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Imola is unforgiving. There's no room to be smooth here—you're either committed to the kerbs and the commitment pays in lap time, or you're backing out and losing tenths. I've spent dozens of sessions at this circuit on my MOZA R9, and the feedback through the wheel tells a story: where you hit the kerb, how much of it, and when you start trail-braking into the next zone. This isn't a track where you can hide poor technique behind raw speed. Every mistake compounds.
Imola demands respect for its history and precision for its modern iRacing layout. The chicanes are real punishment for imprecision, the braking zones are deep and narrow, and the kerbs themselves are your fastest line—but only if you treat them as part of the circuit, not obstacles. Let's break down the critical sections and the mindset you need to carry a fast lap.
Understanding Imola's Kerb Philosophy
Most circuits in iRacing let you use the kerb as a buffer. At Imola, the kerbs are the line. The red-and-white painted edges aren't warnings; they're fast lines that demand respect and load. When I'm braking into Rivazza or carrying speed through Tosa, my front tires are on that kerb, and my brake pressure is dropping in real time as I feel the car settle onto it.
The kerbs at Imola are high enough to be felt through a load-cell setup. My MOZA CRP2 pedals give me the granular feedback to modulate brake pressure, and my R9 wheelbase communicates the instant my inside front tire catches the kerb—there's a distinct weight shift and vibration. Using this feedback is the difference between a 1:47 and a 1:45.
- Outer kerbs are generally avoidable—they're bumpy and slow you down. Stay off them unless the track forces it.
- Inner kerbs are your fast lines, especially at Rivazza and Tosa. Commit to them fully; half-measures cost lap time.
- Curbing the apex on slow corners (Rivazza 1, Tosa) is faster than a smooth arc that avoids it.
- High-speed kerbs (Turn 1 exit, Parioli) demand smoother inputs—aggressive kerbing here kills momentum.
The moment you feel yourself tip-toeing around a kerb instead of driving over it, you've lost the mental battle. Imola rewards commitment. If you're going to miss the apex, miss it wide, not short—the outer kerb exit is faster than under-steering through the corner.
The Chicanes: Rivazza and the Variante Bassa
Rivazza (Turns 8–9) and Variante Bassa (Turns 16–17) are chicanes designed to kill your momentum and force precision. They're where most of my lap-time gaps show up when I'm comparing replays.
Rivazza (Turns 8–9)
This is a tight, technical chicane that punishes any inconsistency. The line is: brake on the straight, catch the inside kerb of Turn 8 left-hander, clip the apex hard, then immediately commit to the right-hander with the inside kerb again. The whole sequence should feel like you're threading a needle.
The key is brake application. I brake deep but not to a fixed point—I'm still on the brakes as I turn in, and my brake pressure is dropping as the car loads onto the inside kerb. If I brake fully and coast, I lose speed and the car runs wide. If I'm too aggressive on entry, the load shifts forward and the inside rear tire loses grip, killing momentum on exit.
- Brake point: roughly 200 meters before the chicane, adjusting for car setup and fuel load.
- Trail-brake into the left-hander, catching the inside kerb at around 50% throttle reduction.
- Quick transition to the right-hander—this is where the car is lightest, so be smooth.
- Accelerate once the steering is straight; don't wait to fully exit the chicane.
- Exit line: run to the right side of the track, using the full width for cornering speed into the following right-hander.
Variante Bassa (Turns 16–17)
This is a slower, tighter chicane after the main straight. Unlike Rivazza, Variante Bassa is almost entirely first-gear territory, and the speed difference between a good lap and a poor one is minimal—the gain is in consistency and avoiding herding.
The approach is smoother here. You're much slower, so your inputs have time to settle. Brake straight and early, commit to the apex of both turns, and use the inside kerbs as your guide. The real technique is not upsetting the car or catching that outer kerb on exit, which will upset your balance for the final sector.
- Brake point: around 180 meters before, downshifting to first gear in the process.
- Turn 16: catch the inside kerb, minimal steering angle.
- Turn 17: immediate turn-in to the right, again catching the inside kerb.
- Exit: let the car run out to the curbing line on the right side; don't be timid.
- Throttle on once steering is straight—this section flows into the final esses.
At Variante Bassa, the outer curb on exit is actually dangerous—it's high and bumpy. Many drivers touch it lightly and lose balance, upsetting their entry into the final complex. Run to the racing line on the right, not the absolute curb.
Braking Zones: Deep, Narrow, and Technical
Imola has three major braking zones: the main straight (Turn 1), the approach to Rivazza, and the run into Variante Bassa. Each one teaches a different lesson about threshold braking and trail-braking with load-cell pedals.
Turn 1: The Main Brake Zone
This is the hardest braking point on the circuit. You're coming off the main straight at max speed and need to scrub enough energy to take a tight left-hander. The braking window is around 100 meters, and my MOZA CRP2 pedals let me feel the exact pressure balance needed.
I brake in a straight line with full pressure, then transition to trail-braking as I turn in. The key is not to brake too late—that forces you to shed energy mid-corner, which kills momentum. If my trail-braking pressure is still high as I'm turning, the front tires are working too hard and under-steer develops.
