Over 0–100 km/h, M140i F20LCI wins (4,54 s vs 7,24 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.
| M140i F20LCI | i3 (120 Ah) I01 | |
|---|---|---|
| 0–100 km/h | 4,54 s−2,70 s | 7,24 s |
| 400 m standing start | 12,60 s−2,80 s | 15,40 s |
| 1,000 m standing start | 22,65 s−7,15 s | 29,80 s |
| Top speed (electronically limited) | 250 km/h+100 km/h | 150 km/h |
| Power-to-weight ratio | 4,32 kg/hpbetter ratio | 7,47 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 | M140i F20LCI | i3 (120 Ah) I01 |
|---|---|---|
| 0–30 km/h | 1,37 s | 1,88 s |
| 0–50 km/h | 2,25 s | 3,14 s |
| 0–80 km/h | 3,51 s | 5,25 s |
| 0–100 km/h | 4,54 s | 7,24 s |
| 0–120 km/h | 5,82 s | 9,85 s |
| 0–160 km/h | 9,32 s | - |
| 0–200 km/h | 14,54 s | - |
| 400 m standing start | 12,60 s | 15,40 s |
| 1,000 m standing start | 22,65 s | 29,80 s |
| Top speed limited | 250 km/h | 150 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 340 hp | 6 cyl |
| Torque | 500 Nm | |
| Weight | 1 470 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | 8-speed Steptronic |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 170 hp | Pending |
| Torque | 250 Nm | |
| Weight | 1 270 kg | manufacturer kerb weight |
| Drivetrain | Propulsion | |
| Gearbox | Automatic, single-speed with fixed ratio (9.665:1) |
Off the line, the Bmw M140i hits 100 km/h in 4.54 s versus 7.24 s for the Bmw i3 (120 Ah). Despite lacking instant torque, 340 hp of power compensates. At this point, the Bmw M140i leads by 2.70 s and sits roughly 19 m ahead.
At 200 metres, the Bmw M140i is doing 151 km/h against 122 km/h for the Bmw i3 (120 Ah). The gap is 1.76 s. The challenger starts to claw back ground.
At 400 metres standing start, the Bmw M140i crosses the line in 12.60 s versus 15.40 s. The 2.80 s gap represents roughly 111 m of track - a gap visible to the naked eye.
Past 400 metres, the Bmw M140i continues to build its lead. At 600 metres, it runs at 210 km/h versus 150 km/h. At 1,000 metres, the Bmw M140i finishes in 22.65 s versus 29.80 s, with a 7.15 s lead.
Both rivals are electronically governed, but not at the same level: the Bmw M140i is capped at 250 (i.e. 155 mph - industry threshold) km/h, the Bmw i3 (120 Ah) at 150 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 11.47 seconds. The 2.70 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, M140i F20LCI wins (4,54 s vs 7,24 s).
M140i F20LCI goes from 0 to 100 km/h in 4,54 seconds (calibrated simulation).
M140i F20LCI: 340 hp, ratio 4,32 kg/hp. i3 (120 Ah) I01: 170 hp, ratio 7,47 kg/hp.
M140i F20LCI: 250 km/h. i3 (120 Ah) I01: 150 km/h.