Over 0–100 km/h, 120i F40 wins (6,91 s vs 8,04 s).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | Civic e:HEV | 120i F40 | Gap |
|---|---|---|---|
| 0–100 km/h | 8.04 s | 6.91 s | 1.13 s · 120i F40 |
| 400 m standing start | 15.94 s | 15.02 s | 0.92 s · 120i F40 |
| 1,000 m standing start | 28.45 s | 27.09 s | 1.36 s · 120i F40 |
| Top speed (electronically limited) | 180 km/h | 235 km/h | 55 km/h · 120i F40 |
| Power-to-weight ratio | 7.49 kg/hp | 7.81 kg/hp | better ratio · Civic e:HEV |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | Civic e:HEV | 120i F40 |
|---|---|---|
| 0–30 km/h | 2.25 s | 1.76 s |
| 0–50 km/h | 3.75 s | 2.94 s |
| 0–80 km/h | 6.16 s | 4.96 s |
| 0–100 km/h | 8.04 s | 6.91 s |
| 0–120 km/h | 10.57 s | 9.21 s |
| 0–160 km/h | 17.70 s | 16.06 s |
| 0–200 km/h | - | 27.89 s |
| 400 m standing start | 15.94 s | 15.02 s |
| 1,000 m standing start | 28.45 s | 27.09 s |
| Top speed | 180 km/h | 235 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 | 181 hp | Pending |
| Torque | 315 Nm | |
| Weight | 1 355 kg | manufacturer kerb weight |
| Drivetrain | Traction | |
| Gearbox | e-CVT (Honda i-MMD) |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 178 hp | 4 cyl |
| Torque | 280 Nm | |
| Weight | 1 390 kg | manufacturer kerb weight |
| Drivetrain | Traction | |
| Gearbox | Seven-speed Steptronic dual-clutch transmission |
Off the line, the 120i hits 100 km/h in 6.91 s versus 8.04 s for the Civic e:HEV. At this point, the 120i leads by 1.13 s and sits roughly 19 m ahead.
At 200 metres, the 120i is doing 124 km/h against 121 km/h for the Civic e:HEV. The gap is 0.83 s. The challenger starts to claw back ground.
At 400 metres standing start, the 120i crosses the line in 15.02 s versus 15.94 s. The 0.92 s gap represents roughly 38 m of track - a gap visible to the naked eye.
Past 400 metres, the 120i continues to build its lead. At 600 metres, it runs at 174 km/h versus 171 km/h. At 1,000 metres, the 120i finishes in 27.09 s versus 28.45 s, with a 1.36 s lead.
On paper, the Civic e:HEV combines 181 hp, 315 Nm and 1,355 kg - a clear theoretical edge over the 120i. Yet the 120i launches quicker. At standstill, both motors deliver peak torque from 0 rpm: the decisive factor is no longer raw power, but available grip. If the 120i has a better traction coefficient (tyres, weight distribution, traction control calibration), it puts down more force despite inferior specs - exactly what the simulation reflects, calibrated on manufacturer 0-100 km/h times.
Both rivals are electronically governed, but not at the same level: the Civic e:HEV is capped at 180 km/h, the 120i at 235 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.
With two combustion powertrains, the difference comes down to power-to-weight ratio (7.49 kg/hp vs 7.81 kg/hp) and transmission (Automatic vs Automatic).
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 12.00 seconds. The 1.13 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, 120i F40 wins (6,91 s vs 8,04 s).
Civic e:HEV goes from 0 to 100 km/h in 8,04 seconds (calibrated simulation).
Civic e:HEV: 181 hp, ratio 7,49 kg/hp. 120i F40: 178 hp, ratio 7,81 kg/hp.
Civic e:HEV: 180 km/h. 120i F40: 235 km/h.