Over 0–100 km/h, Mustang GT 449 wins (4,58 s vs 4,75 s).
Performance comparison
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.
| Mustang GT 449 | Boxster Spyder 987 | |
|---|---|---|
| 0–100 km/h | 4,58 s−0,16 s | 4,75 s |
| 400 m standing start | 12,48 s−0,33 s | 12,81 s |
| 1,000 m standing start | 22,20 s−0,78 s | 22,98 s |
| Top speed (electronically limited) | 250 km/h | 272 km/h−22 km/h |
| Power-to-weight ratio | 3,88 kg/hpbetter ratio | 3,98 kg/hp |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
Simulated performance at each stage. Winner in green.
| Palier | Mustang GT 449 | Boxster Spyder 987 |
|---|---|---|
| 0–30 km/h | 1,39 s | 1,27 stight gap |
| 0–50 km/h | 2,29 s | 2,12 s |
| 0–80 km/h | 3,61 s | 3,75 stight gap |
| 0–100 km/h | 4,58 s | 4,75 s |
| 0–120 km/h | 5,75 s | 6,27 s |
| 0–160 km/h | 8,94 s | 9,61 s |
| 0–200 km/h | 13,47 s | 15,02 s |
| 400 m standing start | 12,48 s | 12,81 s |
| 1,000 m standing start | 22,20 s | 22,98 s |
| Top speed limited | 250 km/h | 272 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 455 hp | Pending |
| Torque | 542 Nm | |
| Weight | 1 764 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | 6-speed manual |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 320 hp | B6 |
| Torque | 370 Nm | |
| Weight | 1 275 kg | manufacturer kerb weight |
| Drivetrain | Propulsion | |
| Gearbox | Unknown |
Off the line, the Mustang GT 449 hits 100 km/h in 4.59 s versus 4.75 s for the Boxster Spyder. The 0.16 s gap is negligible: both vehicles are neck and neck.
At 200 metres, the Mustang GT 449 is doing 154 km/h against 148 km/h for the Boxster Spyder. The gap is 0.15 s. The gap remains stable from the start.
At 400 metres standing start, the Mustang GT 449 crosses the line in 12.48 s versus 12.80 s. The 0.32 s gap represents roughly 17 m of track - two to three car lengths.
Past 400 metres, the Mustang GT 449 continues to build its lead. At 600 metres, it runs at 216 km/h versus 206 km/h. At 1,000 metres, the Mustang GT 449 finishes in 22.20 s versus 22.97 s, with a 0.77 s lead. Despite a higher top speed (272 km/h), the Boxster Spyder never recovers its launch deficit.
Electronically capped at 250 (i.e. 155 mph - industry threshold) km/h, the Mustang GT 449 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 (3.88 kg/hp vs 3.98 kg/hp) and transmission (Manual vs Unknown).
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 7.05 seconds. The 0.16 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, Mustang GT 449 wins (4,58 s vs 4,75 s).
Mustang GT 449 goes from 0 to 100 km/h in 4,58 seconds (calibrated simulation).
Mustang GT 449: 455 hp, ratio 3,88 kg/hp. Boxster Spyder 987: 320 hp, ratio 3,98 kg/hp.
Mustang GT 449: 250 km/h. Boxster Spyder 987: 272 km/h.