Over 0–100 km/h, A110 GT 300 wins (3,92 s vs 4,83 s).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | I-PACE EV400 | A110 GT 300 | Gap |
|---|---|---|---|
| 0–100 km/h | 4.83 s | 3.92 s | 0.92 s · A110 GT 300 |
| 400 m standing start | 13.19 s | 11.97 s | 1.22 s · A110 GT 300 |
| 1,000 m standing start | 24.36 s | 21.76 s | 2.60 s · A110 GT 300 |
| Top speed (electronically limited) | 200 km/h | 272 km/h | 72 km/h · A110 GT 300 |
| Power-to-weight ratio | 5.52 kg/hp | 3.65 kg/hp | better ratio · A110 GT 300 |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | I-PACE EV400 | A110 GT 300 |
|---|---|---|
| 0–30 km/h | 1.33 s | 1.13 s |
| 0–50 km/h | 2.22 s | 1.89 s |
| 0–80 km/h | 3.62 s | 3.06 s |
| 0–100 km/h | 4.83 s | 3.92 s |
| 0–120 km/h | 6.40 s | 5.15 s |
| 0–160 km/h | 11.23 s | 8.21 s |
| 0–200 km/h | 18.88 s | 12.68 s |
| 400 m standing start | 13.19 s | 11.97 s |
| 1,000 m standing start | 24.36 s | 21.76 s |
| Top speed | 200 km/h | 272 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 | 400 hp | Pending |
| Torque | 696 Nm | |
| Weight | 2 208 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | Single-speed fixed gear |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 305 hp | Pending |
| Torque | 340 Nm | |
| Weight | 1 114 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | 7-speed dual-clutch |
Off the line, the A110 GT 300 hits 100 km/h in 3.92 s versus 4.84 s for the I-PACE EV400. Despite lacking instant torque, 305 hp of power compensates. At this point, the A110 GT 300 leads by 0.92 s and sits roughly 8 m ahead.
At 200 metres, the A110 GT 300 is doing 157 km/h against 141 km/h for the I-PACE EV400. The gap is 0.73 s. The challenger starts to claw back ground.
At 400 metres standing start, the A110 GT 300 crosses the line in 11.96 s versus 13.18 s. The 1.22 s gap represents roughly 57 m of track - a gap visible to the naked eye.
Past 400 metres, the A110 GT 300 continues to build its lead. At 600 metres, it runs at 215 km/h versus 192 km/h. At 1,000 metres, the A110 GT 300 finishes in 21.76 s versus 24.36 s, with a 2.60 s lead.
Electronically capped at 200 km/h, the I-PACE EV400 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.
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 7.37 seconds. The 0.92 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, A110 GT 300 wins (3,92 s vs 4,83 s).
I-PACE EV400 goes from 0 to 100 km/h in 4,83 seconds (calibrated simulation).
I-PACE EV400: 400 hp, ratio 5,52 kg/hp. A110 GT 300: 305 hp, ratio 3,65 kg/hp.
I-PACE EV400: 200 km/h. A110 GT 300: 272 km/h.