Over 0–100 km/h, Cayenne Turbo 958.1 wins (4,45 s vs 4,83 s).
Performance comparison
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
Simulation
Calibration
Physics model calibrated on manufacturer splits. The limited top speed is not the real aerodynamic top speed of the vehicles.
| Cayenne Turbo 958.1 | I-PACE EV400 | |
|---|---|---|
| 0–100 km/h | 4,45 s−0,38 s | 4,83 s |
| 400 m standing start | 12,60 s−0,59 s | 13,19 s |
| 1,000 m standing start | 22,82 s−1,54 s | 24,36 s |
| Top speed (electronically limited) | 276 km/h+76 km/h | 200 km/h |
| Power-to-weight ratio | 4,17 kg/hpbetter ratio | 5,52 kg/hp |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
Simulated performance at each stage. Winner in green.
| Palier | Cayenne Turbo 958.1 | I-PACE EV400 |
|---|---|---|
| 0–30 km/h | 1,24 s | 1,33 stight gap |
| 0–50 km/h | 2,07 s | 2,22 s |
| 0–80 km/h | 3,38 s | 3,62 s |
| 0–100 km/h | 4,45 s | 4,83 s |
| 0–120 km/h | 5,85 s | 6,40 s |
| 0–160 km/h | 9,55 s | 11,23 s |
| 0–200 km/h | 15,30 s | 18,88 s |
| 400 m standing start | 12,60 s | 13,19 s |
| 1,000 m standing start | 22,82 s | 24,36 s |
| Top speed | 276 km/h | 200 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 520 hp | Engine block and cylinder heads formed in aluminum |
| Torque | 750 Nm | |
| Weight | 2 170 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Unknown |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 400 hp | Pending |
| Torque | 696 Nm | |
| Weight | 2 208 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | Single-speed fixed gear |
Off the line, the Cayenne Turbo hits 100 km/h in 4.45 s versus 4.84 s for the I-PACE EV400. Despite lacking instant torque, 520 hp of power compensates. At this point, the Cayenne Turbo leads by 0.38 s and sits roughly 4 m ahead.
At 200 metres, the Cayenne Turbo is doing 149 km/h against 141 km/h for the I-PACE EV400. The gap is 0.31 s. The gap remains stable from the start.
At 400 metres standing start, the Cayenne Turbo crosses the line in 12.59 s versus 13.18 s. The 0.59 s gap represents roughly 28 m of track - two to three car lengths.
Past 400 metres, the Cayenne Turbo continues to build its lead. At 600 metres, it runs at 205 km/h versus 192 km/h. At 1,000 metres, the Cayenne Turbo finishes in 22.82 s versus 24.36 s, with a 1.54 s lead.
Both rivals are electronically governed, but not at the same level: the Cayenne Turbo is capped at 278 km/h, the I-PACE EV400 at 200 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 7.37 seconds. The 0.38 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, Cayenne Turbo 958.1 wins (4,45 s vs 4,83 s).
Cayenne Turbo 958.1 goes from 0 to 100 km/h in 4,45 seconds (calibrated simulation).
Cayenne Turbo 958.1: 520 hp, ratio 4,17 kg/hp. I-PACE EV400: 400 hp, ratio 5,52 kg/hp.
Cayenne Turbo 958.1: 276 km/h. I-PACE EV400: 200 km/h.