Over 0–100 km/h, e-208 156 Phase 2 wins (8,12 s vs 8,92 s).
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.
| 600e 156 | e-208 156 Phase 2 | |
|---|---|---|
| 0–100 km/h | 8,92 s | 8,12 s+0,80 s |
| 400 m standing start | 16,73 s | 16,14 s+0,59 s |
| 1,000 m standing start | 31,23 s | 30,57 s+0,66 s |
| Top speed (electronically limited) | 150 km/h | 150 km/h |
| Power-to-weight ratio | 10,06 kg/hp | 9,33 kg/hpbetter ratio |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
Simulated performance at each stage. Winner in green.
| Palier | 600e 156 | e-208 156 Phase 2 |
|---|---|---|
| 0–30 km/h | 2,38 s | 2,21 s |
| 0–50 km/h | 3,98 s | 3,69 s |
| 0–80 km/h | 6,56 s | 6,03 s |
| 0–100 km/h | 8,92 s | 8,12 s |
| 0–120 km/h | 12,08 s | 10,92 s |
| 400 m standing start | 16,73 s | 16,14 s |
| 1,000 m standing start | 31,23 s | 30,57 s |
| Top speed | 150 km/h | 150 km/h |
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 | 156 hp | Synchrone a aimants permanents 115 kW |
| Torque | 260 Nm | |
| Weight | 1 455 kg | manufacturer kerb weight |
| Drivetrain | Traction | |
| Gearbox | Single-speed fixed gear |
Off the line, the e-208 156 Phase 2 hits 100 km/h in 8.12 s versus 8.92 s for the 600e 156. At this point, the e-208 156 Phase 2 leads by 0.80 s and sits roughly 8 m ahead.
At 200 metres, the e-208 156 Phase 2 is doing 119 km/h against 115 km/h for the 600e 156. The gap is 0.41 s. The challenger starts to claw back ground.
At 400 metres standing start, the e-208 156 Phase 2 crosses the line in 16.14 s versus 16.73 s. The 0.59 s gap represents roughly 23 m of track - two to three car lengths.
Past 400 metres, the e-208 156 Phase 2 continues to build its lead. At 600 metres, it runs at 150 km/h versus 150 km/h. At 1,000 metres, the e-208 156 Phase 2 finishes in 30.57 s versus 31.23 s, with a 0.66 s lead. Both vehicles have similar top speeds (150 vs 150 km/h), preventing any comeback.
Both rivals share the same electronic speed cap: the 600e 156 and the e-208 156 Phase 2 are governed to 150 km/h. At that speed, standard-fit tyres approach their safety threshold - an industrial ceiling common to most electric vehicles in this segment. Neither car shows its true aerodynamic potential in this duel.
With two electric powertrains, the difference comes down to power-to-weight ratio (10.06 kg/hp vs 9.33 kg/hp) and transmission (Automatic vs Automatic).
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 14.15 seconds. The 0.80 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, e-208 156 Phase 2 wins (8,12 s vs 8,92 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. e-208 156 Phase 2: 156 hp, ratio 9,33 kg/hp.
600e 156: 150 km/h. e-208 156 Phase 2: 150 km/h.