Over 0–100 km/h, 125i F20LCI wins (6,15 s vs 7,35 s).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | 125i F20LCI | ID.3 Pro | Gap |
|---|---|---|---|
| 0–100 km/h | 6.15 s | 7.35 s | 1.20 s · 125i F20LCI |
| 400 m standing start | 14.36 s | 15.50 s | 1.14 s · 125i F20LCI |
| 1,000 m standing start | 25.91 s | 29.13 s | 3.22 s · 125i F20LCI |
| Top speed (electronically limited) | 243 km/h | 160 km/h | 83 km/h · 125i F20LCI |
| Power-to-weight ratio | 6.25 kg/hp | 8.82 kg/hp | better ratio · 125i F20LCI |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | 125i F20LCI | ID.3 Pro |
|---|---|---|
| 0–30 km/h | 1.66 s | 1.88 s |
| 0–50 km/h | 2.77 s | 3.15 s |
| 0–80 km/h | 4.57 s | 5.31 s |
| 0–100 km/h | 6.15 s | 7.35 s |
| 0–120 km/h | 8.17 s | 10.01 s |
| 0–160 km/h | 13.86 s | 18.97 s |
| 0–200 km/h | 23.72 s | - |
| 400 m standing start | 14.36 s | 15.50 s |
| 1,000 m standing start | 25.91 s | 29.13 s |
| Top speed | 243 km/h | 160 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 | 224 hp | 4 cyl |
| Torque | 310 Nm | |
| Weight | 1 400 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | 8-speed Steptronic |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 204 hp | Permanent Magnet Synchronous Motor |
| Torque | 310 Nm | |
| Weight | 1 800 kg | manufacturer kerb weight |
| Drivetrain | Propulsion | |
| Gearbox | Single-speed fixed gear |
Off the line, the 125i hits 100 km/h in 6.15 s versus 7.35 s for the ID.3 Pro. Despite lacking instant torque, 224 hp of power compensates. At this point, the 125i leads by 1.20 s and sits roughly 11 m ahead.
At 200 metres, the 125i is doing 131 km/h against 121 km/h for the ID.3 Pro. The gap is 0.69 s. The challenger starts to claw back ground.
At 400 metres standing start, the 125i crosses the line in 14.35 s versus 15.50 s. The 1.14 s gap represents roughly 46 m of track - a gap visible to the naked eye.
Past 400 metres, the 125i continues to build its lead. At 600 metres, it runs at 182 km/h versus 160 km/h. At 1,000 metres, the 125i finishes in 25.91 s versus 29.13 s, with a 3.22 s lead.
Both rivals are electronically governed, but not at the same level: the 125i is capped at 243 km/h, the ID.3 Pro at 160 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 11.71 seconds. The 1.20 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, 125i F20LCI wins (6,15 s vs 7,35 s).
125i F20LCI goes from 0 to 100 km/h in 6,15 seconds (calibrated simulation).
125i F20LCI: 224 hp, ratio 6,25 kg/hp. ID.3 Pro: 204 hp, ratio 8,82 kg/hp.
125i F20LCI: 243 km/h. ID.3 Pro: 160 km/h.