Q & A with Martin Whitmarsh

Team principal Martin Whitmarsh spoke about a frustrating Spanish race, Bridgestone's future in F1 and about the recently-announced ban on f-ducts for 2011 during a Vodafone teleconference on Tuesday.

Q. What were the problems for Lewis Hamilton and Jenson Button in Spain?

Martin Whitmarsh: Lewis... The analysis of the part came back yesterday [Monday], we had Bridgestone here. As we said at the time, we did not believe that the deflation was caused by a puncture or a tyre failure in that all the evidence told us that the rim failed, which caused the deflation. The rim failure is being investigated. It could be debris-related, it could be that a lack of tightness of the wheelnut allowed some flexing. What we know is that the rim failed, probably a human error somewhere in the process to cause it, and that led to deflation and the accident. In Jenson's case there was a failure in the steering wheel which took out his dash. The functionality of the knobs and switches on the wheel was fine. That happened quite early.

We checked from the system that all the systems on the car were working as they should, but obviously you rob the driver of the means of being told when to shift and obviously other information. Also when you're behind another car, as he was subsequently, your shift points change when you're in a tow, and you then don't have the lights telling you that you have to adjust.

What it meant at the pitstop - which caused Jenson to drop behind Schumacher - was no display through the pitstop sequence, including revs. The car was then sat at too high revs. That causes a little clutch drag and spinning of the rear wheels. He did a very good job to cope with that. The stop was delayed through no fault of the driver or the pit crew. In light of that he'd have been ahead of Schumacher in that part.

Q. What can the teams do to try and convince Bridgestone's board to allow the company to remain as F1's tyre supplier in 2011?

MW: I think you have to be aware that the Bridgestone board has made a decision to withdraw. Anything that might result in them staying in the sport would be a u-turn from them. It would provide stability if they decided to stay in the sport. I don't think individually the teams can influence them, and nor should they try. I think the sport has to demonstrate to Bridgestone that we're working together on a number of fronts including being pragmatic on the regulations that influence tyres and their use.

We have to be pragmatic about the rules to ensure that they can perceive staying in Formula 1 to be a green or environmental challenge. And they have to believe that Formula 1 is heading in the right direction in order for a company such as theirs to continue to be involved or associated with it. Clearly there are a number of voices within the organisation pushing to remain in the sport. I think we have to see what happens for both the sport and the tyres. It would be a benefit if a decision was reached quickly.

Q. Would you favour Bridgestone remaining in the sport than switching to a new tyre supplier?

MW: I think losing any long-term technical partner technical partner from the sport is sad. Clearly some consistency in the supplier would be a good thing. Fortunately, we have a number of companies who are interested in being involved in Formula 1. We have to encourage the offers to come forward as they are, and then try and collectively, with the FIA and the rights holder and the teams, try and make the best decision for Formula 1.

Q. What's your reaction to the banning of the F-duct for 2011?

MW: I think inevitably the teams have got to consider a whole range of technologies and the original way that FOTA works is that we all have to make compromises. Historically Formula 1 had veto rights that could block virtually any change - any singular team could veto a change. That was very useful when you were defending your own technology, but you had to be practical about it.

It made it quite difficult for the sport to evolve and manage in the face of those challenges that we had. If you then accept a 70 per cent voting majority on issues, then you have to be bound by those decisions. From time to time there will be decisions that you're less happy with.

Overall FOTA's decisions are the right ones. Relating to the f-duct, then we are very proud of our guys who thought of it, but it's a low-cost technology compared to some other things. There are a number of reasons why it's good for the sport. It doesn't have a high cost, it just needs a bit of ingenuity. Personally I'm a bit sad about it, but we will continue to develop in that area. Already this year a lot of teams are working hard in that area in any case.

Q. Are you happy to have 26 cars in Q1 at Monaco, and should the FIA have stepped in to prevent such a situation arising?

MW: I think Q1 in Monaco will be very, very difficult and it's difficult for all of the cars. At the moment we have to accept that there are six cars that are very difficult to avoid. They have been in the order of six-seven seconds slower and when you're trying to open a gap you have cars behind you so you can't back off, and it's a circuit where you're going to catch cars and a circuit at which it's very difficult for those cars to get out of the way, even if they want to.

The slowest cars will do the lap, presumably staring in their mirrors, which I'm sure is distracting for them. Even if they see something, trying to respond to it is going to be very difficult, even if they're on a slow lap, let alone a fast one.

I think it's very difficult. By choice, I'd advocate that we divided it up somehow, either by splitting the field in half so you reduce the number of cars and don't have to manage the space quite so on such a small track, or you have a session if you thought perhaps unkindly that the six slower cars were going to fight it out among themselves, that they have the first five minutes to themselves, decided on order of merit, before the rest of the cars get onto the track.

It's always been difficult, but with more cars and a greater performance differential, there will be controversy. There are some, and I'm not one of them, who think that controversy and stewards' hearings after the event are entertaining. I don't share that view, but it's what some people believe.

Q. Would you favour a wet weekend, so Red Bull can't maximise its qualifying pace advantage?

MW: If you ask drivers, they'd rather have a dry Monaco. I think it's a very tight and scary place without the rain. I think our drivers are both very good in the wet though. Their performance relative to the awesome speed of the Red Bulls has been pretty good, so I fancy our chances actually.

I think Monaco is a unique circuit. Red Bull may have had impressive qualifying pace in Spain, but we got a bit closer in the race, and we have two drivers who are super and McLaren has won Monaco 15 times - many more times than any other team. And we're trying to make it 16, wet or dry or a combination.

Q. How will drivers cope driving heavier and less-reactive cars in the opening stages at Monaco?

MW: The first corner at the bottom of the hill on the first lap is always a heart-stopping moment watching a Formula 1 race. The cars change a little bit in performance and balance from qualifying into the race. They will have 160kg of fuel, coldish brakes and tyres heading into the first corner and that's going to be very challenging. The really good drivers will manage it and some of the others will find it a little bit beyond their capability.

Q. Rate the performances of Lewis and Jenson so far this season.

MW: Lewis and Jenson have both driven brilliantly this year. We've had some misfortune and both could have got better results than they have had. Jenson's made some very good calls and has two wins to his name and leads the championship at the moment while Lewis has driven just outstandingly. Prior to this weekend he had 32 competitive overtakings this season, which is unprecedented and some of it's down to his own brilliance, and some of it's because he had to come through the field. He had a fantastically well-deserved second place at the weekend which he wasn't able to get and had he had that then I'm sure he'd be slightly more content.

The fact that we go into the sixth race of the season with Jenson leading the championship and McLaren leading the constructors... Yes Red Bull in qualifying look very strong and even Ferrari and Mercedes as well. It's just as Formula 1 should be. It's very difficult to win races and a big challenge to win the championship. That's what we're trying to do and both of our drivers have driven brilliantly and both deserve to have amassed slightly more points than they have done so far.

Q. Are you confident that Lewis's first win of the year will come soon?

MW: Lewis is high on self-belief. I've been to Monaco a few times with him in Formula 3, GP2 and Formula 1 and he's won in all three categories. There's no one doubting his motivation this weekend to get a result.