Over 0–100 km/h, e-208 156 Phase 2 wins (8,12 s vs 9,90 s).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | e-208 156 Phase 2 | Jazz e:HEV | Gap |
|---|---|---|---|
| 0–100 km/h | 8.12 s | 9.90 s | 1.78 s · e-208 156 Phase 2 |
| 400 m standing start | 16.14 s | 17.09 s | 0.95 s · e-208 156 Phase 2 |
| 1,000 m standing start | 30.57 s | 31.95 s | 1.38 s · e-208 156 Phase 2 |
| Top speed (electronically limited) | 150 km/h | 170 km/h | 20 km/h · Jazz e:HEV |
| Power-to-weight ratio | 9.33 kg/hp | 11.18 kg/hp | better ratio · e-208 156 Phase 2 |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | e-208 156 Phase 2 | Jazz e:HEV |
|---|---|---|
| 0–30 km/h | 2.21 s | 1.81 s |
| 0–50 km/h | 3.69 s | 3.30 s |
| 0–80 km/h | 6.03 s | 6.60 s |
| 0–100 km/h | 8.12 s | 9.90 s |
| 0–120 km/h | 10.92 s | 14.34 s |
| 0–160 km/h | - | 34.79 s |
| 400 m standing start | 16.14 s | 17.09 s |
| 1,000 m standing start | 30.57 s | 31.95 s |
| Top speed | 150 km/h | 170 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 | 156 hp | Synchrone a aimants permanents 115 kW |
| Torque | 260 Nm | |
| Weight | 1 455 kg | manufacturer kerb weight |
| Drivetrain | Traction | |
| Gearbox | Single-speed fixed gear |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 107 hp | Pending |
| Torque | 253 Nm | |
| Weight | 1 196 kg | manufacturer kerb weight |
| Drivetrain | Traction | |
| Gearbox | e-CVT (Honda i-MMD) |
Off the line, the e-208 156 Phase 2 hits 100 km/h in 8.12 s versus 9.90 s for the Jazz e:HEV. The instant torque of 260 Nm from the electric motor makes the difference. The 1.78 s gap is negligible: both vehicles are neck and neck.
At 200 metres, the e-208 156 Phase 2 is doing 119 km/h against 106 km/h for the Jazz e:HEV. The gap is 0.29 s. The challenger starts to claw back ground.
At 400 metres standing start, the e-208 156 Phase 2 crosses the line in 16.14 s versus 17.08 s. The 0.94 s gap represents roughly 34 m of track - a gap visible to the naked eye.
Past 400 metres, the e-208 156 Phase 2 continues to build its lead. At 600 metres, it runs at 150 km/h versus 142 km/h. At 1,000 metres, the e-208 156 Phase 2 finishes in 30.57 s versus 31.95 s, with a 1.38 s lead. Despite a higher top speed (170 km/h), the Jazz e:HEV never recovers its launch deficit.
Both rivals are electronically governed, but not at the same level: the e-208 156 Phase 2 is capped at 150 km/h, the Jazz e:HEV 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.
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 17.33 seconds. The 1.78 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, e-208 156 Phase 2 wins (8,12 s vs 9,90 s).
e-208 156 Phase 2 goes from 0 to 100 km/h in 8,12 seconds (calibrated simulation).
e-208 156 Phase 2: 156 hp, ratio 9,33 kg/hp. Jazz e:HEV: 107 hp, ratio 11,18 kg/hp.
e-208 156 Phase 2: 150 km/h. Jazz e:HEV: 170 km/h.