Over 0–100 km/h, XM 50e G09 wins (5,19 s vs 5,83 s).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | XM 50e G09 | G 450 d W463 | Gap |
|---|---|---|---|
| 0–100 km/h | 5.19 s | 5.83 s | 0.64 s · XM 50e G09 |
| 400 m standing start | 13.44 s | 14.11 s | 0.67 s · XM 50e G09 |
| 1,000 m standing start | 24.30 s | 26.23 s | 1.93 s · XM 50e G09 |
| Top speed (electronically limited) | 250 km/h | 210 km/h | 40 km/h · XM 50e G09 |
| Power-to-weight ratio | 5.50 kg/hp | 6.96 kg/hp | better ratio · XM 50e G09 |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | XM 50e G09 | G 450 d W463 |
|---|---|---|
| 0–30 km/h | 1.39 s | 1.20 s |
| 0–50 km/h | 2.33 s | 2.08 s |
| 0–80 km/h | 3.82 s | 3.97 s |
| 0–100 km/h | 5.19 s | 5.83 s |
| 0–120 km/h | 6.88 s | 8.08 s |
| 0–160 km/h | 11.59 s | 15.02 s |
| 0–200 km/h | 18.84 s | 29.07 s |
| 400 m standing start | 13.44 s | 14.11 s |
| 1,000 m standing start | 24.30 s | 26.23 s |
| Top speed limited | 250 km/h | 210 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 | 476 hp | 4 cyl |
| Torque | 700 Nm | |
| Weight | 2 620 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Eight-speed M Steptronic transmission |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 367 hp | Pending |
| Torque | 750 Nm | |
| Weight | 2 555 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Unknown |
Off the line, the XM 50e hits 100 km/h in 5.19 s versus 5.83 s for the G 450 d. The instant torque of 700 Nm from the electric motor makes the difference. Despite the faster sprint time, the G 450 d is 1 m further along the track at this moment: stronger low-speed acceleration offsets a slower run beyond 100 km/h.
At 200 metres, the XM 50e is doing 139 km/h against 128 km/h for the G 450 d. The gap is 0.26 s. The challenger starts to claw back ground.
At 400 metres standing start, the XM 50e crosses the line in 13.44 s versus 14.11 s. The 0.67 s gap represents roughly 29 m of track - two to three car lengths.
Past 400 metres, the XM 50e continues to build its lead. At 600 metres, it runs at 193 km/h versus 174 km/h. At 1,000 metres, the XM 50e finishes in 24.30 s versus 26.22 s, with a 1.93 s lead.
Both rivals are electronically governed, but not at the same level: the XM 50e is capped at 250 (i.e. 155 mph - industry threshold) km/h, the G 450 d at 210 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 9.41 seconds. The 0.64 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, XM 50e G09 wins (5,19 s vs 5,83 s).
XM 50e G09 goes from 0 to 100 km/h in 5,19 seconds (calibrated simulation).
XM 50e G09: 476 hp, ratio 5,50 kg/hp. G 450 d W463: 367 hp, ratio 6,96 kg/hp.
XM 50e G09: 250 km/h. G 450 d W463: 210 km/h.