Over 0–100 km/h, I-PACE EV400 wins (4,83 s vs 4,94 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 | SQ2 | Gap |
|---|---|---|---|
| 0–100 km/h | 4.83 s | 4.94 s | 0.11 s · I-PACE EV400 |
| 400 m standing start | 13.19 s | 13.47 s | 0.28 s · I-PACE EV400 |
| 1,000 m standing start | 24.36 s | 24.55 s | 0.19 s · I-PACE EV400 |
| Top speed (electronically limited) | 200 km/h | 257 km/h | 57 km/h · SQ2 |
| Power-to-weight ratio | 5.52 kg/hp | 5.12 kg/hp | better ratio · SQ2 |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | I-PACE EV400 | SQ2 |
|---|---|---|
| 0–30 km/h | 1.33 s | 1.24 s · tight gap |
| 0–50 km/h | 2.22 s | 2.07 s |
| 0–80 km/h | 3.62 s | 3.54 s · tight gap |
| 0–100 km/h | 4.83 s · tight gap | 4.94 s |
| 0–120 km/h | 6.40 s | 7.19 s |
| 0–160 km/h | 11.23 s | 12.14 s |
| 0–200 km/h | 18.88 s | 19.93 s |
| 400 m standing start | 13.19 s | 13.47 s |
| 1,000 m standing start | 24.36 s | 24.55 s |
| Top speed | 200 km/h | 257 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 | 300 hp | Pending |
| Torque | 400 Nm | |
| Weight | 1 535 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | 7-speed S tronic |
Off the line, the I-PACE EV400 hits 100 km/h in 4.84 s versus 4.94 s for the SQ2. The instant torque of 696 Nm from the electric motor makes the difference. Despite the faster sprint time, the SQ2 is 3 m further along the track at this moment: stronger low-speed acceleration offsets a slower run beyond 100 km/h.
At 200 metres, the I-PACE EV400 is doing 141 km/h against 133 km/h for the SQ2. The gap is 0.12 s. The gap remains stable from the start.
At 400 metres standing start, the I-PACE EV400 crosses the line in 13.18 s versus 13.47 s. The 0.29 s gap represents roughly 13 m of track - two to three car lengths.
Past 400 metres, the gap narrows. The I-PACE EV400 maxes out at 200 km/h while the SQ2 keeps accelerating towards 257 km/h. At 600 metres, the gap has dropped to 0.35 s.
At 1,000 metres, the I-PACE EV400 finishes in 24.36 s versus 24.55 s, with just 0.19 s to spare. The SQ2 fails to fully close the launch gap.
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 8.36 seconds. The 0.11 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, I-PACE EV400 wins (4,83 s vs 4,94 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. SQ2: 300 hp, ratio 5,12 kg/hp.
I-PACE EV400: 200 km/h. SQ2: 257 km/h.