Over 0–100 km/h, i3s (120 Ah) I01 wins (6,81 s vs 8,04 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.
| i3s (120 Ah) I01 | Civic e:HEV | |
|---|---|---|
| 0–100 km/h | 6,81 s−1,23 s | 8,04 s |
| 400 m standing start | 15,05 s−0,89 s | 15,94 s |
| 1,000 m standing start | 28,59 s | 28,45 s+0,14 s |
| Top speed (electronically limited) | 160 km/h | 180 km/h−20 km/h |
| Power-to-weight ratio | 7,01 kg/hpbetter ratio | 7,49 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 | i3s (120 Ah) I01 | Civic e:HEV |
|---|---|---|
| 0–30 km/h | 1,77 s | 2,25 s |
| 0–50 km/h | 2,96 s | 3,75 s |
| 0–80 km/h | 4,95 s | 6,16 s |
| 0–100 km/h | 6,81 s | 8,04 s |
| 0–120 km/h | 9,25 s | 10,57 s |
| 0–160 km/h | 16,98 s | 17,70 s |
| 400 m standing start | 15,05 s | 15,94 s |
| 1,000 m standing start | 28,59 s | 28,45 stight gap |
| Top speed | 160 km/h | 180 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 184 hp | Pending |
| Torque | 270 Nm | |
| Weight | 1 290 kg | manufacturer kerb weight |
| Drivetrain | Propulsion | |
| Gearbox | Automatic, single-speed with fixed ratio (9.665:1) |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 181 hp | Pending |
| Torque | 315 Nm | |
| Weight | 1 355 kg | manufacturer kerb weight |
| Drivetrain | Traction | |
| Gearbox | e-CVT (Honda i-MMD) |
Off the line, the Bmw i3s (120 Ah) hits 100 km/h in 6.81 s versus 8.04 s for the Civic e:HEV. The instant torque of 270 Nm from the electric motor makes the difference. At this point, the Bmw i3s (120 Ah) leads by 1.23 s and sits roughly 19 m ahead.
At 200 metres, the Bmw i3s (120 Ah) is doing 124 km/h against 121 km/h for the Civic e:HEV. The gap is 0.84 s. The challenger starts to claw back ground.
At 400 metres standing start, the Bmw i3s (120 Ah) crosses the line in 15.05 s versus 15.94 s. The 0.89 s gap represents roughly 37 m of track - a gap visible to the naked eye.
Past 400 metres, the situation changes. The Bmw i3s (120 Ah) maxes out at 160 km/h while the Civic e:HEV keeps accelerating towards 180 km/h. At 600 metres, the gap has dropped to 0.79 s.
Around 942 metres, both vehicles are level. This is the inversion point: the Civic e:HEV overcomes its launch deficit thanks to a 20 km/h higher top speed.
At 1,000 metres, the Civic e:HEV finishes in 28.45 s versus 28.59 s. The 0.14 s delta shows an extremely tight race.
Both rivals are electronically governed, but not at the same level: the Bmw i3s (120 Ah) is capped at 160 km/h, the Civic e:HEV at 180 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 12.00 seconds. The 1.23 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, i3s (120 Ah) I01 wins (6,81 s vs 8,04 s).
i3s (120 Ah) I01 goes from 0 to 100 km/h in 6,81 seconds (calibrated simulation).
i3s (120 Ah) I01: 184 hp, ratio 7,01 kg/hp. Civic e:HEV: 181 hp, ratio 7,49 kg/hp.
i3s (120 Ah) I01: 160 km/h. Civic e:HEV: 180 km/h.