Over 0–100 km/h, M5 F90 wins (3,42 s vs 5,29 s).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | M5 F90 | C 400 e 4MATIC Limousine W206 | Gap |
|---|---|---|---|
| 0–100 km/h | 3.42 s | 5.29 s | 1.87 s · M5 F90 |
| 400 m standing start | 11.25 s | 13.55 s | 2.30 s · M5 F90 |
| 1,000 m standing start | 20.43 s | 24.54 s | 4.11 s · M5 F90 |
| Top speed (electronically limited) | 250 km/h | 240 km/h | 10 km/h · M5 F90 |
| Power-to-weight ratio | 3.16 kg/hp | 5.59 kg/hp | better ratio · M5 F90 |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | M5 F90 | C 400 e 4MATIC Limousine W206 |
|---|---|---|
| 0–30 km/h | 0.97 s | 1.36 s |
| 0–50 km/h | 1.62 s | 2.05 s |
| 0–80 km/h | 2.56 s | 3.73 s |
| 0–100 km/h | 3.42 s | 5.29 s |
| 0–120 km/h | 4.38 s | 7.11 s |
| 0–160 km/h | 7.00 s | 12.14 s |
| 0–200 km/h | 10.73 s | 19.52 s |
| 400 m standing start | 11.25 s | 13.55 s |
| 1,000 m standing start | 20.43 s | 24.54 s |
| Top speed limited | 250 km/h | 240 km/h |
Physics model calibrated on manufacturer splits. The limited top speed is not the real aerodynamic top speed of the vehicles.
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 | 381 hp | 4 cyl |
| Torque | 650 Nm | |
| Weight | 2 130 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Unknown |
Off the line, the M5 hits 100 km/h in 3.43 s versus 5.29 s for the C 400 e 4MATIC Limousine. Despite lacking instant torque, 600 hp of power compensates. At this point, the M5 leads by 1.87 s and sits roughly 13 m ahead.
At 200 metres, the M5 is doing 165 km/h against 135 km/h for the C 400 e 4MATIC Limousine. The gap is 1.46 s. The challenger starts to claw back ground.
At 400 metres standing start, the M5 crosses the line in 11.25 s versus 13.55 s. The 2.30 s gap represents roughly 103 m of track - a gap visible to the naked eye.
Past 400 metres, the M5 continues to build its lead. At 600 metres, it runs at 231 km/h versus 191 km/h. At 1,000 metres, the M5 finishes in 20.43 s versus 24.53 s, with a 4.11 s lead. Both vehicles have similar top speeds (250 (i.e. 155 mph - industry threshold) vs 240 km/h), preventing any comeback.
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 C 400 e 4MATIC Limousine 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 8.28 seconds. The 1.87 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, M5 F90 wins (3,42 s vs 5,29 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. C 400 e 4MATIC Limousine W206: 381 hp, ratio 5,59 kg/hp.
M5 F90: 250 km/h. C 400 e 4MATIC Limousine W206: 240 km/h.