Over 0–100 km/h, iX xDrive50 I20 wins (4,69 s vs 7,78 s).
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.
| iX xDrive50 I20 | X1 xDrive20i F48 | |
|---|---|---|
| 0–100 km/h | 4,69 s−3,09 s | 7,78 s |
| 400 m standing start | 12,93 s−2,75 s | 15,68 s |
| 1,000 m standing start | 23,92 s−4,80 s | 28,72 s |
| Top speed (electronically limited) | 200 km/h | 221 km/h−21 km/h |
| Power-to-weight ratio | 4,94 kg/hpbetter ratio | 8,18 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 | iX xDrive50 I20 | X1 xDrive20i F48 |
|---|---|---|
| 0–30 km/h | 1,29 s | 1,58 s |
| 0–50 km/h | 2,15 s | 2,80 s |
| 0–80 km/h | 3,50 s | 5,40 s |
| 0–100 km/h | 4,69 s | 7,78 s |
| 0–120 km/h | 6,18 s | 10,86 s |
| 0–160 km/h | 10,39 s | 20,00 s |
| 0–200 km/h | 16,61 s | 40,38 s |
| 400 m standing start | 12,93 s | 15,68 s |
| 1,000 m standing start | 23,92 s | 28,72 s |
| Top speed | 200 km/h | 221 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 523 hp | Pending |
| Torque | 765 Nm | |
| Weight | 2 585 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Single-speed fixed gear |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 192 hp | 4 cyl |
| Torque | 280 Nm | |
| Weight | 1 570 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | 8-speed Steptronic |
Off the line, the iX xDrive50 hits 100 km/h in 4.69 s versus 7.78 s for the X1 xDrive20i. The instant torque of 765 Nm from the electric motor makes the difference. At this point, the iX xDrive50 leads by 3.09 s and sits roughly 16 m ahead.
At 200 metres, the iX xDrive50 is doing 144 km/h against 116 km/h for the X1 xDrive20i. The gap is 1.68 s. The challenger starts to claw back ground.
At 400 metres standing start, the iX xDrive50 crosses the line in 12.93 s versus 15.67 s. The 2.75 s gap represents roughly 105 m of track - a gap visible to the naked eye.
Past 400 metres, the iX xDrive50 continues to build its lead. At 600 metres, it runs at 200 km/h versus 161 km/h. At 1,000 metres, the iX xDrive50 finishes in 23.92 s versus 28.72 s, with a 4.80 s lead. Despite a higher top speed (221 km/h), the X1 xDrive20i never recovers its launch deficit.
Both rivals are electronically governed, but not at the same level: the iX xDrive50 is capped at 200 km/h, the X1 xDrive20i at 223 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 12.69 seconds. The 3.09 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, iX xDrive50 I20 wins (4,69 s vs 7,78 s).
iX xDrive50 I20 goes from 0 to 100 km/h in 4,69 seconds (calibrated simulation).
iX xDrive50 I20: 523 hp, ratio 4,94 kg/hp. X1 xDrive20i F48: 192 hp, ratio 8,18 kg/hp.
iX xDrive50 I20: 200 km/h. X1 xDrive20i F48: 221 km/h.