Over 0–100 km/h, M5 CS F90 wins (3,03 s vs 8,92 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 | 600e 156 | |
|---|---|---|
| 0–100 km/h | 3,03 s−5,89 s | 8,92 s |
| 400 m standing start | 10,82 s−5,91 s | 16,73 s |
| 1,000 m standing start | 19,94 s−11,29 s | 31,23 s |
| Top speed (electronically limited) | 295 km/h+145 km/h | 150 km/h |
| Power-to-weight ratio | 2,87 kg/hpbetter ratio | 10,06 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 | 600e 156 |
|---|---|---|
| 0–30 km/h | 0,91 s | 2,38 s |
| 0–50 km/h | 1,51 s | 3,98 s |
| 0–80 km/h | 2,37 s | 6,56 s |
| 0–100 km/h | 3,03 s | 8,92 s |
| 0–120 km/h | 3,74 s | 12,08 s |
| 0–160 km/h | 6,21 s | - |
| 0–200 km/h | 9,97 s | - |
| 400 m standing start | 10,82 s | 16,73 s |
| 1,000 m standing start | 19,94 s | 31,23 s |
| Top speed | 295 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 | 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 | 156 hp | Pending |
| Torque | 260 Nm | |
| Weight | 1 570 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | single-speed reducer (BEV) |
Off the line, the Bmw M5 CS hits 100 km/h in 3.03 s versus 8.92 s for the 600e 156. Despite lacking instant torque, 635 hp of power compensates. At this point, the Bmw M5 CS leads by 5.89 s and sits roughly 27 m ahead.
At 200 metres, the Bmw M5 CS is doing 170 km/h against 115 km/h for the 600e 156. The gap is 4.09 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 16.73 s. The 5.92 s gap represents roughly 210 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 150 km/h. At 1,000 metres, the Bmw M5 CS finishes in 19.94 s versus 31.23 s, with a 11.29 s lead.
Both rivals are electronically governed, but not at the same level: the Bmw M5 CS is capped at 305 km/h, the 600e 156 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 14.15 seconds. The 5.89 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, M5 CS F90 wins (3,03 s vs 8,92 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. 600e 156: 156 hp, ratio 10,06 kg/hp.
M5 CS F90: 295 km/h. 600e 156: 150 km/h.