Technical briefing: How aero and power‑unit tweaks are shaping performance this week

This week’s race weekend is a case study in how marginal gains from aerodynamic tweaks and power‑unit (PU) management still decide grid positions and race pace — even as the sport prepares for a major technical reset in 2026. On the aerodynamics side teams are juggling small but critical changes: front‑wing flap profiles, endplate geometry, brake‑duct cooling apertures and subtle floor/fence tweaks to balance downforce and drag for the track’s unique demands. At circuits with long straights and a mix of medium‑speed corners — like Yas Marina this weekend — the immediate priority for many outfits is low‑drag efficiency while preserving sufficient front‑end grip for cornering. That trade‑off showed up in Friday practice quotes where several teams reported work to improve balance and ride‑height behaviour between sessions [Source: https://www.grandprix.com/races/abu-dhabi-gp-2025-friday-team-quotes.html]. Why those tiny surfaces matter Aerodynamic performance is not just about peak downforce: wake characteristics and sensitivity to turbulent air determine how a car behaves in traffic and on long runs. The FIA’s own CFD work — and a detailed interpretation by The Race — shows the evolution since 2019 has made following another car harder: the 2025 cars retain markedly less downforce when running two car‑lengths behind than the original 2022 baseline, with the FIA’s tests showing a fall from the initial 2022 retention figures to roughly 80% at 20m in current designs [Source: https://www.the-race.com/formula-1/exclusive-new-data-f1-aero-losses-ruining-close-racing/]. That reality explains why teams keep iterating wings and floor edges during a weekend: even small changes in the balance of outwash and underfloor flow can restore stability in traffic or reduce tyre graining on a hot, abrasive surface. Team engineers will typically run different front wing chords, add low‑drag rear wing options, tweak brake‑duct geometry and adjust ride height to manage the yaw sensitivity that feeds tyre degradation — notes that were echoed by several team principals and engineers after Friday running [Source: https://www.grandprix.com/races/abu-dhabi-gp-2025-friday-team-quotes.html]. Power‑unit tweaks: modes, cooling and homologation limits Race weekends also hinge on how manufacturers and teams use power‑unit mapping and ERS deployment. The technical rules place strict limits on what can be changed mid‑season: the FIA technical regulations outline tightly controlled homologation and upgrade windows for PU elements and require teams to use the FIA Standard ECU with specified sensors and telemetry for torque measurement and control [Source: https://www.fia.com/sites/default/files/fia_2025_formula_1_technical_regulations_-_issue_01_-_2024-12-11_1.pdf]. That means teams must extract performance via calibration — boost maps, MGU‑K deployment and thermal management — rather than wholesale part swaps after homologation deadlines. Practical implications trackside - Cooling and exhaust adjustments: On hot days teams open or close cooling louvres and tweak exhaust packaging to manage temperatures without adding drag. Those choices are a direct trade‑off: more cooling = safer PU temperatures but higher drag and poorer straight‑line speed [Source: FIA Tech Regs]. - ERS and torque demand: the FIA standard software enforces torque demand and limits on PU control latency. Engineers therefore tailor ERS deployment windows for qualifying laps and race stints to balance peak power with battery state‑of‑charge longevity over a stint [Source: https://www.fia.com/sites/default/files/fia_2025_formula_1_technical_regulations_-_issue_01_-_2024-12-11_1.pdf]. How the 2026 rulebook reframes the picture While teams fight small margins this week, the sport is already transitioning to regulations that will materially alter how aero and PUs influence performance. The 2026 rules introduce active aerodynamics — driver‑selectable modes such as X‑mode (low drag) and Z‑mode (high downforce) — and a fundamental PU shift to roughly a 50/50 split between internal‑combustion and electric power. Formula 1’s explainer and technical analysis show those changes will reduce drag and downforce targets and add explicit driver control over aero states, forcing teams to rethink set‑up philosophy and in‑lap strategy beyond today’s incremental upgrades [Source: https://www.formula1.com/en/latest/article/explained-2026-aerodynamic-regulations-fia-twitter-mode-z-mode-.26c1CtOzCmN3GfLMywrgb2; https://www.motorsportmagazine.com/articles/single-seaters/f1/aero-engine-or-driver-what-will-define-f1s-2026-revolution/]. What this means for team decisions this weekend 1) Short‑term: expect conservative wing choices for qualifying and a split strategy across the grid for race day — some will prioritise single‑lap downforce, others will curve toward low‑drag long‑run pace if tyre degradation looks manageable. Team comments from FP2 highlighted concerns about front‑right graining and bouncing that will shape wing selection and tyre‑management strategy tonight [Source: https://www.grandprix.com/races/abu-dhabi-gp-2025-friday-team-quotes.html]. 2) PU management: engineers will be cautious with aggressive thermal strategies and will use mapped ERS deployment to protect the energy store. The FIA’s telemetry and torque‑sensor rules mean teams must validate every mapping change and cannot hide radical software tricks — the margin for error is small and the oversight is tight [Source: FIA Tech Regs]. 3) The medium term: because the 2026 package will hand more active control to drivers (aero modes plus richer hybrid deployment options) the split between aero and PU development will be rebalanced. Teams that master the integration of movable aero elements and high‑power hybrid systems from the outset will gain the biggest advantage in the new era [Source: Motorsport Magazine / Formula1.com]. Bottom line This weekend’s setup battles are the final acts of an era where small aero shapes and clever PU maps decide performance. The technical ceiling is well signposted by FIA data and the coming rule changes — but until 2026 arrives, teams will keep scavenging tenths through wing flute angles, duct apertures and careful ERS calibration. Expect the top teams to extract measurable gains overnight and to use tyre degradation and PU thermal windows as the key axes for race‑day strategy. Sources cited in text are listed below. For readers who want to dig deeper I’ve included the original FIA technical document, detailed analysis from The Race and Motorsport Magazine, and the trackside team quotes from Friday practice.