Over 0–100 km/h, i5 eDrive40 G60 wins (6,12 s vs 6,48 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.
| i5 eDrive40 G60 | 125d F20LCI | |
|---|---|---|
| 0–100 km/h | 6,12 s−0,36 s | 6,48 s |
| 400 m standing start | 14,30 s−0,38 s | 14,68 s |
| 1,000 m standing start | 25,87 s−0,53 s | 26,40 s |
| Top speed (electronically limited) | 193 km/h | 240 km/h−47 km/h |
| Power-to-weight ratio | 6,81 kg/hp | 6,61 kg/hpbetter ratio |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
Simulated performance at each stage. Winner in green.
| Palier | i5 eDrive40 G60 | 125d F20LCI |
|---|---|---|
| 0–30 km/h | 1,79 s | 1,88 stight gap |
| 0–50 km/h | 2,98 s | 3,03 stight gap |
| 0–80 km/h | 4,78 s | 4,83 stight gap |
| 0–100 km/h | 6,12 s | 6,48 s |
| 0–120 km/h | 7,84 s | 8,57 s |
| 0–160 km/h | 13,27 s | 14,58 s |
| 0–200 km/h | - | 25,23 s |
| 400 m standing start | 14,30 s | 14,68 s |
| 1,000 m standing start | 25,87 s | 26,40 s |
| Top speed | 193 km/h | 240 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 313 hp | Pending |
| Torque | 400 Nm | |
| Weight | 2 130 kg | manufacturer kerb weight |
| Drivetrain | Propulsion | |
| Gearbox | Automatic transmission, single-stage with fixed ratio |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 224 hp | 4 cyl |
| Torque | 450 Nm | |
| Weight | 1 480 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | 8-speed Steptronic |
Off the line, the Bmw i5 eDrive40 hits 100 km/h in 6.12 s versus 6.48 s for the Bmw 125d. The instant torque of 400 Nm from the electric motor makes the difference. At this point, the Bmw i5 eDrive40 leads by 0.36 s and sits roughly 2 m ahead.
At 200 metres, the Bmw i5 eDrive40 is doing 135 km/h against 130 km/h for the Bmw 125d. The gap is 0.21 s. The challenger starts to claw back ground.
At 400 metres standing start, the Bmw i5 eDrive40 crosses the line in 14.29 s versus 14.67 s. The 0.38 s gap represents roughly 17 m of track - two to three car lengths.
Past 400 metres, the Bmw i5 eDrive40 continues to build its lead. At 600 metres, it runs at 186 km/h versus 180 km/h. At 1,000 metres, the Bmw i5 eDrive40 finishes in 25.87 s versus 26.39 s, with a 0.53 s lead. Despite a higher top speed (240 km/h), the Bmw 125d never recovers its launch deficit.
Both rivals are electronically governed, but not at the same level: the Bmw i5 eDrive40 is capped at 193 km/h, the Bmw 125d at 240 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 9.81 seconds. The 0.36 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, i5 eDrive40 G60 wins (6,12 s vs 6,48 s).
i5 eDrive40 G60 goes from 0 to 100 km/h in 6,12 seconds (calibrated simulation).
i5 eDrive40 G60: 313 hp, ratio 6,81 kg/hp. 125d F20LCI: 224 hp, ratio 6,61 kg/hp.
i5 eDrive40 G60: 193 km/h. 125d F20LCI: 240 km/h.