Over 0–100 km/h, F8 Spider and 911 Turbo S 991.2 are neck and neck (2,94 s vs 3,03 s, no significant gap).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | F8 Spider | 911 Turbo S 991.2 | Gap |
|---|---|---|---|
| 0–100 km/h | 3.03 s | 2.94 s | 0.09 s · 911 Turbo S 991.2 |
| 400 m standing start | 10.15 s | 10.55 s | 0.40 s · F8 Spider |
| 1,000 m standing start | 18.12 s | 19.15 s | 1.03 s · F8 Spider |
| Top speed (electronically limited) | 351 km/h | 326 km/h | 25 km/h · F8 Spider |
| Power-to-weight ratio | 2.12 kg/hp | 2.72 kg/hp | better ratio · F8 Spider |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | F8 Spider | 911 Turbo S 991.2 |
|---|---|---|
| 0–30 km/h | 0.90 s | 0.85 s · tight gap |
| 0–50 km/h | 1.50 s | 1.42 s · tight gap |
| 0–80 km/h | 2.42 s | 2.30 s · tight gap |
| 0–100 km/h | 3.03 s | 2.94 s · tight gap |
| 0–120 km/h | 3.64 s · tight gap | 3.75 s |
| 0–160 km/h | 5.23 s | 5.82 s |
| 0–200 km/h | 7.46 s | 8.76 s |
| 400 m standing start | 10.15 s | 10.55 s |
| 1,000 m standing start | 18.12 s | 19.15 s |
| Top speed | 351 km/h | 326 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 | 721 hp | Pending |
| Torque | 770 Nm | |
| Weight | 1 525 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | 7-speed dual-clutch |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 588 hp | B6 |
| Torque | 700 Nm | |
| Weight | 1 600 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | DUAL_CLUTCH |
Off the line, the 911 Turbo S hits 100 km/h in 2.94 s versus 3.03 s for the F8 Spider. The 0.09 s gap is negligible: both vehicles are neck and neck.
At 200 metres, the F8 Spider is doing 190 km/h against 176 km/h for the 911 Turbo S. The gap is 0.14 s. The gap remains stable from the start.
At 400 metres standing start, the F8 Spider crosses the line in 10.15 s versus 10.55 s. The 0.40 s gap represents roughly 24 m of track - two to three car lengths.
Past 400 metres, the F8 Spider continues to build its lead. At 600 metres, it runs at 263 km/h versus 245 km/h. At 1,000 metres, the F8 Spider finishes in 18.12 s versus 19.14 s, with a 1.02 s lead.
On paper, the F8 Spider combines 721 hp, 770 Nm and 1,525 kg - a clear theoretical edge over the 911 Turbo S. Yet the 911 Turbo S launches quicker. At standstill, both motors deliver peak torque from 0 rpm: the decisive factor is no longer raw power, but available grip. If the 911 Turbo S has a better traction coefficient (tyres, weight distribution, traction control calibration), it puts down more force despite inferior specs - exactly what the simulation reflects, calibrated on manufacturer 0-100 km/h times.
Electronically capped at 330 (i.e. 205 mph - industry threshold) km/h, the 911 Turbo S never reaches its natural aerodynamic ceiling in this duel. That’s not a physical limit of the motor - it’s a deliberate manufacturer decision, typically tied to standard-fit tyre ratings or model-range positioning.
With two combustion powertrains, the difference comes down to power-to-weight ratio (2.12 kg/hp vs 2.72 kg/hp) and transmission (Automatic vs Automatic).
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 4.23 seconds. The 0.09 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, F8 Spider and 911 Turbo S 991.2 are neck and neck (2,94 s vs 3,03 s, no significant gap).
F8 Spider goes from 0 to 100 km/h in 3,03 seconds (calibrated simulation).
F8 Spider: 721 hp, ratio 2,12 kg/hp. 911 Turbo S 991.2: 588 hp, ratio 2,72 kg/hp.
F8 Spider: 351 km/h. 911 Turbo S 991.2: 326 km/h.