Over 0–100 km/h, 120d F20LCI and i3 I01 are neck and neck (7,15 s vs 7,24 s, no significant gap).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | 120d F20LCI | i3 I01 | Gap |
|---|---|---|---|
| 0–100 km/h | 7.15 s | 7.24 s | 0.09 s · 120d F20LCI |
| 400 m standing start | 15.30 s | 15.40 s | 0.10 s · 120d F20LCI |
| 1,000 m standing start | 27.54 s | 29.80 s | 2.26 s · 120d F20LCI |
| Top speed (electronically limited) | 228 km/h | 150 km/h | 78 km/h · 120d F20LCI |
| Power-to-weight ratio | 7.45 kg/hp | 7.47 kg/hp | better ratio · 120d F20LCI |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | 120d F20LCI | i3 I01 |
|---|---|---|
| 0–30 km/h | 2.05 s | 1.88 s |
| 0–50 km/h | 3.27 s | 3.14 s · tight gap |
| 0–80 km/h | 5.29 s | 5.25 s · tight gap |
| 0–100 km/h | 7.15 s · tight gap | 7.24 s |
| 0–120 km/h | 9.55 s | 9.85 s |
| 0–160 km/h | 16.63 s | - |
| 0–200 km/h | 30.38 s | - |
| 400 m standing start | 15.30 s · tight gap | 15.40 s |
| 1,000 m standing start | 27.54 s | 29.80 s |
| Top speed | 228 km/h | 150 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 | 190 hp | 4 cyl |
| Torque | 400 Nm | |
| Weight | 1 415 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | 6-speed manual (8-speed Steptronic) |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 170 hp | Pending |
| Torque | 250 Nm | |
| Weight | 1 270 kg | manufacturer kerb weight |
| Drivetrain | Propulsion | |
| Gearbox | Automatic, single-speed with fixed ratio (9.665:1) |
Off the line, the 120d hits 100 km/h in 7.15 s versus 7.24 s for the i3. Despite lacking instant torque, 190 hp of power compensates. The 0.09 s gap is negligible: both vehicles are neck and neck.
At 200 metres, the i3 is doing 122 km/h against 124 km/h for the 120d. The gap is 0.03 s. The gap remains stable from the start.
At 400 metres standing start, the 120d crosses the line in 15.30 s versus 15.40 s. The 0.10 s gap represents roughly 4 m of track - barely a car length.
Past 400 metres, the 120d continues to build its lead. At 600 metres, it runs at 172 km/h versus 150 km/h. At 1,000 metres, the 120d finishes in 27.53 s versus 29.80 s, with a 2.27 s lead.
Both rivals are electronically governed, but not at the same level: the 120d is capped at 228 km/h, the i3 at 150 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 11.47 seconds. The 0.09 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, 120d F20LCI and i3 I01 are neck and neck (7,15 s vs 7,24 s, no significant gap).
120d F20LCI goes from 0 to 100 km/h in 7,15 seconds (calibrated simulation).
120d F20LCI: 190 hp, ratio 7,45 kg/hp. i3 I01: 170 hp, ratio 7,47 kg/hp.
120d F20LCI: 228 km/h. i3 I01: 150 km/h.