Over 0–100 km/h, Mustang Mach-E GT wins (3,73 s vs 5,28 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 | Panamera 971 | |
|---|---|---|
| 0–100 km/h | 3,73 s−1,55 s | 5,28 s |
| 400 m standing start | 12,00 s−1,58 s | 13,58 s |
| 1,000 m standing start | 22,87 s−1,79 s | 24,66 s |
| Top speed (electronically limited) | 200 km/h | 264 km/h−64 km/h |
| Power-to-weight ratio | 4,33 kg/hpbetter ratio | 5,42 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 | Panamera 971 |
|---|---|---|
| 0–30 km/h | 1,02 s | 1,40 s |
| 0–50 km/h | 1,70 s | 2,30 s |
| 0–80 km/h | 2,78 s | 3,87 s |
| 0–100 km/h | 3,73 s | 5,28 s |
| 0–120 km/h | 4,94 s | 7,13 s |
| 0–160 km/h | 8,62 s | 12,03 s |
| 0–200 km/h | 14,27 s | 20,06 s |
| 400 m standing start | 12,00 s | 13,58 s |
| 1,000 m standing start | 22,87 s | 24,66 s |
| Top speed | 200 km/h | 264 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 | 335 hp | V6 |
| Torque | 449 Nm | |
| Weight | 1 815 kg | manufacturer kerb weight |
| Drivetrain | Propulsion | |
| Gearbox | DUAL_CLUTCH |
Off the line, the Mustang Mach-E GT hits 100 km/h in 3.73 s versus 5.28 s for the Panamera. The instant torque of 860 Nm from the electric motor makes the difference. At this point, the Mustang Mach-E GT leads by 1.55 s and sits roughly 14 m ahead.
At 200 metres, the Mustang Mach-E GT is doing 152 km/h against 136 km/h for the Panamera. The gap is 1.14 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 13.57 s. The 1.58 s gap represents roughly 72 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 190 km/h. At 1,000 metres, the Mustang Mach-E GT finishes in 22.87 s versus 24.66 s, with a 1.79 s lead. Despite a higher top speed (264 km/h), the Panamera never recovers its launch deficit.
The Mustang Mach-E GT features all-wheel drive (AWD) against the Panamera’s RWD. At low speeds (0-30, 0-50, 0-80 km/h), AWD doubles the driven contact area: all four wheels transmit torque to the road, virtually eliminating wheelspin at launch. This traction advantage is decisive in the range where the motor delivers peak torque, before power and aerodynamics take over.
Both rivals are electronically governed, but not at the same level: the Mustang Mach-E GT is capped at 200 km/h, the Panamera at 264 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 8.22 seconds. The 1.55 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 5,28 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. Panamera 971: 335 hp, ratio 5,42 kg/hp.
Mustang Mach-E GT: 200 km/h. Panamera 971: 264 km/h.