And while the return of refuelling for 2017 may have divided opinion among fans, it is hard to find anyone unhappy about the prospect of grand prix machinery lapping up to six seconds quicker over the next two years.

Slow cars criticised

Lap times have been one of the big criticisms aimed at F1 since the current formula of 1.6-litre turbo V6 engines and new aero rules were introduced at the start of last season.

Despite the cars being quicker in a straight line, a combination of extra weight, conservative tyres and less downforce has led to a big increase in lap times.

A look back through the pole position times for the Spanish Grand Prix shows that in low-fuel trim, cars are around four seconds slower than they were at the end of the V8 era.

Perhaps most worrying of all is that they are not dramatically faster than other categories.

It was quite telling that Marcus Ericsson’s qualifying time for Sauber at Barcelona last weekend (1m28.112) was just six-tenths faster than his GP2 pole position time (1m28.706) from 2013.

Here is how the pole positions time for GP2 and F1 compare since the current configuration of Barcelona track was used since 2007...

Year GP2 pole F1 pole 2007 87.713s 81.421s* 2008 87.547s 81.813s* 2009 87.510s 80.527s* 2010 87.727s 79.995s 2011 90.473s 80.981s 2012 90.655s 82.285s 2013 88.706s 80.718s 2014 89.293s 85.232s 2015 89.273 84.681

* – race fuel qualifying

The 10-second gap

But it is not qualifying that tells the full story of how much slower the current regulations have made F1.

It is only by looking at how slow cars are at the start of races – when drivers are hindered by a full 100kg fuel load and are mindful of managing degrading tyres – that the pace difference between flat-out F1 and now becomes apparent.

Looking at the opening flying laps of Spanish GPs dating back to 2007, the fastest laps were delivered when there was refuelling.

At F1’s race-pace peak in 2008, Kimi Raikkonen’s Ferrari delivered a blistering sequence of laps when racing began properly following an early safety car restart: 1m23.035s, 1m22.934s, 1m22.703s, 1m22.947s.

Fast forward to last weekend’s race, and the gulf becomes hugely apparent. Nico Rosberg’s opening laps were as follows: 1m32.313s, 1m31.755s, 1m32.027s, 1m31.908s.

Have those two cars racing on the same track and Raikkonen would be more than 35 seconds clear after four laps.

With a near 10-second difference from the flat out days, it is no wonder drivers complain about the current generation of F1 cars not delivering the challenge of the past.

Year Lap 2 Lap 3 Lap 4 Lap 5 Lap 2-5 total 2007 83.751 83.561 83.017 83.109 333.438 2008 83.035 82.934 82.703 82.947 331.619 * SC start 2009 84.325 83.898 83.849 83.744 335.816 * SC start 2010 88.430 88.074 87.990 87.608 352.102 2011 90.812 90.606 90.012 90.318 361.748 2012 90.597 90.382 90.011 90.248 361.238 2013 91.123 91.188 90.671 91.064 364.046 2014 92.010 92.104 91.913 92.028 368.055 2015 92.313 91.755 92.027 91.908 368.003

Making the cars quicker

The return of refuelling will cut fuel loads by around 50kg for the start of the race, and a further 50kg cut in car weight that is possible would make a 100kg total reduction – equivalent to three seconds per lap.

Ramped up aerodynamics, more power, some more aggressive tyres, and the return of flat-out racing, should easily trim off a further two or three seconds to hit that magic six seconds target.

There is plenty of work to do yet before F1 is there: not least in framing a set of aerodynamic regulations that will deliver speed improvements, improve the looks and hopefully not make the racing worse.

But at least F1 has made a start in agreeing on some targets: now it is over to the genius engineering talent that inhabits the pit lane to deliver.