Colin, obviously the burning issue is Trevor Carlin, why did he leave?
Colin Kolles: He left basically because of personal reasons, as I said today to the press, he called me on Monday and he told me he would prefer not to come to Canada because the basic idea was we started to build up a team from scratch and the stress is too much for him, driving each day from Surrey to Silverstone, one and a half hours in one direction and one and a half hours in the other direction, and all over the world, and his other projects are growing with the A1 engagement, so that is basically the reason.

So, could he just have not come here and then carried on, or did he not want to do that either?
CK: No, he said if I wanted him to be here he would be here. He is still a consultant to us, but not on a daily basis.

The other questions, obviously, the team, is it still for sale?
CK: As Alex said it is not for sale. At the end of the day everything is for sale and if you speak to sponsors, yeah, and this particular sponsor has been approached by an agency in Russia before all these rumours started, long before, so he said he wants to commit for a long engagement in Formula One, to sponsor the team for a period of four or five years, and then the question came up if can he have some shares in the team, and this is how it started. But there are no detailed discussions about this, or detailed meetings or anything, and it just came out in the press from some people who need maybe some promotion or something, I don't know.

What about the future, next year, what is in place for the design team, the engine, and so on?
CK: I think with the engine, there will be some announcement very soon, I think the relationship between Jordan, Midland and Toyota is not so bad, I think that we are working very well together, it is very positive, and regarding the engineering side, you know that we started with Dallara, building up the team from scratch with the engagement of Dallara. This is continuing until December 31 and we are building up also to improve the intellectual property of the team, bringing in new people, new young people, and new ideas. The decrease in number of personnel has basically stopped and it is increasing now.

Finally, is there a possibility of Franck Montagny driving at the French Grand Prix, either on the Friday or for the whole weekend?
CK: You have to ask Mr Briatore this question. I think that Franck Montagny did a good job at the Nurburgiring and we are looking forward to this, for sure. We will try to find solutions.

John, would Jordan get V8s or V10s for next year?
John Howett: I think our intention, from a supply point of view, it is much easier to supply the same engine that we are running, so a V8.

What is the situation with the V8 at the moment?
JH: It is on line in development plan, it is running on the dynamometer and we hope to run in the chassis July, the end of July, before the summer break.

The figures that we hear, sort of over 20,000rpm, are you up to that level?
JH: I wouldn't like to tell you!

In the last couple of races the team seems to have just gone off the boil a bit. Do you agree?
JH: We made a mistake on the grid otherwise Jarno would have been on the podium in Hockenheim and we were a little bit unlucky with the safety car and some other action in Monaco, so yes, we haven't delivered, but in terms of competitiveness of the car we are still there and fighting for podiums on a fairly regular basis.

So you expect to be doing that?
JH: Yes, this weekend, we hope so.

One more question about the testing, because you are part of the 30 day testing accord, which I believe is intended to save money. How is it saving money when you send one test team to Monza and one to Silverstone and fly the drivers between the two?
JH: These costs are minor. The main fundamental cost is in component use - brake discs, carbon fibre components. All these items are lifed, and I can clearly say, managing the budgets on a daily basis, 30 day testing saves us a lot of money.

Even sending two test teams?
JH: You have to realise, you have the fixed assets of the trucks, and diesel fuel is not a high cost. But when you are changing items like brake discs or carbon fibre suspension components or gears, which are lifed, it is a very high cost. In our view, it is the right direction and it is making a positive contribution to budget saving. We have a strong view that other teams should support that direction, because ultimately we will be forced to increase testing if we lost competitive position.