Team representatives: Bob Fearnley (Force India), Rob White (Renault Sport), Mark Gillan (Williams), Pat Fry (Ferrari), Adrian Newey (Red Bull Racing) and James Allison (Lotus).

Questions from the floor.

Q: (Sam Collins - RaceCar Engineering).
I've mentioned this to one of you guys before this weekend already; at the moment the weight distribution of the cars is fixed in quite a small window. Is that something you'd like to see changed, going forward in 2013 into 2014 as well?

Adrian Newey:
First of all, it puts an emphasis on light drivers, which is, as long as we're in a situation where we don't have ballasted seats... for instance, with Mark Webber, we have a driver who's on the heavier end, compared to Sebastian. That means he has less freedom on weight distribution. The obvious solution to that would be that drivers have to carry ballast on the side of their seat but that's something that has been discussed and it hasn't happened so far. It really means that if you make the wrong move, you're locked into it for a while, so I don't have a firm opinion on this. It's one less variable in a way but on the same for everybody type basis, I'm not too worried about it, one way or the other.

James Allison:
I think the rules are the way they are because we, the teams, keep voting them that way, so we can't do much other than say 'well, that's what we asked for'. We've voted for this several years running now and each time we've done it, I think it's more or less been on the basis that Adrian just alluded to, that it's one fewer thing to worry about. You know if the weight's all in one little window that you're not going to get completely screwed by someone getting it right just by good fortune or by good judgement. So we keep voting for it, I guess, because it's a safer thing for an individual team to have.

Pat Fry:
It's just one less variable, isn't it? I don't mind if we've got it or not. It's just one thing less to worry about.

Mark Gillan:
It's obviously a relatively small window compared to historically what we've been able to do but as James said, we all voted for it and we continue to vote for it so everybody's got the same limitations.

Q: (Naoise Holohan - ManipeF1).
There was a big effort in this year's regulations to eliminate exhaust-blown diffusers, but I think it's pretty widely known that that technology has returned this year already. How big a development area is it compared to last year and are we heading for the same uncertainty as we had last year in terms of its legality or not?

Adrian Newey:
I don't think so. I think that the fact is that the cars have to have exhausts and they will always have an aerodynamic influence so what we are really talking about is is that a small aerodynamic influence or is it a very large one? Compared to last year, we have a fraction of the effect that we had so I think it's not an area of zero development, they still make a difference, but in terms of the gains we're able to make compared to what we had last year then it's a fraction, so I think it's a fairly sensible place to be perfectly honest.

Q: (Dieter Rencken - The Citizen).
To Bob Fernley, as team principal, today you did very little running this morning in particular, certainly nothing in anger. I would assume that's because of the limitation of wet weather tyres for the weekend; you don't know how much running you'll do. If one looks at the cost that spectators have paid plus some of them spent five hours in traffic trying to get here, is it really fair on them and is there any solution that you can think of to improve the spectacle under such circumstances?

Bob Fernley:
Not really, Dieter. As a team, we obviously feel very, very guilty that we're not out there running for the spectators but on the other hand, we don't gain anything from it. With all due respect, even if we'd had the tyres we wouldn't have run, because the risk to reward is the wrong ratio for us, and it was more of a precautious programme than it is by taking unnecessary risks.

Q: (Kate Walker - Girl Racer).
On the subject of the limited running that we saw today, do you guys have any messages of sympathy and support for the fans, some of whom weren't actually able to get to the circuit before the last F1 car left it?

Bob Fernley:
The answer's yes, we have terrible guilt for the fans in not running, but what happened in terms of them being able to get into the circuit, obviously I'm not aware of, because I didn't even know there was a problem to be honest with you. We've just been working ourselves. If they have had problems, obviously we sympathise with them and I'm sure that's something to do with traffic management of the circuit or something like that that needs to be resolved. It's not something from the teams, the teams can only try and put the cars out on the circuit and give the spectacle and I regret today that we couldn't do that. As I say, it's more to do with our side of it in terms of the risk and the benefit and are we going to learn anything? Until the last half an hour of today, there wasn't any benefit in running.

James Allison:
I think it's a shame that the fans don't see as much as they hoped to come and see but that's British weather for you. I was actually (thinking that) considering how crap the weather was today, there was actually a reasonable amount of running on the track, more than maybe we might have anticipated looking at the forecast this morning, but it would have been nicer if there had been more had the weather been better, but it wasn't.

