Over 0–100 km/h, 208 Hybrid 145 e-DCS6 wins (7,96 s vs 8,12 s).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | 5 E-Tech Electric 150 | 208 Hybrid 145 e-DCS6 | Gap |
|---|---|---|---|
| 0–100 km/h | 8.12 s | 7.96 s | 0.16 s · 208 Hybrid 145 e-DCS6 |
| 400 m standing start | 16.14 s | 15.91 s | 0.23 s · 208 Hybrid 145 e-DCS6 |
| 1,000 m standing start | 30.62 s | 28.58 s | 2.04 s · 208 Hybrid 145 e-DCS6 |
| Top speed (electronically limited) | 150 km/h | 214 km/h | 64 km/h · 208 Hybrid 145 e-DCS6 |
| Power-to-weight ratio | 10.16 kg/hp | 8.52 kg/hp | better ratio · 208 Hybrid 145 e-DCS6 |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | 5 E-Tech Electric 150 | 208 Hybrid 145 e-DCS6 |
|---|---|---|
| 0–30 km/h | 2.07 s · tight gap | 2.14 s |
| 0–50 km/h | 3.46 s · tight gap | 3.57 s |
| 0–80 km/h | 5.85 s · tight gap | 5.87 s |
| 0–100 km/h | 8.12 s | 7.96 s |
| 0–120 km/h | 11.18 s | 10.61 s |
| 0–160 km/h | - | 18.80 s |
| 0–200 km/h | - | 35.92 s |
| 400 m standing start | 16.14 s | 15.91 s |
| 1,000 m standing start | 30.62 s | 28.58 s |
| Top speed | 150 km/h | 214 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 | 150 hp | Permanent Magnet Synchronous Motor |
| Torque | 245 Nm | |
| Weight | 1 524 kg | manufacturer kerb weight |
| Drivetrain | Traction | |
| Gearbox | Single-speed fixed gear |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 145 hp | E3 |
| Torque | 240 Nm | |
| Weight | 1 235 kg | manufacturer kerb weight |
| Drivetrain | Traction | |
| Gearbox | e-DCS6 6-speed electrified dual clutch |
Off the line, the 208 Hybrid 145 e-DCS6 hits 100 km/h in 7.96 s versus 8.12 s for the 5 E-Tech Electric 150. Despite lacking instant torque, 145 hp of power compensates. Despite the faster sprint time, the 5 E-Tech Electric 150 is 1 m further along the track at this moment: stronger low-speed acceleration offsets a slower run beyond 100 km/h.
At 200 metres, the 208 Hybrid 145 e-DCS6 is doing 120 km/h against 117 km/h for the 5 E-Tech Electric 150. The gap is 0.00 s. The challenger starts to claw back ground.
At 400 metres standing start, the 208 Hybrid 145 e-DCS6 crosses the line in 15.90 s versus 16.13 s. The 0.23 s gap represents roughly 9 m of track - barely a car length.
Past 400 metres, the 208 Hybrid 145 e-DCS6 continues to build its lead. At 600 metres, it runs at 166 km/h versus 150 km/h. At 1,000 metres, the 208 Hybrid 145 e-DCS6 finishes in 28.57 s versus 30.62 s, with a 2.04 s lead.
Electronically capped at 150 km/h, the 5 E-Tech Electric 150 never reaches its natural aerodynamic ceiling in this duel. That’s not a physical limit of the motor - it’s a deliberate manufacturer decision, typically tied to standard-fit tyre ratings or model-range positioning.
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 13.23 seconds. The 0.16 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, 208 Hybrid 145 e-DCS6 wins (7,96 s vs 8,12 s).
5 E-Tech Electric 150 goes from 0 to 100 km/h in 8,12 seconds (calibrated simulation).
5 E-Tech Electric 150: 150 hp, ratio 10,16 kg/hp. 208 Hybrid 145 e-DCS6: 145 hp, ratio 8,52 kg/hp.
5 E-Tech Electric 150: 150 km/h. 208 Hybrid 145 e-DCS6: 214 km/h.