Over 0–100 km/h, P7 wins (4,21 s vs 4,33 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.
| GLC 400 4MATIC X254 | P7 | |
|---|---|---|
| 0–100 km/h | 4,33 s | 4,21 s+0,12 s |
| 400 m standing start | 12,66 s | 12,55 s+0,11 s |
| 1,000 m standing start | 23,35 s−1,90 s | 25,25 s |
| Top speed (electronically limited) | 210 km/h+40 km/h | 170 km/h |
| Power-to-weight ratio | 5,18 kg/hp | 4,81 kg/hpbetter ratio |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
Simulated performance at each stage. Winner in green.
| Palier | GLC 400 4MATIC X254 | P7 |
|---|---|---|
| 0–30 km/h | 1,17 s | 1,11 stight gap |
| 0–50 km/h | 1,94 s | 1,85 stight gap |
| 0–80 km/h | 3,21 s | 3,09 stight gap |
| 0–100 km/h | 4,33 s | 4,21 stight gap |
| 0–120 km/h | 5,77 s | 5,64 stight gap |
| 0–160 km/h | 10,06 s | 9,67 s |
| 0–200 km/h | 16,35 s | - |
| 400 m standing start | 12,66 s | 12,55 stight gap |
| 1,000 m standing start | 23,35 s | 25,25 s |
| Top speed | 210 km/h | 170 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 489 hp | Pending |
| Torque | 800 Nm | |
| Weight | 2 535 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Unknown |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 424 hp | Dual Permanent Magnet Synchronous Motor |
| Torque | 655 Nm | |
| Weight | 2 040 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Single-speed fixed gear |
Off the line, the P7 hits 100 km/h in 4.22 s versus 4.34 s for the GLC 400 4MATIC. At this point, the P7 leads by 0.12 s and sits roughly 2 m ahead.
At 200 metres, the P7 is doing 147 km/h against 145 km/h for the GLC 400 4MATIC. The gap is 0.10 s. The gap remains stable from the start.
At 400 metres standing start, the P7 crosses the line in 12.54 s versus 12.66 s. The 0.11 s gap represents roughly 6 m of track - barely a car length.
Past 400 metres, the situation changes. The P7 maxes out at 170 km/h while the GLC 400 4MATIC keeps accelerating towards 210 km/h. At 600 metres, the gap has dropped to 0.33 s.
Around 475 metres, both vehicles are level. This is the inversion point: the GLC 400 4MATIC overcomes its launch deficit thanks to a 40 km/h higher top speed.
At 1,000 metres, the GLC 400 4MATIC finishes in 23.35 s versus 25.24 s. The 1.90 s delta in favour of the GLC 400 4MATIC shows that top speed makes a clear difference.
Both rivals are electronically governed, but not at the same level: the GLC 400 4MATIC is capped at 210 km/h, the P7 at 170 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 electric powertrains, the difference comes down to power-to-weight ratio (5.18 kg/hp vs 4.81 kg/hp) and transmission (Unknown vs Automatic).
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 6.65 seconds. The 0.12 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, P7 wins (4,21 s vs 4,33 s).
GLC 400 4MATIC X254 goes from 0 to 100 km/h in 4,33 seconds (calibrated simulation).
GLC 400 4MATIC X254: 489 hp, ratio 5,18 kg/hp. P7: 424 hp, ratio 4,81 kg/hp.
GLC 400 4MATIC X254: 210 km/h. P7: 170 km/h.