Questions from the floor.

Q: (Joe Saward - Grand Prix Special).
James, you said that Monza is a very unique circuit nowadays. Do you regret that? Do you all regret that? Would you like to see more circuits like this and do you think they are part of the spirit of the sport rather than the stop-go tracks we tend to have these days?

James Key:
Personally, I think it is good. Monza is obviously a wonderful place anyway. It has got such a history to it and so on, so it is a wonderful place to come to. A few years back we had both Monza and Hockenheim which were a similar spec of car, so it was slightly easier to soak up an aero development package in that respect. Now we just have one, so it is unique. But, certainly I think you wouldn't want to change that. It is good to have events like this and at the other end of the scale is Monaco which is also unique in its own way. It spreads the situation out from what are quite standard tracks in between in many ways. I think it is good to have events like Monza.

Sam Michael:
Same for me.

Paddy Lowe:
Yeah, variety is great. One of the issues though is that as the regulations drive us into narrower and narrower boxes, then the range of aerodynamic configurations does actually get smaller, so Monza is a very significant (inaudible word) now but actually most of the rest of the races are starting to cluster together which they wouldn't have done with older regulations.

Q: (Joe Saward - Grand Prix Special).
Do any of you regret that?

PL:
I think that is just the passage of time with development.

Aldo Costa:
Also, it is a positive element that there is a race that is different from the others. Otherwise if we standardise all the circuits with all the same corners I don't think it is a big challenge from the spectacle point of view. I like Monza. I like the old Hockenheim. I like the unique circuits like Spa for example. It would be nice to have more different circuits in the championship and not standardised, medium-to-high downforce circuits.

Adrian Newey:
I agree with that. I think variety is a good thing. Certainly if you go way back to my experiences with IndyCar circuits, one of the great things about that was that you had super speedways, short ovals, street tracks and then fast tracks like Elkhart Lake. That did give a variety of challenges to the engineer and the driver and, of course, tended to change the results about a bit which I think is the other positive about different circuits. You can get a change in results. A car which has got a very powerful engine for instance, obviously somewhere like Monza suits it. A car with more downforce somewhere else might suit that, so you do get these changes in performance.

Q: (Joe Saward - Grand Prix Special).
In the regulations that are being discussed for 2013, it seems like we are going in the direction of a small capacity turbo with KERS and other bits and pieces. You guys always say you build cars to the regulations, but do you think that this is the right way for Formula One to go in terms of being green or not being green? What are your views?

PL:
Do you mean the engine configuration specifically? I'm not a great expert on this; the engine was defined by the engine working group, working with the FIA with a lot of consultation. I think a lot of philosophy within those proposals has been driven by discussions with manufacturers and trying to promote technologies which will genuinely be transferred into the ultimate market. So the particular configuration they've come up with is felt to be the way forward and I think Formula One should not only embrace change but actually lead it. If that's what they believe is the right direction then I fully support it.

AN:
Obviously the correct thing to say is what Paddy said. I think the reality is, it depends... there's two levels, first of all, do we manage to pick the regulations which truly do forecast the future in terms of road car development, and secondly, if we do manage to do that, then does the technology that goes into developing Formula One engines actually enhance road car products or not. Those are the two questions which I think both need to be ticked for it to be a justified thing. Having said that, of course, the alternative is to stay with the V8s and at some point in the future the V8s will become sort of archaic Harley Davidson-like things, so there has to be a change. It's very important to get that change right and to try to make sure that the development that then goes into the race engines is truly relevant to the companies that are involved, so that they can justify it into their overall budget, as an engineering exercise rather than just a marketing exercise.

AC:
Yes, at Ferrari we are very open on new technology in the engine field, in the KERS field, in energy recovery, in hybrid vehicles. We are also quite happy to get closer and closer to the road cars or to work to introduce things that are road car relevant. Of course, our production is not small capacity engine production but it's GT car production, so we would like to be closer to our brand in the research that we do in order to be a help for future development. Again, we're open to discussion, quite interested. I think we need a change. If this change is right or not, we would like to discuss it. Furthermore, we would also like to discuss with our competitors and to find a good direction. To make a drastic change can be very, very positive but can also have some negative aspects that need to be considered very, very carefully before deciding.

SM:
I pretty much think the same as Aldo. I think that the four cylinder turbo that they're talking about... we fully support that direction. I don't think we see it as the same change really to the sport that some people are talking about. Remember we were running four cylinder and V6 turbos in the mid-eighties and no one said 'well that's not really racing' or 'that's too green.' So I don't think it's really going to be the same impact as what some people are potentially saying. Adrian's right as well in that it's hard to see in 10, 15, 20 years time that V8s are going to be the stock engine, because manufacturers are all moving away from them, so Formula One has to be careful that it doesn't get left behind. So we fully support it.

