Over 0–100 km/h, Mustang Mach-E GT wins (3,73 s vs 6,29 s).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | Mustang Mach-E GT | Cayenne S Hybrid | Gap |
|---|---|---|---|
| 0–100 km/h | 3.73 s | 6.29 s | 2.56 s · Mustang Mach-E GT |
| 400 m standing start | 12.00 s | 14.49 s | 2.49 s · Mustang Mach-E GT |
| 1,000 m standing start | 22.87 s | 26.81 s | 3.94 s · Mustang Mach-E GT |
| Top speed (electronically limited) | 200 km/h | 228 km/h | 28 km/h · Cayenne S Hybrid |
| Power-to-weight ratio | 4.33 kg/hp | 5.82 kg/hp | better ratio · Mustang Mach-E GT |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | Mustang Mach-E GT | Cayenne S Hybrid |
|---|---|---|
| 0–30 km/h | 1.02 s | 1.28 s |
| 0–50 km/h | 1.70 s | 2.20 s |
| 0–80 km/h | 2.78 s | 4.28 s |
| 0–100 km/h | 3.73 s | 6.29 s |
| 0–120 km/h | 4.94 s | 8.60 s |
| 0–160 km/h | 8.62 s | 15.88 s |
| 0–200 km/h | 14.27 s | 31.45 s |
| 400 m standing start | 12.00 s | 14.49 s |
| 1,000 m standing start | 22.87 s | 26.81 s |
| Top speed | 200 km/h | 228 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 | 487 hp | Pending |
| Torque | 860 Nm | |
| Weight | 2 108 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | single-speed reduction |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 385 hp | Engine block and cylinder heads formed in aluminum |
| Torque | 580 Nm | |
| Weight | 2 240 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Unknown |
Off the line, the Mustang Mach-E GT hits 100 km/h in 3.73 s versus 6.29 s for the Cayenne S Hybrid. The instant torque of 860 Nm from the electric motor makes the difference. At this point, the Mustang Mach-E GT leads by 2.56 s and sits roughly 14 m ahead.
At 200 metres, the Mustang Mach-E GT is doing 152 km/h against 125 km/h for the Cayenne S Hybrid. The gap is 1.58 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 14.49 s. The 2.49 s gap represents roughly 102 m of track - a gap visible to the naked eye.
Past 400 metres, the Mustang Mach-E GT continues to build its lead. At 600 metres, it runs at 200 km/h versus 171 km/h. At 1,000 metres, the Mustang Mach-E GT finishes in 22.87 s versus 26.81 s, with a 3.94 s lead. Despite a higher top speed (228 km/h), the Cayenne S Hybrid never recovers its launch deficit.
Both rivals are electronically governed, but not at the same level: the Mustang Mach-E GT is capped at 200 km/h, the Cayenne S Hybrid at 242 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 10.10 seconds. The 2.56 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 6,29 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. Cayenne S Hybrid: 385 hp, ratio 5,82 kg/hp.
Mustang Mach-E GT: 200 km/h. Cayenne S Hybrid: 228 km/h.