Sur 0–100 km/h, M5 CS F90 gagne (3,03 s vs 3,35 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.
| S e-tron GT | M5 CS F90 | |
|---|---|---|
| 0–100 km/h | 3,35 s | 3,03 s+0,33 s |
| 400 m standing start | 11,51 s | 10,82 s+0,69 s |
| 1,000 m standing start | 21,11 s | 19,94 s+1,17 s |
| Top speed (electronically limited) | 245 km/h | 295 km/h−50 km/h |
| Power-to-weight ratio | 3,47 kg/hp | 2,87 kg/hpbetter ratio |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
Simulated performance at each stage. Winner in green.
| Palier | S e-tron GT | M5 CS F90 |
|---|---|---|
| 0–30 km/h | 0,90 s | 0,91 stight gap |
| 0–50 km/h | 1,50 s | 1,51 stight gap |
| 0–80 km/h | 2,48 s | 2,37 stight gap |
| 0–100 km/h | 3,35 s | 3,03 s |
| 0–120 km/h | 4,46 s | 3,74 s |
| 0–160 km/h | 7,66 s | 6,21 s |
| 0–200 km/h | 12,25 s | 9,97 s |
| 400 m standing start | 11,51 s | 10,82 s |
| 1,000 m standing start | 21,11 s | 19,94 s |
| Top speed | 245 km/h | 295 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 670 hp | Pending |
| Torque | 640 Nm | |
| Weight | 2 325 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 Bmw M5 CS hits 100 km/h in 3.03 s versus 3.36 s for the S e-tron GT. Despite lacking instant torque, 635 hp of power compensates. At this point, the Bmw M5 CS leads by 0.33 s and sits roughly 1 m ahead.
At 200 metres, the Bmw M5 CS is doing 170 km/h against 158 km/h for the S e-tron GT. The gap is 0.40 s. The gap remains stable from the start.
At 400 metres standing start, the Bmw M5 CS crosses the line in 10.81 s versus 11.50 s. The 0.69 s gap represents roughly 37 m of track — a gap visible to the naked eye.
Past 400 metres, the Bmw M5 CS continues to build its lead. At 600 metres, it runs at 231 km/h versus 219 km/h. At 1,000 metres, the Bmw M5 CS finishes in 19.94 s versus 21.11 s, with a 1.17 s lead.
Both rivals are electronically governed, but not at the same level: the S e-tron GT is capped at 245 km/h, the Bmw 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 5.14 seconds. The 0.33 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, M5 CS F90 gagne (3,03 s vs 3,35 s).
S e-tron GT passe de 0 à 100 km/h en 3,35 secondes (simulation calibrée).
S e-tron GT : 670 hp, ratio 3,47 kg/hp. M5 CS F90 : 635 hp, ratio 2,87 kg/hp.
S e-tron GT : 245 km/h. M5 CS F90 : 295 km/h.