Over 0–100 km/h, e-tron GT quattro wins (4,14 s vs 5,04 s).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | e-tron GT quattro | 745Le xDrive G11 | Gap |
|---|---|---|---|
| 0–100 km/h | 4.14 s | 5.04 s | 0.91 s · e-tron GT quattro |
| 400 m standing start | 12.36 s | 13.29 s | 0.93 s · e-tron GT quattro |
| 1,000 m standing start | 22.46 s | 24.03 s | 1.57 s · e-tron GT quattro |
| Top speed (electronically limited) | 245 km/h | 250 km/h | 5 km/h · 745Le xDrive G11 |
| Power-to-weight ratio | 3.95 kg/hp | 5.34 kg/hp | better ratio · e-tron GT quattro |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | e-tron GT quattro | 745Le xDrive G11 |
|---|---|---|
| 0–30 km/h | 1.13 s | 1.29 s |
| 0–50 km/h | 1.88 s | 2.16 s |
| 0–80 km/h | 3.08 s | 3.69 s |
| 0–100 km/h | 4.14 s | 5.04 s |
| 0–120 km/h | 5.47 s | 6.75 s |
| 0–160 km/h | 9.25 s | 11.34 s |
| 0–200 km/h | 14.74 s | 18.16 s |
| 400 m standing start | 12.36 s | 13.29 s |
| 1,000 m standing start | 22.46 s | 24.03 s |
| Top speed limited | 245 km/h | 250 km/h |
Physics model calibrated on manufacturer splits. The limited top speed is not the real aerodynamic top speed of the vehicles.
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 577 hp | Pending |
| Torque | 830 Nm | |
| Weight | 2 280 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Unknown |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 394 hp | Pending |
| Torque | 600 Nm | |
| Weight | 2 105 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Eight-speed Steptronic transmission |
Off the line, the e-tron GT quattro hits 100 km/h in 4.14 s versus 5.05 s for the 745Le xDrive. At this point, the e-tron GT quattro leads by 0.91 s and sits roughly 8 m ahead.
At 200 metres, the e-tron GT quattro is doing 149 km/h against 139 km/h for the 745Le xDrive. The gap is 0.64 s. The challenger starts to claw back ground.
At 400 metres standing start, the e-tron GT quattro crosses the line in 12.36 s versus 13.29 s. The 0.93 s gap represents roughly 44 m of track - a gap visible to the naked eye.
Past 400 metres, the e-tron GT quattro continues to build its lead. At 600 metres, it runs at 208 km/h versus 195 km/h. At 1,000 metres, the e-tron GT quattro finishes in 22.46 s versus 24.03 s, with a 1.57 s lead. Both vehicles have similar top speeds (245 vs 250 (i.e. 155 mph - industry threshold) km/h), preventing any comeback.
Both rivals are electronically governed, but not at the same level: the e-tron GT quattro is capped at 245 km/h, the 745Le xDrive at 250 (i.e. 155 mph - industry threshold) km/h. This isn’t a physical engine limit - it’s a manufacturer choice, usually for tyre safety or homologation reasons. Neither car reaches its true aerodynamic top speed.
With two plug-in hybrid powertrains, the difference comes down to power-to-weight ratio (3.95 kg/hp vs 5.34 kg/hp) and transmission (Unknown vs Automatic).
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 7.74 seconds. The 0.91 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, e-tron GT quattro wins (4,14 s vs 5,04 s).
e-tron GT quattro goes from 0 to 100 km/h in 4,14 seconds (calibrated simulation).
e-tron GT quattro: 577 hp, ratio 3,95 kg/hp. 745Le xDrive G11: 394 hp, ratio 5,34 kg/hp.
e-tron GT quattro: 245 km/h. 745Le xDrive G11: 250 km/h.