Over 0–100 km/h, Mustang Mach-E GT wins (3,73 s vs 4,03 s).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | SQ7 SUV | Mustang Mach-E GT | Gap |
|---|---|---|---|
| 0–100 km/h | 4.03 s | 3.73 s | 0.30 s · Mustang Mach-E GT |
| 400 m standing start | 12.12 s | 12.00 s | 0.12 s · Mustang Mach-E GT |
| 1,000 m standing start | 21.97 s | 22.87 s | 0.90 s · SQ7 SUV |
| Top speed (electronically limited) | 250 km/h | 200 km/h | 50 km/h · SQ7 SUV |
| Power-to-weight ratio | 4.47 kg/hp | 4.33 kg/hp | better ratio · Mustang Mach-E GT |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | SQ7 SUV | Mustang Mach-E GT |
|---|---|---|
| 0–30 km/h | 1.13 s | 1.02 s · tight gap |
| 0–50 km/h | 1.88 s | 1.70 s |
| 0–80 km/h | 3.05 s | 2.78 s |
| 0–100 km/h | 4.03 s | 3.73 s |
| 0–120 km/h | 5.25 s | 4.94 s |
| 0–160 km/h | 8.57 s · tight gap | 8.62 s |
| 0–200 km/h | 13.51 s | 14.27 s |
| 400 m standing start | 12.12 s | 12.00 s · tight gap |
| 1,000 m standing start | 21.97 s | 22.87 s |
| Top speed limited | 250 km/h | 200 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 | 507 hp | Pending |
| Torque | 770 Nm | |
| Weight | 2 265 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | 8-speed tiptronic |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 487 hp | Pending |
| Torque | 860 Nm | |
| Weight | 2 108 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | single-speed reduction |
Off the line, the Mustang Mach-E GT hits 100 km/h in 3.73 s versus 4.03 s for the SQ7 SUV. The instant torque of 860 Nm from the electric motor makes the difference. At this point, the Mustang Mach-E GT leads by 0.30 s and sits roughly 4 m ahead.
At 200 metres, the Mustang Mach-E GT is doing 152 km/h against 154 km/h for the SQ7 SUV. The gap is 0.19 s. The challenger starts to claw back ground.
At 400 metres standing start, the Mustang Mach-E GT crosses the line in 11.99 s versus 12.11 s. The 0.12 s gap represents roughly 6 m of track - barely a car length.
Past 400 metres, the situation changes. The Mustang Mach-E GT maxes out at 200 km/h while the SQ7 SUV keeps accelerating towards 250 (i.e. 155 mph - industry threshold) km/h. At 600 metres, the gap has dropped to 0.00 s.
Around 602 metres, both vehicles are level. This is the inversion point: the SQ7 SUV overcomes its launch deficit thanks to a 50 km/h higher top speed.
At 1,000 metres, the SQ7 SUV finishes in 21.97 s versus 22.87 s. The 0.90 s delta in favour of the SQ7 SUV shows that top speed makes a clear difference.
Both rivals are electronically governed, but not at the same level: the SQ7 SUV is capped at 250 (i.e. 155 mph - industry threshold) km/h, the Mustang Mach-E GT at 200 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 5.96 seconds. The 0.30 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, Mustang Mach-E GT wins (3,73 s vs 4,03 s).
SQ7 SUV goes from 0 to 100 km/h in 4,03 seconds (calibrated simulation).
SQ7 SUV: 507 hp, ratio 4,47 kg/hp. Mustang Mach-E GT: 487 hp, ratio 4,33 kg/hp.
SQ7 SUV: 250 km/h. Mustang Mach-E GT: 200 km/h.