Jean-Francois, how will the diffuser rule effect you depending on whether you have them or don't have them?
Jean-Francois Caubet: Normally (becomes inaudible) because we worked over the winter on the exhaust. We did a lot of work, but I think the FIA decision was a good decision and the next meeting in June probably, the technical meeting, will find the definite decision. But probably we will keep it like that.

Are you in favour of keeping it?
J-FC: Yes, because if you change the rules I think we will find another solution where we will spend a lot of money nearly for the same thing.

Is it true that Renault are looking for another customer team from an engine point of view?
J-FC: Yes, today we are providing three teams, Red Bull, Lotus Renault and Team Lotus and probably for 2014 we are looking for one more team. We have the capability to provide four teams.

And that is with the new engine regulations?
J-FC: Exactly.

Are you in favour of those regulations?
J-FC: I think Renault is very clear on this point. We are fully supporting the FIA. It makes a lot of sense for a carmaker like Renault to be road relevant. I think it is a key point for the future of Formula One. We have started work now for a few months and we will be ready next year, November, to provide for four teams.

Adam, it seems as though the team is evolving at the moment. Going into different areas in business. For example, could you explain your link up with the Jaguar Land Rover type of deal?
Adam Parr: We are doing some development of our business but obviously what's happening here at the track is still central to why we exist. But the Jaguar Land Rover partnership is phenomenal for us because they are a fabulous company. They are growing extremely fast. They are investing £1billion a year over the next five years in their base. They launched last year the CX75 concept car and over the last few months we have developed that concept into a road car, a super car, which we will be building with them over the next couple of years. To have a relationship with a company like Jaguar Land Rover is phenomenal opportunity for us and we are very proud of that. We're also very exited about the car itself. It is going to be an astonishing car. A 200mph super car with the emissions less than a Prius, so it is a very exciting project.

Is that the sort of thing, therefore, that you see your KERS development effecting as well? Where you can take that sort of engineering?
AP: Yes, we will be using our KERS technology in the CX75 and, of course, the power train is a downsized internal combustion engine with turbo and a large KERS system, front and rear axle. Very much the concept which we hope we will see in Formula One in 2013.

What are your feelings about those regulations?
AP: Our view is no secret. For several years we have said Formula One needs to move to more sustainable technology. We were big supporters of KERS and we think the new engine formula is fundamental to the future of the sport. We understand that there are other views on that subject, but fundamentall, if Formula One isn't about new technology areas and leading what happens on the road and elsewhere, then I am not sure exactly what it is about. We believe it is essential.

And the diffuser rule. What is your feeling on that?
AP: We have mixed feelings because since Spa last year we have been using the same technology. If it is illegal we are illegal. On the other hand, to take it to another level is a significant investment for us and logically we would like to understand the legality of it before we do it. I think we will be very interested to see how that plays out over the next month.

Mark, to some extent Cosworth had some advisory role in the engine regulations. What was the thinking behind that?
Mark Gallagher: I think the view was always that the manufacturers, from the outset, agreed with the FIA that having an independent engine manufacturer available to Formula One teams was a good idea. The view was: if Cosworth was involved in the creation, or the formation, of the rules for 2013 and the way the engine would be conceived, that if we could do it,† then any car manufacturer could do it. I think that was really the concept at the beginning of why Cosworth was involved and that was certainly the case at the beginning of last year.

From a manufacturing point of view how involved are you in the KERS business as you don't seem to provide KERS and your teams don't seem to use them?
MG: Well, of course, in Formula One we worked with Williams on the KERS and the KERS system that is fitted to this year's engine is a Williams system. We have really developed that in collaboration with Williams, so we have taken what was last year's engine and completely reconfigured it, re-engineered it to accept the Williams KERS system, and that has been a terrific collaborative partnership between two engineering companies to provide that solution. Cosworth, as a group, has got a major electronics and electrical division and you can imagine that a lot of the automotive companies that come to us for research projects, and indeed delivery of complete power train solutions, these days most of them that come through the door want to have some degree of hybridisation, so it is a technology we are involved in. But in Formula One terms, it was absolutely sensible for us, with Williams particularly, to work as we have done and, of course, that system can now be utilised by any of the other teams that are customers to Cosworth so, for example, if Jose (Carabante) or Marussia Virgin Racing wanted to have a KERS system it is available through Cosworth.