Over 0–100 km/h, 600e 156 wins (8,92 s vs 9,13 s).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | 600e 156 | 318d F30 | Gap |
|---|---|---|---|
| 0–100 km/h | 8.92 s | 9.13 s | 0.21 s · 600e 156 |
| 400 m standing start | 16.73 s | 16.56 s | 0.17 s · 318d F30 |
| 1,000 m standing start | 31.23 s | 30.51 s | 0.72 s · 318d F30 |
| Top speed (electronically limited) | 150 km/h | 209 km/h | 59 km/h · 318d F30 |
| Power-to-weight ratio | 10.06 kg/hp | 10.45 kg/hp | better ratio · 600e 156 |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | 600e 156 | 318d F30 |
|---|---|---|
| 0–30 km/h | 2.38 s | 1.65 s |
| 0–50 km/h | 3.98 s | 3.00 s |
| 0–80 km/h | 6.56 s | 6.15 s |
| 0–100 km/h | 8.92 s | 9.13 s |
| 0–120 km/h | 12.08 s | 12.95 s |
| 0–160 km/h | - | 25.23 s |
| 0–200 km/h | - | 61.46 s |
| 400 m standing start | 16.73 s | 16.56 s |
| 1,000 m standing start | 31.23 s | 30.51 s |
| Top speed | 150 km/h | 209 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 | 156 hp | Pending |
| Torque | 260 Nm | |
| Weight | 1 570 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | single-speed reducer (BEV) |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 143 hp | Pending |
| Torque | 320 Nm | |
| Weight | 1 495 kg | manufacturer kerb weight |
| Drivetrain | Propulsion | |
| Gearbox | 8-speed automatic (Steptronic) |
Off the line, the 600e 156 hits 100 km/h in 8.92 s versus 9.13 s for the 318d. The instant torque of 260 Nm from the electric motor makes the difference. Despite the faster sprint time, the 318d is 15 m further along the track at this moment: stronger low-speed acceleration offsets a slower run beyond 100 km/h.
At 200 metres, the 318d is doing 109 km/h against 115 km/h for the 600e 156. The gap is 0.44 s. The gap widens compared to the 0-100.
At 400 metres standing start, the 318d crosses the line in 16.56 s versus 16.73 s. The 0.18 s gap represents roughly 7 m of track - barely a car length.
Past 400 metres, the 318d continues to build its lead. At 600 metres, it runs at 151 km/h versus 150 km/h. At 1,000 metres, the 318d finishes in 30.51 s versus 31.23 s, with a 0.71 s lead.
Both rivals are electronically governed, but not at the same level: the 600e 156 is capped at 150 km/h, the 318d 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 15.33 seconds. The 0.21 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, 600e 156 wins (8,92 s vs 9,13 s).
600e 156 goes from 0 to 100 km/h in 8,92 seconds (calibrated simulation).
600e 156: 156 hp, ratio 10,06 kg/hp. 318d F30: 143 hp, ratio 10,45 kg/hp.
600e 156: 150 km/h. 318d F30: 209 km/h.