Over 0–100 km/h, ë-C4 FWD wins (9,77 s vs 9,90 s).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | ë-C4 FWD | Jazz e:HEV | Gap |
|---|---|---|---|
| 0–100 km/h | 9.77 s | 9.90 s | 0.13 s · ë-C4 FWD |
| 400 m standing start | 17.29 s | 17.09 s | 0.20 s · Jazz e:HEV |
| 1,000 m standing start | 31.40 s | 31.95 s | 0.55 s · ë-C4 FWD |
| Top speed (electronically limited) | 204 km/h | 170 km/h | 34 km/h · ë-C4 FWD |
| Power-to-weight ratio | 11.25 kg/hp | 11.18 kg/hp | better ratio · Jazz e:HEV |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | ë-C4 FWD | Jazz e:HEV |
|---|---|---|
| 0–30 km/h | 2.48 s | 1.81 s |
| 0–50 km/h | 4.14 s | 3.30 s |
| 0–80 km/h | 7.01 s | 6.60 s |
| 0–100 km/h | 9.77 s · tight gap | 9.90 s |
| 0–120 km/h | 13.48 s | 14.34 s |
| 0–160 km/h | 27.16 s | 34.79 s |
| 0–200 km/h | 83.94 s | - |
| 400 m standing start | 17.29 s | 17.09 s |
| 1,000 m standing start | 31.40 s | 31.95 s |
| Top speed | 204 km/h | 170 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 | 136 hp | Pending |
| Torque | 260 Nm | |
| Weight | 1 530 kg | manufacturer kerb weight |
| Drivetrain | Traction | |
| Gearbox | Single-speed fixed gear |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 107 hp | Pending |
| Torque | 253 Nm | |
| Weight | 1 196 kg | manufacturer kerb weight |
| Drivetrain | Traction | |
| Gearbox | e-CVT (Honda i-MMD) |
Off the line, the ë-C4 FWD hits 100 km/h in 9.77 s versus 9.90 s for the Jazz e:HEV. The instant torque of 260 Nm from the electric motor makes the difference. Despite the faster sprint time, the Jazz e:HEV is 14 m further along the track at this moment: stronger low-speed acceleration offsets a slower run beyond 100 km/h.
At 200 metres, the Jazz e:HEV is doing 106 km/h against 110 km/h for the ë-C4 FWD. The gap is 0.45 s. The gap widens compared to the 0-100.
At 400 metres standing start, the Jazz e:HEV crosses the line in 17.08 s versus 17.29 s. The 0.20 s gap represents roughly 8 m of track - barely a car length.
Past 400 metres, the situation changes. The Jazz e:HEV maxes out at 170 km/h while the ë-C4 FWD keeps accelerating towards 204 km/h. At 600 metres, the gap has dropped to 0.04 s.
Around 569 metres, both vehicles are level. This is the inversion point: the ë-C4 FWD overcomes its launch deficit thanks to a 34 km/h higher top speed.
At 1,000 metres, the ë-C4 FWD finishes in 31.39 s versus 31.95 s. The 0.55 s delta in favour of the ë-C4 FWD shows that top speed makes a clear difference.
Both rivals are electronically governed, but not at the same level: the ë-C4 FWD is capped at 150 km/h, the Jazz e:HEV at 170 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 17.33 seconds. The 0.13 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, ë-C4 FWD wins (9,77 s vs 9,90 s).
ë-C4 FWD goes from 0 to 100 km/h in 9,77 seconds (calibrated simulation).
ë-C4 FWD: 136 hp, ratio 11,25 kg/hp. Jazz e:HEV: 107 hp, ratio 11,18 kg/hp.
ë-C4 FWD: 204 km/h. Jazz e:HEV: 170 km/h.