For both the manufacturer representatives, what are your feelings about V8s versus V10s? There was a piece in Autosport magazine this week that suggested the V8s might be less competitive than the V10s and so the V10s might be better to have. What are your feelings on that? Does the V10 have a future as far as you are concerned?
John Howett: It is too early to say what the end result will be because the equivalence ratio between the 2.4-litre V8 and the 3-litre V10 is not defined. I mean, clearly, if you just equate the power there is a strong probability that a V10, with a mid-range torque, would be a better option. From our perspective, the spirit of the regulation is that the engine to be used is a 2.4-litre V8 and therefore, for the next two to three years, our full effort is in developing that engine.

Norbert Haug: As John pointed out, it depends on the limit you put on the V10. As I understand the rules, the V10 should be as much handicapped so it is inferior to V8. That is the current situation but it depends on the revs or air restrictor or whatever is the plan. Basically you can are going to have an advantage with a V10 in terms of weight, fuel consumption, power, whatever, driveability, but my understanding, our common understanding, by the way, of all manufacturers, is that the V10 will be handicapped in the right manner so that it is not superior to the V8.

Does the V10 have a future in your plans?
NH: Currently not, no.

Again, to both of you, Michelin said yesterday that they would like to see a more even spread with Bridgestone, more Bridgestone runners rather than seven or eight Michelin runners and two Bridgestone runners. What are your feelings about that?
NH: I think that depends. The current rule says that as long as you are asked to supply tyres, and it depends. In my view, I am very open. I would have nothing against five teams choosing Bridgestone and five teams choosing Michelin.

JH: I think a similar position. Obviously, the burden for Michelin is quite high and as we have two competing tyre brands you probably need a balance of teams with the tyre brand to help the tyre companies. Given the current structure of tyre supply it is probably a very reasonable position from Michelin. But who would be persuaded to leave them with the current competitive position of their tyre is difficult to understand.

John, quite some while ago we were told there was a possibility there would be an announcement about Jordan's engine supply. Why hasn't anything happened and have you had overtures from another company?
JH: The position of Toyota is that we are committed to supply Jordan. I am not sure there is a rush to make an announcement from our side. We are still finalising contractual details and to some extent the ball is in Jordan's court, but I can confirm that our intention is to supply Jordan with engines next year. We have had an approach, it is clear, from Williams, to our corporate headquarters in Japan, which has been referred back to us and there is some informal discussion moving forward. But I think we have no intentional capability to supply next year. It is dangerous to say never but I think it is fundamentally too late now to actually establish the production volumes we need to supply that kind of demand.

Norbert, obviously some problems at the last couple of races. Have you solved those problems? Was it the same problem at both races?
NH: No, different problems in France and Silverstone and we never have had these problems before. We communicated the issues already but I am happy to repeat it, it was a bearing in the engine in Magny-Cours and it was a shaft connecting the oil pump and water pump in Silverstone. We changed it, we checked it, we did a lot of testing since, we did some very good testing in Jerez, I am sure Juan Pablo can go into details because he was driving. We had one engine failure there, we had two other engines as stated in our press release already and they did more than 1,200km, more than 1,400km, we put the engine that did more than 1,200km on the dyno and put an additional 500km on this engine and really put a lot of stress on that engine, which we did over the whole course of the year during testing and dyno running and everything was fine. I pointed out earlier that none of us is in a position to say it never can happen. We are all on the limit, we are all revving very high, I think the power is higher than we saw last year, so everything is very close to the limit or at the limit. Having said that our reliability was very good so far and I am quite happy that the failures occurred during practice and not during in the race because, in a way, we repaired it and got a second and third place out of it, which wasn't too bad a result, but obviously we all have to be concerned, if they are serious, it is a tough formula but we did everything we possibly could have done to be in the best possible situation.

We are told that we are going to get a document from what was the GPWC this weekend, is that the case? When can we expect it?
NH: I am not sure whether it is going to happen this weekend. We will have some meetings and then we will discuss and decide but I don't think that we will have one this weekend.

Juan Pablo, we just mentioned the testing last week, how did it go?
Juan Pablo Montoya: It went pretty good. We did plenty of running. The first day we didn't do too much running - I had a couple of problems in the car but I think we made a lot of progress with the car. We tried a couple of new things and it seems to have made some progress. We were strong in the last race; we should be very strong here.