Over 0–100 km/h, I-PACE EV400 wins (4,83 s vs 5,30 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 | 740i G11 | Gap |
|---|---|---|---|
| 0–100 km/h | 4.83 s | 5.30 s | 0.47 s · I-PACE EV400 |
| 400 m standing start | 13.19 s | 13.53 s | 0.34 s · I-PACE EV400 |
| 1,000 m standing start | 24.36 s | 24.47 s | 0.11 s · I-PACE EV400 |
| Top speed (electronically limited) | 200 km/h | 250 km/h | 50 km/h · 740i G11 |
| Power-to-weight ratio | 5.52 kg/hp | 5.49 kg/hp | better ratio · 740i G11 |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | I-PACE EV400 | 740i G11 |
|---|---|---|
| 0–30 km/h | 1.33 s · tight gap | 1.33 s |
| 0–50 km/h | 2.22 s · tight gap | 2.23 s |
| 0–80 km/h | 3.62 s | 3.81 s |
| 0–100 km/h | 4.83 s | 5.30 s |
| 0–120 km/h | 6.40 s | 7.08 s |
| 0–160 km/h | 11.23 s | 11.95 s |
| 0–200 km/h | 18.88 s | 19.31 s |
| 400 m standing start | 13.19 s | 13.53 s |
| 1,000 m standing start | 24.36 s · tight gap | 24.47 s |
| Top speed limited | 200 km/h | 250 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 | 381 hp | 6 cyl |
| Torque | 540 Nm | |
| Weight | 2 090 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | Eight-speed Steptronic transmission |
Off the line, the I-PACE EV400 hits 100 km/h in 4.84 s versus 5.31 s for the 740i. The instant torque of 696 Nm from the electric motor makes the difference. At this point, the I-PACE EV400 leads by 0.47 s and sits roughly 2 m ahead.
At 200 metres, the I-PACE EV400 is doing 141 km/h against 137 km/h for the 740i. The gap is 0.25 s. The challenger starts to claw back ground.
At 400 metres standing start, the I-PACE EV400 crosses the line in 13.18 s versus 13.53 s. The 0.34 s gap represents roughly 16 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 740i keeps accelerating towards 250 (i.e. 155 mph - industry threshold) km/h. At 600 metres, the gap has dropped to 0.37 s.
At 1,000 metres, the I-PACE EV400 finishes in 24.36 s versus 24.47 s, with just 0.11 s to spare. The 740i fails to fully close the launch gap.
Both rivals are electronically governed, but not at the same level: the I-PACE EV400 is capped at 200 km/h, the 740i at 250 (i.e. 155 mph - industry threshold) 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 8.13 seconds. The 0.47 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 5,30 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. 740i G11: 381 hp, ratio 5,49 kg/hp.
I-PACE EV400: 200 km/h. 740i G11: 250 km/h.