Q: I have constantly heard comments about an F1 team building the car to suit that team’s preferred driver. Mostly with Red Bull and Max, likely because Max dominates his teammates. I do not believe it, and think it is simply one driver adapting to the car better. I remember Vettel and Bourdais being teammates and Seb saying he couldn’t drive the car. Do the teams design a car for their preferred driver, or is it simply one driver adapting to the car better than his teammate?

Orangemen, Urbana, OH

RM: Definitely teams design a car around their A driver, be it Michael Schumacher at Ferrari, or Ayrton Senna at McLaren, or Hamilton at Mercedes. And let me give you a little history lesson. When Bourdais went to F1, he told them after a couple of tests in the new car that he could not drive it the way it was configured and they might want to get somebody else. He finished fourth in his debut in the year-old car and then struggled mightily, like he predicted, in a car that Vettel was dominant in.

Q: The whole track limits issue during the F1 race left a sour taste in my mouth. The race broadcasters noted Lewis Hamilton was warned about exceeding track limits repeatedly, and there were no penalties. Yet Red Bull had Max Verstappen return his race lead to Hamilton because of a “possible” violation which cost him the victory. I know it may not be an apples to apples comparison, but I was wondering if Kyle Novak could fill fans in on how a race director/race steward would assess and/or penalize a track limits violation in IndyCar?

Justin F., CT

RM: “Hi Justin, Thank you for your question. Luckily, the IndyCar schedule does not feature many corners where Race Control has to officiate track limits. However, when lines and/or track limits do need to be monitored, we follow this approach: What type of behavior are we trying to prevent, and why? Whenever possible, we seek an organic solution first and foremost. Is there a way, such as curbing, where Race Control can avoid officiating a line altogether? If an organic solution isn’t possible, we first identify the type of infraction that will ensue. Track limits involves officiating the exits of corners, however there are other lines and areas such as shortcuts at apexes, pit exit and entry lines, and the lines separating the track from the apron at ovals, that are fundamentally similar but require different approaches.

“How will the situation be monitored? Whenever possible, we use technology to automate the detection process. In areas of concern, IndyCar installs timelines that will automatically detect the violation and give Race Control an automated alert that an infringement occurred, as well as any time that was gained. Additionally, we have an arsenal of cameras to serve as a back-up and verification of the timelines, to always have context of how and why the infringement occurred.

“If the infringement has occurred, is a penalty appropriate? A track limits or shortcut violation in practice/qualifying involves simply deleting the offending lap. In a race, the appropriate remedy usually involves relinquishing the time or position gained. However, certain violations such as pit exit commit infractions, or overextending from the apron back onto the race track at ovals, are safety violations and involve a standardized penalty such as a drive-through because Race Control determines that the behavior shouldn’t be tolerated under any circumstances.

“Finally, perhaps the most important factor is to make absolutely clear in the drivers’ meeting and accompanying meeting notes what the expectations and ramifications are for any areas in which these violations can occur so there are no surprises.” Kyle Novak, IndyCar Race Director.

The Speedway’s outside wall does a fairly effective job of enforcing track limits. Phillip Abbott/Motorsport Images

Q: I was saddened to read about the death of John Crichton-Stuart, 7th Marquess of Bute, better known as Johnny Dumfries when he was driving for Lotus in F1 and Group C Jaguars in the 1980s. I discovered a curio about his career — one of his final race starts happened in a Pontiac Firebird, in a GM Player’s support race at the 1992 Indy Vancouver. Can you shed any light on what Dumfries was doing in the CART paddock in summer 1992? And any other famous names unexpectedly appearing on the undercard of races you’ve covered?

Richard, Oxfordshire

RM: I remember hearing that Dumfries was in the CART paddock that year at Vancouver and tracked him down. He said racing was still in his blood and these Firebirds were fun to throw around. Tommy Byrne showed up at an Indy Lights race, and all I knew was that he kicked Senna’s ass in a Formula Ford a few times, and wouldn’t it be great to see him in an IndyCar? But it never happened.

Q: As we approach April 1, one of the best gotchas ever was from you, Robin Miller, when you wrote for The Indianapolis Star and reported that A.J. Fort had bought the Indianapolis Motor Speedway and that he was going to have the Texas Rangers be the officials. For a couple hours, you really messed with my teenage mind. Thanks for the memories!

Todd J. Burnworth, Fort Wayne, IN

RM: That was fun, and also the last time anyone was allowed to write an April Fool’s story at The Star because one of the local TV stations led off their telecast like it was really true. I think I also wrote A.J. was going to charge all the CART teams $5,000 as an entry fee, and Tex liked that.