Over 0–100 km/h, M5 Touring G90 wins (3,55 s vs 4,42 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 Touring G90 | SQ5 SUV | |
|---|---|---|
| 0–100 km/h | 3,55 s−0,87 s | 4,42 s |
| 400 m standing start | 11,38 s−1,38 s | 12,76 s |
| 1,000 m standing start | 20,41 s−3,09 s | 23,50 s |
| Top speed (electronically limited) | 305 km/h+55 km/h | 250 km/h |
| Power-to-weight ratio | 3,29 kg/hpbetter ratio | 5,56 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 Touring G90 | SQ5 SUV |
|---|---|---|
| 0–30 km/h | 1,04 s | 1,06 stight gap |
| 0–50 km/h | 1,73 s | 1,78 stight gap |
| 0–80 km/h | 2,75 s | 3,15 s |
| 0–100 km/h | 3,55 s | 4,42 s |
| 0–120 km/h | 4,53 s | 6,02 s |
| 0–160 km/h | 7,11 s | 10,50 s |
| 0–200 km/h | 10,82 s | 17,55 s |
| 400 m standing start | 11,38 s | 12,76 s |
| 1,000 m standing start | 20,41 s | 23,50 s |
| Top speed limited | 305 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 | 727 hp | Pending |
| Torque | 1000 Nm | |
| Weight | 2 390 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | 8-speed M Steptronic |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 367 hp | Pending |
| Torque | 550 Nm | |
| Weight | 2 040 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | 7-speed S tronic |
Off the line, the M5 Touring hits 100 km/h in 3.55 s versus 4.42 s for the SQ5 SUV. The instant torque of 1,000 Nm from the electric motor makes the difference. At this point, the M5 Touring leads by 0.87 s and sits roughly 4 m ahead.
At 200 metres, the M5 Touring is doing 165 km/h against 142 km/h for the SQ5 SUV. The gap is 0.73 s. The challenger starts to claw back ground.
At 400 metres standing start, the M5 Touring crosses the line in 11.38 s versus 12.76 s. The 1.38 s gap represents roughly 65 m of track - a gap visible to the naked eye.
Past 400 metres, the M5 Touring continues to build its lead. At 600 metres, it runs at 232 km/h versus 196 km/h. At 1,000 metres, the M5 Touring finishes in 20.40 s versus 23.50 s, with a 3.10 s lead.
Both rivals are electronically governed, but not at the same level: the M5 Touring is capped at 305 km/h, the SQ5 SUV 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 6.96 seconds. The 0.87 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, M5 Touring G90 wins (3,55 s vs 4,42 s).
M5 Touring G90 goes from 0 to 100 km/h in 3,55 seconds (calibrated simulation).
M5 Touring G90: 727 hp, ratio 3,29 kg/hp. SQ5 SUV: 367 hp, ratio 5,56 kg/hp.
M5 Touring G90: 305 km/h. SQ5 SUV: 250 km/h.