Over 0–100 km/h, P7 wins (4,21 s vs 8,75 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.
| P7 | 318d Touring G20 | |
|---|---|---|
| 0–100 km/h | 4,21 s−4,54 s | 8,75 s |
| 400 m standing start | 12,55 s−3,71 s | 16,26 s |
| 1,000 m standing start | 25,25 s−4,77 s | 30,02 s |
| Top speed (electronically limited) | 170 km/h | 217 km/h−47 km/h |
| Power-to-weight ratio | 4,81 kg/hpbetter ratio | 10,50 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 | P7 | 318d Touring G20 |
|---|---|---|
| 0–30 km/h | 1,11 s | 1,40 s |
| 0–50 km/h | 1,85 s | 2,74 s |
| 0–80 km/h | 3,09 s | 5,87 s |
| 0–100 km/h | 4,21 s | 8,75 s |
| 0–120 km/h | 5,64 s | 12,57 s |
| 0–160 km/h | 9,67 s | 23,91 s |
| 0–200 km/h | - | 49,93 s |
| 400 m standing start | 12,55 s | 16,26 s |
| 1,000 m standing start | 25,25 s | 30,02 s |
| Top speed | 170 km/h | 217 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 424 hp | Dual Permanent Magnet Synchronous Motor |
| Torque | 655 Nm | |
| Weight | 2 040 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Single-speed fixed gear |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 150 hp | 4 cyl |
| Torque | 320 Nm | |
| Weight | 1 575 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | Six-speed manual |
Off the line, the P7 hits 100 km/h in 4.22 s versus 8.75 s for the Bmw 318d Touring. The instant torque of 655 Nm from the electric motor makes the difference. At this point, the P7 leads by 4.54 s and sits roughly 19 m ahead.
At 200 metres, the P7 is doing 147 km/h against 110 km/h for the Bmw 318d Touring. The gap is 2.29 s. The challenger starts to claw back ground.
At 400 metres standing start, the P7 crosses the line in 12.54 s versus 16.26 s. The 3.71 s gap represents roughly 132 m of track - a gap visible to the naked eye.
Past 400 metres, the P7 continues to build its lead. At 600 metres, it runs at 170 km/h versus 153 km/h. At 1,000 metres, the P7 finishes in 25.24 s versus 30.02 s, with a 4.78 s lead. Despite a higher top speed (217 km/h), the Bmw 318d Touring never recovers its launch deficit.
Both rivals are electronically governed, but not at the same level: the P7 is capped at 170 km/h, the Bmw 318d Touring at 217 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 14.87 seconds. The 4.54 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.
Over 0–100 km/h, P7 wins (4,21 s vs 8,75 s).
P7 goes from 0 to 100 km/h in 4,21 seconds (calibrated simulation).
P7: 424 hp, ratio 4,81 kg/hp. 318d Touring G20: 150 hp, ratio 10,50 kg/hp.
P7: 170 km/h. 318d Touring G20: 217 km/h.