Sur 0–100 km/h, 125d F20LCI gagne (6,48 s vs 7,24 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.
| 125d F20LCI | i3 (120 Ah) I01 | |
|---|---|---|
| 0–100 km/h | 6,48 s−0,76 s | 7,24 s |
| 400 m standing start | 14,68 s−0,72 s | 15,40 s |
| 1,000 m standing start | 26,40 s−3,40 s | 29,80 s |
| Top speed (electronically limited) | 240 km/h+90 km/h | 150 km/h |
| Power-to-weight ratio | 6,61 kg/hpbetter ratio | 7,47 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 | 125d F20LCI | i3 (120 Ah) I01 |
|---|---|---|
| 0–30 km/h | 1,88 s | 1,88 stight gap |
| 0–50 km/h | 3,03 s | 3,14 stight gap |
| 0–80 km/h | 4,83 s | 5,25 s |
| 0–100 km/h | 6,48 s | 7,24 s |
| 0–120 km/h | 8,57 s | 9,85 s |
| 0–160 km/h | 14,58 s | — |
| 0–200 km/h | 25,23 s | — |
| 400 m standing start | 14,68 s | 15,40 s |
| 1,000 m standing start | 26,40 s | 29,80 s |
| Top speed | 240 km/h | 150 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 224 hp | 4 cyl |
| Torque | 450 Nm | |
| Weight | 1 480 kg | manufacturer kerb weight |
| Drivetrain | — | |
| Gearbox | 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 Bmw 125d hits 100 km/h in 6.48 s versus 7.24 s for the Bmw i3 (120 Ah). Despite lacking instant torque, 224 hp of power compensates. At this point, the Bmw 125d leads by 0.76 s and sits roughly 5 m ahead.
At 200 metres, the Bmw 125d is doing 130 km/h against 122 km/h for the Bmw i3 (120 Ah). The gap is 0.38 s. The challenger starts to claw back ground.
At 400 metres standing start, the Bmw 125d crosses the line in 14.67 s versus 15.40 s. The 0.73 s gap represents roughly 30 m of track — two to three car lengths.
Past 400 metres, the Bmw 125d continues to build its lead. At 600 metres, it runs at 180 km/h versus 150 km/h. At 1,000 metres, the Bmw 125d finishes in 26.39 s versus 29.80 s, with a 3.40 s lead.
Both rivals are electronically governed, but not at the same level: the Bmw 125d is capped at 240 km/h, the Bmw i3 (120 Ah) 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 0.76 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, 125d F20LCI gagne (6,48 s vs 7,24 s).
125d F20LCI passe de 0 à 100 km/h en 6,48 secondes (simulation calibrée).
125d F20LCI : 224 hp, ratio 6,61 kg/hp. i3 (120 Ah) I01 : 170 hp, ratio 7,47 kg/hp.
125d F20LCI : 240 km/h. i3 (120 Ah) I01 : 150 km/h.