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Hungarian GP - Friday press conference - Pt.2.


Questions from the floor

Q: (Andrea Cremonesi – La Gazzetta dello Sport)
Aldo, you were talking before about the lack of grip at Hockenheim. We were talking with your drivers today, and the feeling is that the problem is not solved completely because the soft tyres have developed some problems. Could you explain exactly how it has been today?

Aldo Costa:
The problem at Hockenheim, for us it is very clear what our problem was, and again, most of the teams' problems. Compounds were very hard, mainly the hard compound and the soft compound was probably on the limit to be the hard one. So we were suffering from a lack of grip, to make the tyre work properly during the race, to get a temperature from it, finding good grip from it. Here, the situation is - in terms of tyre grip, tyre management - it's a typical Budapest track situation on the first day. The track is very green at the start, you have graining issues and then little by little the track gets rubbered in and the grip comes, so there are no particular issues from that side.

Q: (Andrea Cremonesi – La Gazzetta dello Sport)
Willy, can you explain exactly what happened at the Jerez test and what is the most worrying aspect of the KERS?

Willy Rampf:
Okay, what happened last week in Jerez… as you saw, when the car was coming in after its second outing, the mechanic touched the car and he got an electric shock. We took the car back to Munich and we are currently investigating what was the reason. Up to now, we don't know 100 per cent what happened but we are still investigating it and until we can really reproduce the problem and be sure that okay, it was exactly this or this component, we cannot say exactly what the problem is. But we continue… as soon as we know what happened, as it is a critical safety issue, we will also inform the FIA and speak with them regarding what could be done in the future to avoid something like this.

Q: (Fréderic Ferret – l'Equipe)
Question to Mr Costa: the sharkfin engine cover is part of the development of the car. Can you tell us how you decided to use it on your car and how important it is to catch up in performance with McLaren?

AC:
I think it's a pretty normal aerodynamic development which we tested a few times in the wind tunnel, then we decided to test on the track for certain reasons, and for us there was a small performance advantage and we had it here, so just a normal performance development like other teams have done already.

Q: (Dan Knutson – National Speed Sport News)
Question for Aldo: both your drivers are very fast, but they reach that speed in different ways. Can you describe the difference in the set-up and driving style of Kimi and Felipe please?

AC:
To be honest, in terms of set-up development, there is not a huge difference between the drivers. Our two drivers have different characteristics in terms of driving style, in terms of attitude, qualifying to race. Sometimes, like every driver, like some specific tracks compared to others, they are quite different in terms of that but in terms of mechanical set-up, there are no major differences. So we can work with both in a parallel direction and then use what we learn from one driver to the other car and vice versa.

Q: (Thomas Richtr – TV Nova)
Aldo, I have a question regarding engine freeze rules. Renault personnel are complaining that they stopped their development according to the rules while other teams are changing parts of engines on reliability grounds. How can we explain this situation to Formula One fans when there is a horsepower difference between teams – at least, that's what they say? There is about 20 or 30 horsepower difference between engines, at least, that's what Renault say.

AC:
Yeah, you have to listen to their opinion, but you also have to listen to the opinion of all the other competitors. Rules are frozen on the engine but you are allowed to change components for reliability reasons and also, if you demonstrate that you are implementing a more economic, a cheaper component, you can also ask permission. The information gets circulated and all the teams have to express an opinion. So if they want to say no, they say no. And having listened to all the competitors, the FIA can decide not to allow these modifications. So I think it's a very good process. There are very clear limitations and very clear possibilities.

Pascal Vasselon:


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