Sur 0–100 km/h, Taycan Turbo J1.1 gagne (3,14 s vs 3,34 s).
Performance comparison
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
Simulation
Calibration
Physics model calibrated on manufacturer splits. The limited top speed is not the real aerodynamic top speed of the vehicles.
| RS e-tron GT | Taycan Turbo J1.1 | |
|---|---|---|
| 0–100 km/h | 3,34 s | 3,14 s+0,20 s |
| 400 m standing start | 11,17 s | 11,15 s+0,02 s |
| 1,000 m standing start | 20,27 s−0,01 s | 20,28 s |
| Top speed (electronically limited) | 250 km/h | 260 km/h−10 km/h |
| Power-to-weight ratio | 3,25 kg/hpbetter ratio | 3,47 kg/hp |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
Simulated performance at each stage. Winner in green.
| Palier | RS e-tron GT | Taycan Turbo J1.1 |
|---|---|---|
| 0–30 km/h | 0,98 s | 0,88 stight gap |
| 0–50 km/h | 1,64 s | 1,47 s |
| 0–80 km/h | 2,63 s | 2,35 s |
| 0–100 km/h | 3,34 s | 3,14 s |
| 0–120 km/h | 4,24 s | 4,18 stight gap |
| 0–160 km/h | 6,79 s | 6,95 s |
| 0–200 km/h | 10,40 s | 10,78 s |
| 400 m standing start | 11,17 s | 11,15 stight gap |
| 1,000 m standing start | 20,27 s | 20,28 stight gap |
| Top speed limited | 250 km/h | 260 km/h |
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 | 670 hp | Permanent Magnet Synchronous Motor (PSM) |
| Torque | 850 Nm | |
| Weight | 2 322 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Single-speed front / Two-speed dog-ring rear |
Off the line, the Taycan Turbo hits 100 km/h in 3.14 s versus 3.34 s for the RS e-tron GT. At this point, the Taycan Turbo leads by 0.20 s and sits roughly 4 m ahead.
At 200 metres, the Taycan Turbo is doing 164 km/h against 167 km/h for the RS e-tron GT. The gap is 0.09 s. The challenger starts to claw back ground.
At 400 metres standing start, the Taycan Turbo crosses the line in 11.15 s versus 11.17 s. The 0.02 s gap represents roughly 1 m of track
Past 400 metres, the situation changes. The RS e-tron GT maxes out at 250 (i.e. 155 mph — industry threshold) km/h while the Taycan Turbo keeps accelerating towards 260 km/h. At 600 metres, the gap has dropped to 0.04 s.
Around 464 metres, both vehicles are level. This is the inversion point: the RS e-tron GT overcomes its launch deficit thanks to a 10 km/h higher top speed.
At 1,000 metres, the RS e-tron GT finishes in 20.27 s versus 20.28 s. The 0.01 s delta shows an extremely tight race.
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 Taycan Turbo at 260 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 electric powertrains, the difference comes down to power-to-weight ratio (3.25 kg/hp vs 3.47 kg/hp) and transmission (Unknown vs Automatic).
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 4.80 seconds. The 0.20 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Swap one of the two models to explore an equivalent duel in the same segment.
Sur 0–100 km/h, Taycan Turbo J1.1 gagne (3,14 s vs 3,34 s).
RS e-tron GT passe de 0 à 100 km/h en 3,34 secondes (simulation calibrée).
RS e-tron GT : 738 hp, ratio 3,25 kg/hp. Taycan Turbo J1.1 : 670 hp, ratio 3,47 kg/hp.
RS e-tron GT : 250 km/h. Taycan Turbo J1.1 : 260 km/h.