- Brake point: around 280 meters before the apex, full pressure immediately.
- Smooth release: start easing off once you begin turning in, aiming for ~30% pressure at the apex.
- Downshift timing: complete the downshift to second gear before you turn in; don't shift while cornering.
- Apex: hit the inside kerb; if you're doing this right, you'll feel the car settle onto it.
- Exit: full throttle once the steering is straight; the exit kerb is your friend here.
Rivazza Braking
This is less about hard braking and more about precision. You're not at high speed, so the braking zone is gentler, but the trail-braking into both the left and right-hander must be smooth and progressive. Any jab on the pedal mid-corner upsets the balance and costs you the chicane.
Variante Bassa Braking
Similar to Rivazza—precise, smooth, and not aggressive. The braking zone is longer (you have more space), but the speed is lower, so you're modulating pressure rather than scrubbing hard.
Setup Adjustments for Imola's Demands
Imola's kerbs and braking zones dictate certain setup priorities. I've found that a slightly firmer suspension and higher brake pressure help communicate what the car is doing as you work the kerbs.
- Brake pressure: set to ~85-90% of maximum. This gives you the feel to modulate trail-braking without locking up if you slip. Higher pressure and Imola becomes binary.
- Suspension stiffness: slightly firmer than a smooth track (like Spa). The kerbs are so distinct that you want to feel them clearly through the chassis.
- Anti-roll bar (ARB): slightly stiffer in the front; the chicanes demand quick turn-in, and roll stiffness helps.
- Brake bias: 52-54% front. Imola's tight corners mean the rear has less to do in braking zones; a rear-biased setup will cause lock-up on the inside rear.
- Damping: slightly softer on rebounds. The kerbs cause compression, and quick rebound helps the car settle after each bump.
Start with your baseline setup and adjust only brake pressure, ARB stiffness, and brake bias. Too many changes at Imola and you'll lose your reference point. The circuit is demanding enough without fighting a half-baked setup.
Mental Model: Carrying Speed Through the Chicanes
The fastest drivers at Imola don't brake harder or corner faster in isolation—they carry speed through the entire chicane sequence without losing momentum. This is only possible if you understand trail-braking with load-cell pedals and can modulate pressure while the car is still turning.
On my MOZA R9 and CRP2, I can feel the exact moment the car is asking for less brake pressure. It's not a conscious calculation; it's muscle memory built through repetition. You brake, you feel the threshold, you start releasing pressure as you turn in, and you've told the car exactly what you need. This is why Imola separates consistent drivers from those who are quick one lap and average the next.
Practice this sequence until it's automatic: brake full pressure in a line, smooth transition to trail-braking, apex hit with inside kerb, exit with full throttle. Repeat through every chicane. Record your lap, watch where your brake pressure is highest and lowest, and notice when your braking point moves forward or backward lap to lap. That movement is feedback; chase consistency first, and speed follows naturally.
Final Thoughts: Imola Rewards Precision and Commitment
Imola isn't a track that lets you coast on talent or raw aggression. It demands both technical precision and mental commitment—you have to trust the kerbs, trust your braking inputs, and trust that smooth, progressive inputs will be faster than aggressive corrections. A few hours of focused practice here will improve your trail-braking, your chicane technique, and your confidence at any technical circuit.
- MOZA R9 Direct Drive Wheelbase — 9 N·m direct drive — the base bolted to my rig right now
- MOZA CRP2 Load Cell Pedals — load-cell brake, managed in the same Pit House software
- MOZA CS V2 Steering Wheel — the round rim my whole FFB profile is tuned around
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Should I always use the inside kerbs at Imola?
Yes, with one caveat: use them where they're part of the fast line (Rivazza, Tosa, Turn 1 exit). Avoid outer kerbs entirely—they're bumpy and slow. The inside kerbs at Imola are intentionally designed as part of the circuit, so commit to them fully rather than trying to avoid them.
What brake pressure setting works best at Imola?
I run around 85-90% maximum brake pressure on my MOZA CRP2. This gives you enough feel to modulate trail-braking without making the pedal binary or prone to lock-ups. Start here and adjust based on your car setup and personal preference, but don't go much higher—Imola's tight braking zones and high-speed corners demand modulation, not just on-off braking.
How do I not spin out at Rivazza?
The most common spin at Rivazza happens when drivers brake too late, then try to correct by over-steering into the left-hander. Instead, brake earlier and more smoothly, trail-brake all the way to the apex of the left-hander, and commit fully to both the turn-in and the inside kerbs. Treat it as a flowing sequence, not two separate corners. If you're spinning, you're likely under-steering mid-chicane, which means your brake pressure is still too high when you start turning.
What's the key difference between Rivazza and Variante Bassa technique?
Rivazza is faster and more technically demanding—it requires precise trail-braking and quick transitions between the two turns. Variante Bassa is slower and tighter, so you can be smoother and more deliberate. At Variante Bassa, brake earlier and shift fully to first gear before turning in; you have time to settle the car. At Rivazza, you're trail-braking the entire sequence and needing quick reflexes. The mental approach is: Rivazza is a flow state, Variante Bassa is a precision puzzle.