
I wouldn't say I am the most popular driver among the drivers, but I don't need to be. What matters to me is the results and what the stewards say.
In December 2005 I had a very good opportunity to test Renault's world championship-winning car at Barcelona, and after 30 laps I was setting really good times, so I know what it's like to drive a really good car.
The band is built on fire and venom, as is the energy that goes into racing - but it is a completely different discipline. They are very similar in a lot of ways but poles apart in others.
As has been the case with Sebastian Vettel, Daniil Kvyat, Daniel Ricciardo, Max Verstappen, we're always going to draw upon the talent pool we have.
One of my biggest problems this season was with the clutch at the start of the race. I hate to risk the car.
I would rather have racing without computers. The human side is forgotten, and instead of talking over what's happening and just trusting the feel of the driver, the data becomes almost more important.
If I test the car for a year I can be quite competitive the next season.
Many of us in the jockeys' room are wasting to ride many pounds below our natural weight, but all the while you are doing that, you also want to ensure that you are as strong as possible so that you can give your mount every possible chance in a race.
I think it was wrong to take the decision to slow F1 down. It was much better in my day, when it was already a lot safer than it had been in the '70s and '80s, but you could still drive crazy fast.
Mercedes and Ferrari fear Red Bull more than any other team because they know the potency and capability that we have.
It's all very well to talk about how it would be great to have a woman driver, a woman with sponsors and marketing, that's all great but to get into that drive you have to perform. That's what I realized early on when I got into Formula One.
Since I started driving in F1 in 2006-07, the cars have got slower and easier to drive.
The fast, flowing parts, the high-speed corners, that's where a Formula One car is at its best - changes of direction, pulling high g-forces left and right.
It was an easy choice to return with Lotus Renault GP as I have been impressed by the scope of the team's ambition.
When Jimmie Johnson goes out early and finishes 35th, as he did Sunday, he can look at the cameras, lament about it being a tough day, and then say, 'We'll just try to get them next week at Darlington.'
For most part, the rule of thumb is pretty much you're going to race guys hard the last quarter of the race and for sure the last run of the day. You're still going to give and take until that last pit stop.
It's the engine. They should have never had that. The biggest mistake people have made... I say, "people," because it wasn't just me alone, was not insisting Mercedes supply Red Bull an engine. Because had they supplied the same engine as they had, you would have seen good racing, you would have seen Red Bull up there last year.
Even though I had won in other categories, I didn't have any expectations when I came into F1. Qualifying fifth, finishing sixth? I didn't expect it.
