Over 0–100 km/h, M5 F90 wins (3,42 s vs 3,74 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.
| M5 F90 | F-TYPE R P575 | |
|---|---|---|
| 0–100 km/h | 3,42 s−0,31 s | 3,74 s |
| 400 m standing start | 11,25 s−0,27 s | 11,52 s |
| 1,000 m standing start | 20,43 s−0,27 s | 20,70 s |
| Top speed (electronically limited) | 250 km/h | 300 km/h−50 km/h |
| Power-to-weight ratio | 3,16 kg/hp | 3,03 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 | M5 F90 | F-TYPE R P575 |
|---|---|---|
| 0–30 km/h | 0,97 s | 1,10 stight gap |
| 0–50 km/h | 1,62 s | 1,83 s |
| 0–80 km/h | 2,56 s | 2,99 s |
| 0–100 km/h | 3,42 s | 3,74 s |
| 0–120 km/h | 4,38 s | 4,75 s |
| 0–160 km/h | 7,00 s | 7,30 s |
| 0–200 km/h | 10,73 s | 11,00 s |
| 400 m standing start | 11,25 s | 11,52 s |
| 1,000 m standing start | 20,43 s | 20,70 s |
| Top speed limited | 250 km/h | 300 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 600 hp | Pending |
| Torque | 750 Nm | |
| Weight | 1 895 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Eight-speed M Steptronic transmission with Drivelogic, transmission oil cooling |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 575 hp | Pending |
| Torque | 700 Nm | |
| Weight | 1 745 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | 8-speed automatic ZF |
Off the line, the M5 hits 100 km/h in 3.43 s versus 3.74 s for the F-TYPE R P575. At this point, the M5 leads by 0.31 s and sits roughly 6 m ahead.
At 200 metres, the M5 is doing 165 km/h against 165 km/h for the F-TYPE R P575. The gap is 0.26 s. The gap remains stable from the start.
At 400 metres standing start, the M5 crosses the line in 11.25 s versus 11.52 s. The 0.27 s gap represents roughly 15 m of track - two to three car lengths.
Past 400 metres, the M5 continues to build its lead. At 600 metres, it runs at 231 km/h versus 230 km/h. At 1,000 metres, the M5 finishes in 20.43 s versus 20.70 s, with a 0.27 s lead. Despite a higher top speed (300 km/h), the F-TYPE R P575 never recovers its launch deficit.
Both rivals are electronically governed, but not at the same level: the M5 is capped at 250 (i.e. 155 mph - industry threshold) km/h, the F-TYPE R P575 at 300 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.
With two combustion powertrains, the difference comes down to power-to-weight ratio (3.16 kg/hp vs 3.03 kg/hp) and transmission (Automatic vs Automatic).
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 5.27 seconds. The 0.31 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, M5 F90 wins (3,42 s vs 3,74 s).
M5 F90 goes from 0 to 100 km/h in 3,42 seconds (calibrated simulation).
M5 F90: 600 hp, ratio 3,16 kg/hp. F-TYPE R P575: 575 hp, ratio 3,03 kg/hp.
M5 F90: 250 km/h. F-TYPE R P575: 300 km/h.