Q: (Edd Straw - Autosport).
Adrian, looking at the way that Red Bull Racing has developed over the years from a midfield-towards-the-back team to a front-running team, since the initial recruitment drive when you brought in a lot of people, how important has the continuity and the stability of the team in all areas been in both achieving the level of success and sustaining race-winning performances over the last few years and presumably, you'd hope, over the coming years?

Adrian Newey:
Yeah, continuity is hugely important. Really, Red Bull Racing is a team that first raced in 2005 and in truth that was a Jaguar painted blue. Then it had a steep learning curve of developing the culture; as you say, quite a lot of new people joining, some people from the Jaguar days choosing to leave, so it was a period of quite rapid change and that took time to settle down, if you like, and to develop a way of working, a culture, an ethos, to develop some of the bigger tools, be it developing the wind tunnel, developing simulation... things that you can't just go to Argos and buy. It takes some time to develop those from scratch which is what we were doing and to learn how to use them, how to work with them. Once you got to that stage, as you say, continuity becomes very important. People have learned to work with each other and it's then making that an ever tighter-knit group and trying to maintain that, as the team continues to grow - it's been flat for the last couple of years in numbers, as a result of the RRA which I think is a very good thing. But it's an evolutionary thing which, I think, took us three or four years to settle down into and really the big regulation change in 2009 was good timing for us, because that coincided with the point where we had started to gel together.

Q: (Dieter Rencken - The Citizen).
To the technical directors: I believe that there are still a lot of elements open on the 2014 regulations, particular those that appertain to the chassis. At which stage would you need to have a firm set of regulations for your 2014 cars?

Pat Fry:
I think that for 2014 we need to start deciding the exact engine operating conditions or power unit or braking conditions. There's a lot of work involved there, and some of the chassis rules will have a big bearing on that. We need to have that firmed up fairly soon, really, for the engine side of things. The chassis can follow later.

Q: (Naoise Holohan - ManipeF1).
Rob, what's the stage of the Renault development for 2014? How far along are you in terms of dyno testing or have you put it on the dyno yet?

Rob White:
Clearly, the 2014 power unit is important to Renault and the project planning is well under way. The project plan was initially constructed for a 2013 arrival date, and so the kick-off point was formally way back in September 2010, with a fairly classic approach... you're trying to work out how to make the best use of available time in order to do all of the learning necessary before committing to a design and then setting about making some pieces, developing testing, so on and so forth. We had a big, obviously significant re-set when we switched to a 2014 arrival and a V6 architecture. That arrived during the course of last summer so in practical terms that meant that we had to re-set the programme planning. So what does that programme planning look like for us, and then of course we're aiming to arrive as competitively as we can possibly be, in time for the first race and the first season of racing in 2014. We have now been running development engines of various types since the latter part of last year. First of all we had single cylinder engines running. There are some extremely significant bits of learning needed in order to be ready. We also had a multi-cylinder engine for the previous architecture that was running and has run more recently. We have now run a V6 and the programme is more or less in line with our planning. It's an immensely complex power unit - it's important to understand that it's a big, big change for all of us with some fundamental drivers that are very, very different to powerful ones for the way in which the races will shake out is of course the fuel allowance for the race and the fuel flow limit and the various tunes that can be played in order to make use of all of that, subject to a great deal of fairly fundamental thinking, fairly new to us R&D-type work. We've got new learning to do: everything to do with direct injection, everything to do with turbocharging in these new conditions, a substantially bigger energy recovery system design and development challenge, bigger - because the system is more complicated with two sources of energy recovery, bigger in terms of the contribution to the car performance, bigger in terms of the parts count and all that makes it a more substantial work load hence the programmes which are designed now to, hopefully, converge on a solution. Our intention is to have a race intent power unit on the bed as late as we possibly can, while still having the time to validate it in time for the first race, so our intent is to be race intent in the course of 2013 and everything that we do between when we started, over a year ago now, and now and into the future, when we have a race intent piece on the test bed, is proof of concept, development testing in order to gather the experience needed.

Q: (Naoise Holohan - ManipeF1).
I'm just wondering, with the totally new engine formula, how do you set a target in terms of engine power? Do you extrapolate from the V8 that we have at the moment, or how do you pick a figure out of the air?

Rob White:
There are obviously some elements of finger-in-the-wind but there are clearly performance objectives in order to achieve the car performance that we're aiming for, and we have to be ambitious yet realistic with the fuel flow limit that we're talking about. The answer to your question comes down to goal-setting in terms of thermal efficiency and I guess each of the engine constructors will have his own idea of where the competitive answer will be but as in any competitive arena, then the task is to get as far ahead as we can in the time we have with the resources that we have. But you're right, it's a real challenge to know where to set the internal goals in order to be competitive at the arrival.