Over 0–100 km/h, 740e iPerformance G11 wins (5,49 s vs 9,13 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.
| 740e iPerformance G11 | 318d F30 | |
|---|---|---|
| 0–100 km/h | 5,49 s−3,64 s | 9,13 s |
| 400 m standing start | 13,69 s−2,87 s | 16,56 s |
| 1,000 m standing start | 24,90 s−5,61 s | 30,51 s |
| Top speed (electronically limited) | 250 km/h+41 km/h | 209 km/h |
| Power-to-weight ratio | 5,83 kg/hpbetter ratio | 10,45 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 | 740e iPerformance G11 | 318d F30 |
|---|---|---|
| 0–30 km/h | 1,27 s | 1,65 s |
| 0–50 km/h | 2,12 s | 3,00 s |
| 0–80 km/h | 3,79 s | 6,15 s |
| 0–100 km/h | 5,49 s | 9,13 s |
| 0–120 km/h | 7,38 s | 12,95 s |
| 0–160 km/h | 12,61 s | 25,23 s |
| 0–200 km/h | 20,69 s | 61,46 s |
| 400 m standing start | 13,69 s | 16,56 s |
| 1,000 m standing start | 24,90 s | 30,51 s |
| Top speed limited | 250 km/h | 209 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 326 hp | 4 cyl |
| Torque | 400 Nm | |
| Weight | 1 900 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | 8-speed Steptronic |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 143 hp | Pending |
| Torque | 320 Nm | |
| Weight | 1 495 kg | manufacturer kerb weight |
| Drivetrain | Propulsion | |
| Gearbox | 8-speed automatic (Steptronic) |
Off the line, the Bmw 740e iPerformance hits 100 km/h in 5.49 s versus 9.13 s for the Bmw 318d. The instant torque of 400 Nm from the electric motor makes the difference. At this point, the Bmw 740e iPerformance leads by 3.64 s and sits roughly 23 m ahead.
At 200 metres, the Bmw 740e iPerformance is doing 133 km/h against 109 km/h for the Bmw 318d. The gap is 1.77 s. The challenger starts to claw back ground.
At 400 metres standing start, the Bmw 740e iPerformance crosses the line in 13.68 s versus 16.56 s. The 2.87 s gap represents roughly 103 m of track - a gap visible to the naked eye.
Past 400 metres, the Bmw 740e iPerformance continues to build its lead. At 600 metres, it runs at 187 km/h versus 151 km/h. At 1,000 metres, the Bmw 740e iPerformance finishes in 24.90 s versus 30.51 s, with a 5.61 s lead.
Both rivals are electronically governed, but not at the same level: the Bmw 740e iPerformance is capped at 250 (i.e. 155 mph - industry threshold) km/h, the Bmw 318d at 210 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 15.33 seconds. The 3.64 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, 740e iPerformance G11 wins (5,49 s vs 9,13 s).
740e iPerformance G11 goes from 0 to 100 km/h in 5,49 seconds (calibrated simulation).
740e iPerformance G11: 326 hp, ratio 5,83 kg/hp. 318d F30: 143 hp, ratio 10,45 kg/hp.
740e iPerformance G11: 250 km/h. 318d F30: 209 km/h.