Over 0–100 km/h, M5 CS F90 wins (3,03 s vs 5,16 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 CS F90 | 745e G11 | |
|---|---|---|
| 0–100 km/h | 3,03 s−2,13 s | 5,16 s |
| 400 m standing start | 10,82 s−2,55 s | 13,37 s |
| 1,000 m standing start | 19,94 s−4,14 s | 24,08 s |
| Top speed (electronically limited) | 295 km/h+45 km/h | 250 km/h |
| Power-to-weight ratio | 2,87 kg/hpbetter ratio | 5,08 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 | M5 CS F90 | 745e G11 |
|---|---|---|
| 0–30 km/h | 0,91 s | 1,38 s |
| 0–50 km/h | 1,51 s | 2,29 s |
| 0–80 km/h | 2,37 s | 3,80 s |
| 0–100 km/h | 3,03 s | 5,16 s |
| 0–120 km/h | 3,74 s | 6,84 s |
| 0–160 km/h | 6,21 s | 11,35 s |
| 0–200 km/h | 9,97 s | 18,09 s |
| 400 m standing start | 10,82 s | 13,37 s |
| 1,000 m standing start | 19,94 s | 24,08 s |
| Top speed limited | 295 km/h | 250 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 635 hp | Pending |
| Torque | 750 Nm | |
| Weight | 1 825 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | 8-speed M Steptronic transmission with Drivelogic, transmission oil cooling |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 394 hp | Pending |
| Torque | 600 Nm | |
| Weight | 2 000 kg | manufacturer kerb weight |
| Drivetrain | Propulsion | |
| Gearbox | Eight-speed Steptronic transmission |
Off the line, the Bmw M5 CS hits 100 km/h in 3.03 s versus 5.16 s for the Bmw 745e. Despite lacking instant torque, 635 hp of power compensates. At this point, the Bmw M5 CS leads by 2.13 s and sits roughly 15 m ahead.
At 200 metres, the Bmw M5 CS is doing 170 km/h against 139 km/h for the Bmw 745e. The gap is 1.76 s. The challenger starts to claw back ground.
At 400 metres standing start, the Bmw M5 CS crosses the line in 10.81 s versus 13.37 s. The 2.55 s gap represents roughly 117 m of track - a gap visible to the naked eye.
Past 400 metres, the Bmw M5 CS continues to build its lead. At 600 metres, it runs at 231 km/h versus 196 km/h. At 1,000 metres, the Bmw M5 CS finishes in 19.94 s versus 24.07 s, with a 4.14 s lead.
The Bmw M5 CS features all-wheel drive (AWD) against the Bmw 745e’s RWD. At low speeds (0-30, 0-50, 0-80 km/h), AWD doubles the driven contact area: all four wheels transmit torque to the road, virtually eliminating wheelspin at launch. This traction advantage is decisive in the range where the motor delivers peak torque, before power and aerodynamics take over.
Both rivals are electronically governed, but not at the same level: the Bmw M5 CS is capped at 305 km/h, the Bmw 745e at 250 (i.e. 155 mph - industry threshold) 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 7.80 seconds. The 2.13 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 CS F90 wins (3,03 s vs 5,16 s).
M5 CS F90 goes from 0 to 100 km/h in 3,03 seconds (calibrated simulation).
M5 CS F90: 635 hp, ratio 2,87 kg/hp. 745e G11: 394 hp, ratio 5,08 kg/hp.
M5 CS F90: 295 km/h. 745e G11: 250 km/h.