McLaren Aerodynamics: How Active Aero Kept the 720S Unbeatable

The McLaren 720S stayed unbeatable because its active aerodynamics were designed as a complete system, not a bolt-on wing: double the aerodynamic efficiency of the 650S, 50% more downforce, and a three-mode active rear wing that could switch from low-drag to full airbrake in under half a second. The result was a car that could run with hypercar pace on track while remaining stable and usable on the road—a combination rivals could not match at the price.

The Active Rear Wing: Three Modes

Mode	Wing Deployment	What It Does	When It Activates
Driver Downforce	70–80%	Generates the downforce and aero balance needed for confident cornering	Selected via the “Aero” button
DRS	30%	Reduces drag to maximise acceleration and top speed on straights	Automatic under full acceleration
High Speed Braking	100% in under 0.5 seconds	Acts as an airbrake, shifting aero balance by 20% to improve stability and shorten braking distances	Under hard braking

The wing is hydraulically operated and adjusts automatically to reduce drag or increase downforce as conditions demand. In High Speed Braking mode it deploys fully in less than half a second and moves the aerodynamic balance rearward by 20%, which is why the 720S could brake from 124 mph in little more than a football field.

Other Aero Elements

• Teardrop-shaped hood vents redirect air away from the wiper “gutter” to reduce turbulence.
• Door air scoops and ducts feed cooling air and manage flow along the flanks.
• A full-width rear diffuser works in concert with the active wing to complete the underbody aero package.
• Engine intake ducts positioned near the rear wing gain additional performance when the wing deploys, because the downward deflection increases airflow.
• Integrated cooling was 15% more efficient than the 650S, meaning the aero package did not come at the cost of thermal management.

Chassis and Aero Integration

Aerodynamics only works if the chassis can use the load. The 720S introduced Proactive Chassis Control II, a hydraulically interconnected damper system with no anti-roll bars and twelve additional sensors compared with the previous Super Series. The system anticipates the road and keeps the body platform stable, so the downforce generated by the wing is translated into grip rather than body movement. The double-skin dihedral doors also contribute aerodynamically, managing airflow along the sides of the car.

Why It Was Unbeatable

• Efficiency, not just downforce. Aerodynamic efficiency—the ratio of downforce to drag—was more than double that of the 650S. That meant the 720S could add grip without paying a proportional drag penalty, so it was fast in a straight line and in corners.
• 50% more downforce than the 650S while maintaining a 212 mph top speed and a 0–60 mph time of 2.8 seconds.
• The wing does three jobs at once—cornering downforce, straight-line drag reduction, and braking stability—so the car adapts to every phase of a lap without driver intervention.
• Chassis and aero were developed together. The active wing, diffuser, and Proactive Chassis Control II formed a single system, which is why the 720S felt stable at speeds where rivals became nervous.
• It raised the class benchmark. The 720S made the Ferrari 488 GTB seem slow on its arrival, forcing Ferrari to respond with the 488 Pista—a clear signal that McLaren’s aero package had shifted the competitive bar.

Common Misconceptions

• “Active aero is just a moving wing.” The 720S’s system integrated the wing, diffuser, hood vents, door ducts, and chassis control into one aerodynamic package.
• “More downforce always means more drag.” The 720S’s doubled efficiency proves the opposite: careful integration can add grip without a proportional drag penalty.
• “The wing only matters on track.” The DRS and airbrake modes operate in everyday driving, improving stability and braking on road and track alike.

The 720S was not unbeatable because it had the most power or the biggest wing. It was unbeatable because its aerodynamics were engineered as a system: an active wing with three distinct jobs, a diffuser and body that worked with it, and a chassis that could use every pound of downforce it generated. That integration is why the car stayed at the top of its class long after rivals matched its power figures.