Over 0–100 km/h, I-PACE EV400 wins (4,83 s vs 5,58 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 | 740Le iPerformance G11 | Gap |
|---|---|---|---|
| 0–100 km/h | 4.83 s | 5.58 s | 0.75 s · I-PACE EV400 |
| 400 m standing start | 13.19 s | 13.77 s | 0.58 s · I-PACE EV400 |
| 1,000 m standing start | 24.36 s | 25.05 s | 0.69 s · I-PACE EV400 |
| Top speed (electronically limited) | 200 km/h | 250 km/h | 50 km/h · 740Le iPerformance G11 |
| Power-to-weight ratio | 5.52 kg/hp | 5.95 kg/hp | better ratio · I-PACE EV400 |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | I-PACE EV400 | 740Le iPerformance G11 |
|---|---|---|
| 0–30 km/h | 1.33 s | 1.29 s · tight gap |
| 0–50 km/h | 2.22 s | 2.14 s · tight gap |
| 0–80 km/h | 3.62 s | 3.85 s |
| 0–100 km/h | 4.83 s | 5.58 s |
| 0–120 km/h | 6.40 s | 7.52 s |
| 0–160 km/h | 11.23 s | 12.85 s |
| 0–200 km/h | 18.88 s | 21.11 s |
| 400 m standing start | 13.19 s | 13.77 s |
| 1,000 m standing start | 24.36 s | 25.05 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 | 326 hp | 4 cyl |
| Torque | 400 Nm | |
| Weight | 1 940 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | 8-speed Steptronic |
Off the line, the I-PACE EV400 hits 100 km/h in 4.84 s versus 5.58 s for the 740Le iPerformance. At this point, the I-PACE EV400 leads by 0.75 s and sits roughly 2 m ahead.
At 200 metres, the I-PACE EV400 is doing 141 km/h against 132 km/h for the 740Le iPerformance. The gap is 0.36 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 13.77 s. The 0.59 s gap represents roughly 27 m of track - two to three car lengths.
Past 400 metres, the I-PACE EV400 continues to build its lead. At 600 metres, it runs at 192 km/h versus 186 km/h. At 1,000 metres, the I-PACE EV400 finishes in 24.36 s versus 25.05 s, with a 0.69 s lead. Despite a higher top speed (250 (i.e. 155 mph - industry threshold) km/h), the 740Le iPerformance never recovers its launch deficit.
Both rivals are electronically governed, but not at the same level: the I-PACE EV400 is capped at 200 km/h, the 740Le iPerformance 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.
With two plug-in hybrid powertrains, the difference comes down to power-to-weight ratio (5.52 kg/hp vs 5.95 kg/hp) and transmission (Automatic vs Automatic).
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 8.68 seconds. The 0.75 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 5,58 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. 740Le iPerformance G11: 326 hp, ratio 5,95 kg/hp.
I-PACE EV400: 200 km/h. 740Le iPerformance G11: 250 km/h.