That was followed by an alteration to the guidelines for 2023 that required all the teams to increase the floor edges on its latest cars by 15mm.
The Ferrari drivers declared after the Saudi Arabian Grand Prix that following another car was as difficult as it had been with the previous generation of machinery.
Sainz considered the tweak to the regulations to combat porpoising to be wholly responsible for the amount of overtakes in the first two races being down on the previous year.
Hamilton, though, believes it’s remained the same and argues the current regulations haven’t yet delivered what was anticipated.
“Nope, it’s the same as the past,” Hamilton responded when asked about the dirty air ensuing from the 2023 cars.
“I think last year for us was pretty bad with the bouncing, because you’ve got the turbulence and the bouncing, whereas this year we don’t have the bouncing, so we have less issues following cars.
“I think it’s still a little bit better than the previous generation of cars. But hasn’t delivered everything that it said it would, so got some improvements to make hopefully for the future.”
Recently departed F1 chief Ross Brawn previously stated ahead of last year getting underway that a midfield team would be winning races with the new regulations.
However, last season witnessed only Lando Norris for McLaren at Imola claim a podium spot outside the leading triumvirate of Ferrari, Mercedes and Red Bull.
But Aston Martin’s resurgence as a front-running contender has improved the possibility of another outfit toppling the established order.
Despite Red Bull’s dominant start to 2023, Aston Martin is mixing it with Ferrari and Mercedes for the right to end up on the podium alongside the reigning champion’s two drivers, Max Verstappen and Sergio Perez.
Fernando Alonso has recorded three consecutive podium finishes in a highly revised AMR23 that currently has the Silverstone squad sitting second in the Constructors’ standings.
The next wholesale revamp to the regulations is planned to come into effect in 2026 when both the aerodynamic and engine formulas are set to undergo big transitions.
Brawn has already suggested the aim should be to return to lighter and shorter cars, with the heavily-unfavoured MGU-H being removed from the power units to become more road relevant.
Upon that confirmation, the Volkswagen Group submitted its intent to venture into F1 and Audi has since confirmed that it will be taking a majority share in the Sauber-owned team, currently ran as Alfa Romeo to the end of this season.
However, Porsche’s attempts to do similar have recently ended after attempts to link up with either McLaren or Red Bull concluded without success.
Instead, Red Bull will partner with Ford to combine work on its 2026 powertrain to mark the American automotive giant’s first foray back into F1 since 2004.
Red Bull’s current partner, Honda, has registered an interest in the 2026 F1 engine rules and the Japanese manufacturer says it has already been approached by several teams – but Williams is one name that has ruled itself out of the running.