JK:
Obviously as a customer team we need to consider what's important for us, but we're certainly open as well. We recognise the importance of environmental technologies and how Formula One can help market and lead some of those technologies, so we're open to it. I think what's important to us is obviously if the costs are kept under control, because obviously changes cost money, ultimately, and the spectacle is maintained as well. But other than that, it's something that clearly needs to be done in the future anyway as has been said and we're open to it.

Q: (Bob Constanduros).
Is it a done deal that it's going to be a 1.6 turbo or is it still under discussion? You give the impression that discussion is still going on.

SM:
I don't think there are any fixed regulations yet but from the engine working group that Paddy was referring to, that's definitely the spec that they're drafting around.

Q: (Thibault Larue - Sport Auto).
We all watched the first on-board camera lap of the Korean circuit. From the simulation can you say if it's a real challenge? Because from the outside it seems to be a very fascinating track; what's the biggest challenge?

SM:
From the maps and simulations that we've looked at, it looks like a high downforce track. It will be interesting to see if you can overtake because it looks very high load and that normally detracts from that (overtaking) but not necessarily.

JK:
We have a similar prediction. Obviously it's a mix of fairly long straights and high downforce sections, so it's going to be one of those compromises, potentially. One thing that we're not sure about at the moment is how the track surface is going to be, being such a new surface. If it's particularly slippery, for sure it will be high downforce. If it grips in well it then maybe will change, but we won't know until we get there.

PL:
I'm afraid I really can't make any very interesting comments. I think we're just looking forward to going there and seeing what we find. It's a new circuit, it has some differences but we will see.

AN:
I concur with Paddy. Until we get there... As James says, the traffic surface is certainly a big unknown. We know the layout but we don't know how the asphalt is going to behave at the moment.

Q: (Bob Constanduros).
You didn't get any more information from the team when you were there?

AN:
Not to my knowledge but the honest answer is that I'm not an expert on the matter within the team I'm afraid.

AC:
Not a lot to say. There are things where the amount of information that we had was not great. We don't know a lot about the kerbing, we don't know about the details of the corners. We have just a little blot of the track. It seems a high downforce track. Some simulation has been done but not for sure, as you can be when you have a very well known track, so it's still a work in progress.

Q: (Bob Constanduros).
Question to Adrian: what was the problem with Mark (Webber) this afternoon?

AN:
We had a water pressure drop-out. I don't know what the exact cause of that was at the moment.

Q: (Bob Constanduros).
Another question Paddy: the on-board camera on Lewis's (Hamilton) car, particularly, either the camera or the car seems to be moving around, wanders around.

PL:
I think that's in the camera, and how it's mounted. The car's not moving like that. It's there to entertain! There is a bit of an issue and we're just trying to get to the bottom of it at the moment.

Q: (Joe Saward - Grand Prix Special).
Just wondered about the engine numbers that you have a left. James, you have a particular problem with Pedro (de la Rosa). How are you going to get round that problem of not having any engines left?

JK:
Yeah, Pedro unfortunately had a difficult situation at the start of the season. We took advantage of the qualifying which didn't quite go to plan at Spa, to change the engine after qualifying for Pedro, so we limited the impact on the grid position, so basically it was only two positions for him. There is a slight disadvantage to that in that we now only use that engine in a race at the end of the season but we looked at it pretty hard with our colleagues at Ferrari and it works out OK. It's a little bit tight but it works out OK. I think that at the end of the year we will have a fairly fresh engine for the last race. I think it's OK.

Q: (Matt Youson - Matt Youson Associates).
Question about next season and KERS; does the refuelling ban change the proposition for KERS or will you look at it in the same way as you did in 2009?

SM:
I think the biggest influence on KERS is the fixed weight distribution that everyone has for next year. At the end of last year, I think the KERS was quite competitive on the McLaren, and that was with a non-fixed weight distribution, so it made it very difficult to make KERS competitive, but it was towards the end of the year. And if anything, next year, it's removed quite a big variable, so I think it's an easy decision. I'm not sure that the fuel load is a primary input to that, because everyone's got the fuel load in the tank that they've got anyway.

AC:
I agree with Sam. I don't see a big correlation or a big link between the fuel capacity and the KERS position. Of course, compared to last year it's a different layout of car, so you have to make other considerations and also you've got a different minimum weight, so you have to make other considerations. Also you have a different minimum weight, a fixed weight distribution, so there are some parameters that have been changed, so they are making the choices slightly different compared to last year but nothing is changing fundamentally because we don't have refuelling any more.

PL:
I just agree. I think the benefit of KERS stands in its own right, irrespective of whether you're running light fuel or heavy fuel or qualifying or racing. It's the same as 2009.

AN:
I would agree with that. The main thing with KERS is really that it's quite a heavy system to install and it means that there's very little ballast left over, so that is probably the biggest challenge, particularly if you have a heavy-ish driver, which I think most of the people sitting here have at least one, so it doesn't make it quite a challenge.