Pascal, you've had an interesting career path, from a tyre company now almost to find yourself as technical director. How has your job changed since Mike Gascoyne left?
Pascal Vasselon: I guess we have to start working a little bit more. Since Mike left, I have taken over most of Mike's responsibilities except the electronic group which went to the engine department, to give a little bit more work to Luca Marmorini and that's it.

And it must be an interesting experience for you working with Bridgestone as well, given that you were with Michelin! What have you learned?
PV: I was really looking forward to working with Bridgestone, but at the end, it's amazing to see how two different groups of people, with very different cultures and coming from two different parts of the world, at the end can achieve very similar performances with different technologies, with different methods. But what can also be said is that putting together some Michelin experience and some Bridgestone experience, there's still a lot to understand and discover about race tyres.

We were talking yesterday with Ralf about the B-version of the current car; when are we likely to see that?
PV: It's still planned to arrive at Monaco. We did the roll-out last week. It went pretty well so we are still on schedule to introduce it in Monaco.

Is that car pretty vital to the team at the moment?
PV: Of course it's always important to introduce a new car. This one, I would say, is a logical mechanical evolution of what we did last year with the 105B, so most of the changes are mechanical. Of course we have a new monocoque, that's why it's a new car, but there are other differences, that we have no more keel at the moment. We don't expect a big improvement with this car, simply because most of it is mechanical, but now we will have a much better basis to continue the development of the aero package.

Geoff, the last race was a bit disastrous; have you changed anything since then, what have you learned from that race?
Geoff Willis: I'm not sure I would say disastrous, probably didn't finish as well as we'd wanted. Two issues really: obviously the pit stop problems we had – unusual for us, I think. That's an area where we pride ourselves on being very strong and we've had a look at what went on. We've made some very small changes to what we do. I don't think we're going to have that sort of issue again. Fortunately in this business, everybody is very professional and it was good to get away without any serious incident and without anybody getting seriously injured. It was a reminder to everybody that you've got to be careful in these matters. I think, overall, we're quite happy with the pace over most of the weekend. In the end, we didn't really get the result we were expecting to get. I think we should have got on the podium, but as you say, you have to do it.

What about race pace; that seems to be the thing that's lacking so far this year. Have you made progress on that front, particularly in testing at Silverstone?
GW: We've certainly had a very busy testing programme in the last three or four tests we've done and we've learned a lot about what's causing some of our difficulties, certainly working very much with the car set-up, working together with Michelin to understand what we need to do and I think we're getting steadily better. Again, we will have to see this weekend whether we can put what we've learned into practice but certainly there's a lot of activity going on, and I think we are getting a better understanding of where we need to work.

Now you've been quoted as saying you're still not happy with the Ferrari wings. Can you just clarify the situation?
GW: I think I'm not quoted at all, actually. I'm not quite sure where it all came from. The whole issue of flexible wings has come and gone quite a lot over the last two or three years. It's an area which a lot of the teams often talk about to Charlie Whiting, the race director, seeking clarifications, asking what we can do and it's a subject which we discuss in the Technical Working Group from time to time, so I'm not quite sure why this issue became quite so heated this week. It is the case that people have been playing around with wings quite a lot. There are two main ways. People either try and get the whole wing to bend off… to twist off, reduce the drag at high speed, or play around with mechanisms that close or open the flap gap and I have to say that what we've discovered over the last year or so, is quite impressive, the amount of innovation out there. We've seen wings that bend in one way, flaps that bend in another way, wings that aren't bonded together. I think we've even seen an inflatable wing, which I must say I was very impressed with. But it's something where, if we hear something or we have an idea, then it's all part of the regular business of making technical inquiries to Charlie Whiting, asking whether we can do it. It's a little bit of a game generally with technical advances in Formula One, when you have a clever idea, or you think somebody else has got a clever idea, you either try and do it yourself or if you think it's close enough to a grey area you ask the right sort of question to the FIA, so it either gets stopped for everybody or permitted for everybody.

So there's been nothing specific from you over the last couple of weeks, since Imola?
GW: We're quite regularly in communication with the FIA through Charlie Whiting. I think we've probably had eleven or twelve communications this year alone; that's on top of the general technical directives. It's a difficult area because there are clear regulations about the way we measure the flexibility of wings but the other issue was something that came up in a technical directive that was circulated in the middle of last year where it was made quite clear that we are not allowed to take aerodynamic advantage so we've got a regulation which we all understand but it's a little bit difficult to determine how exactly you're going to enforce it. Now that business of enforcement is entirely the FIA's area but what the teams will tend to do is give information or suggestions to Charlie Whiting and Jo Bauer as to what we think is possible and what we think if it's not going to be permitted by them, where to look for it.