Q: Paolo, we hear from all the other teams of increases and steps in performance but we very rarely hear about it from Ferrari. Perhaps we could hear about it from you - what sort of steps have been made so far and what sort of steps are there to come?
PM: We made an evolution during this season and we think that with the new regulation, with the one engine per weekend, the reliability is more important so we don’t want to make continuous modifications race-to-race, basically. We introduced a package in Canada and we are preparing something for later in the season and apart from that, of course, we try to adapt the driveability, the mapping - all the details that can improve engine performance without touching the key elements that could impact on reliability.

QUESTIONS FROM THE FLOOR

Q: (Jonathan Noble – Autosport) To all five of you, any change in F1 regulations usually ends up costing money. What is the best way to cut speeds next year without adding to your costs?
PM: I agree with Mario that the most important points are tyres and aero and they are a priority. On the engine side, what can be done in the really short time, we cannot, of course, none of us, can design a new engine in six months, so the only way is to think to an extended life of engine. I think the target for all of us this year has been to maintain the performance of the previous year, it was much more difficult to have more horsepower compared to 2003. And the same, in the case of the proposal from the FIA, to have two races for each engine, we will just concentrate again on the reliability of the engine so we will not be able to make significant step in performance, maybe a small drop.
PM: May I make a point. I think the extension of the engine life and the reduction of the engine not necessarily for the race event will be a major factor of cost of saving for minor teams, the teams that have to purchase their engines, basically, not the engine manufacturer. On our side, we have the costs of development but of course you can consider that the number of engines that would have to be used by a secondary team would be about fifty percent of the number of used this year, so it’s not a representative figure but you would have some significant saving for a minor team.

Q: (Alberto Antonini – Autosprint) In the early nineties, pneumatic valve control was not such common technology and maybe used less sophisticated materials for valve springs. There was a physical limit to the revving of engine because otherwise the valve would just rebound. Has this issue been considered when we are talking about performance reduction?
PM: We agree, I agree. You have can also foresee other types of systems - desmodromic system that can be even more complex or expensive. Again, we have a solution that has been proved reliable for a long period, so if you maintain the technology that has been stabilised it would probably be the most effective and cheapest way to continue.

Q: (Olaf Moll – SBS) This question is for all of you except Mr Martinelli, who has produced the engine that last the longest. If all the others were able to see in his computer, what would you like to see, where would you look?
PM: No secrets.

Q: (Dan Knutson – National Speedsport News) We have heard a lot of different opinions here, a lot of different views. Bottom line, yes or no, do you think the engine manufacturers can come up with a rules package to satisfy the FIA in the two month deadline here?
PM: I think it’s obvious that we have quite different opinions. We are doing our best effort to make a joint proposal as far as possible but there are different points of view, it’s quite clear. Then, I think what is common opinion will be put forward. We have had other meetings before today’s one. We will make another step forward today and then after the sixty days the FIA will take the best decision.