Over 0–100 km/h, Mustang Mach-E GT wins (3,73 s vs 4,42 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 Mach-E GT | SQ5 SUV | |
|---|---|---|
| 0–100 km/h | 3,73 s−0,69 s | 4,42 s |
| 400 m standing start | 12,00 s−0,76 s | 12,76 s |
| 1,000 m standing start | 22,87 s−0,63 s | 23,50 s |
| Top speed (electronically limited) | 200 km/h | 250 km/h−50 km/h |
| Power-to-weight ratio | 4,33 kg/hpbetter ratio | 5,56 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 Mach-E GT | SQ5 SUV |
|---|---|---|
| 0–30 km/h | 1,02 s | 1,06 stight gap |
| 0–50 km/h | 1,70 s | 1,78 stight gap |
| 0–80 km/h | 2,78 s | 3,15 s |
| 0–100 km/h | 3,73 s | 4,42 s |
| 0–120 km/h | 4,94 s | 6,02 s |
| 0–160 km/h | 8,62 s | 10,50 s |
| 0–200 km/h | 14,27 s | 17,55 s |
| 400 m standing start | 12,00 s | 12,76 s |
| 1,000 m standing start | 22,87 s | 23,50 s |
| Top speed limited | 200 km/h | 250 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 487 hp | Pending |
| Torque | 860 Nm | |
| Weight | 2 108 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | single-speed reduction |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 367 hp | Pending |
| Torque | 550 Nm | |
| Weight | 2 040 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | 7-speed S tronic |
Off the line, the Mustang Mach-E GT hits 100 km/h in 3.73 s versus 4.42 s for the SQ5 SUV. The instant torque of 860 Nm from the electric motor makes the difference. At this point, the Mustang Mach-E GT leads by 0.69 s and sits roughly 4 m ahead.
At 200 metres, the Mustang Mach-E GT is doing 152 km/h against 142 km/h for the SQ5 SUV. The gap is 0.48 s. The challenger starts to claw back ground.
At 400 metres standing start, the Mustang Mach-E GT crosses the line in 11.99 s versus 12.76 s. The 0.76 s gap represents roughly 37 m of track - a gap visible to the naked eye.
Past 400 metres, the gap narrows. The Mustang Mach-E GT maxes out at 200 km/h while the SQ5 SUV keeps accelerating towards 250 (i.e. 155 mph - industry threshold) km/h. At 600 metres, the gap is down to 0.96 s from 0.76 s at 400 metres.
At 1,000 metres, the Mustang Mach-E GT finishes in 22.87 s versus 23.50 s, with just 0.63 s to spare. The SQ5 SUV fails to fully close the launch gap.
Both rivals are electronically governed, but not at the same level: the Mustang Mach-E GT is capped at 200 km/h, the SQ5 SUV at 250 (i.e. 155 mph - industry threshold) 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 6.96 seconds. The 0.69 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, Mustang Mach-E GT wins (3,73 s vs 4,42 s).
Mustang Mach-E GT goes from 0 to 100 km/h in 3,73 seconds (calibrated simulation).
Mustang Mach-E GT: 487 hp, ratio 4,33 kg/hp. SQ5 SUV: 367 hp, ratio 5,56 kg/hp.
Mustang Mach-E GT: 200 km/h. SQ5 SUV: 250 km/h.