Over 0–100 km/h, M5 CS F90 wins (3,03 s vs 3,34 s).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | RS e-tron GT | M5 CS F90 | Gap |
|---|---|---|---|
| 0–100 km/h | 3.34 s | 3.03 s | 0.31 s · M5 CS F90 |
| 400 m standing start | 11.17 s | 10.82 s | 0.35 s · M5 CS F90 |
| 1,000 m standing start | 20.27 s | 19.94 s | 0.33 s · M5 CS F90 |
| Top speed (electronically limited) | 250 km/h | 295 km/h | 45 km/h · M5 CS F90 |
| Power-to-weight ratio | 3.25 kg/hp | 2.87 kg/hp | better ratio · M5 CS F90 |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | RS e-tron GT | M5 CS F90 |
|---|---|---|
| 0–30 km/h | 0.98 s | 0.91 s · tight gap |
| 0–50 km/h | 1.64 s | 1.51 s · tight gap |
| 0–80 km/h | 2.63 s | 2.37 s |
| 0–100 km/h | 3.34 s | 3.03 s |
| 0–120 km/h | 4.24 s | 3.74 s |
| 0–160 km/h | 6.79 s | 6.21 s |
| 0–200 km/h | 10.40 s | 9.97 s |
| 400 m standing start | 11.17 s | 10.82 s |
| 1,000 m standing start | 20.27 s | 19.94 s |
| Top speed limited | 250 km/h | 295 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 | 738 hp | Pending |
| Torque | 830 Nm | |
| Weight | 2 395 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Unknown |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 635 hp | Pending |
| Torque | 750 Nm | |
| Weight | 1 825 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | 8-speed M Steptronic transmission with Drivelogic, transmission oil cooling |
Off the line, the M5 CS hits 100 km/h in 3.03 s versus 3.34 s for the RS e-tron GT. Despite lacking instant torque, 635 hp of power compensates. At this point, the M5 CS leads by 0.31 s and sits roughly 4 m ahead.
At 200 metres, the M5 CS is doing 170 km/h against 167 km/h for the RS e-tron GT. The gap is 0.30 s. The gap remains stable from the start.
At 400 metres standing start, the M5 CS crosses the line in 10.81 s versus 11.17 s. The 0.35 s gap represents roughly 20 m of track - two to three car lengths.
Past 400 metres, the M5 CS continues to build its lead. At 600 metres, it runs at 231 km/h versus 233 km/h. At 1,000 metres, the M5 CS finishes in 19.94 s versus 20.27 s, with a 0.33 s lead.
Both rivals are electronically governed, but not at the same level: the RS e-tron GT is capped at 250 (i.e. 155 mph - industry threshold) km/h, the M5 CS at 305 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.
Instant electric torque gives an advantage off the line. The higher top speed of the combustion engine gives an advantage over longer distances. The distance at which one catches the other depends on the top speed differential.
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 4.78 seconds. The 0.31 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, M5 CS F90 wins (3,03 s vs 3,34 s).
RS e-tron GT goes from 0 to 100 km/h in 3,34 seconds (calibrated simulation).
RS e-tron GT: 738 hp, ratio 3,25 kg/hp. M5 CS F90: 635 hp, ratio 2,87 kg/hp.
RS e-tron GT: 250 km/h. M5 CS F90: 295 km/h.