Over 0–100 km/h, Puma EcoBoost 125 wins (9,92 s vs 10,12 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.
| Captur E-Tech Hybrid 145 | Puma EcoBoost 125 | |
|---|---|---|
| 0–100 km/h | 10,12 s | 9,92 s+0,20 s |
| 400 m standing start | 17,57 s | 17,29 s+0,28 s |
| 1,000 m standing start | 31,28 s−0,51 s | 31,79 s |
| Top speed (electronically limited) | 172 km/h | 184 km/h−12 km/h |
| Power-to-weight ratio | 9,76 kg/hpbetter ratio | 9,82 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 | Captur E-Tech Hybrid 145 | Puma EcoBoost 125 |
|---|---|---|
| 0–30 km/h | 2,77 s | 2,31 s |
| 0–50 km/h | 4,63 s | 3,64 s |
| 0–80 km/h | 7,51 s | 6,82 s |
| 0–100 km/h | 10,12 s | 9,92 s |
| 0–120 km/h | 13,53 s | 14,11 s |
| 0–160 km/h | 24,91 s | 30,24 s |
| 400 m standing start | 17,57 s | 17,29 s |
| 1,000 m standing start | 31,28 s | 31,79 s |
| Top speed | 172 km/h | 184 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 145 hp | Inline-4 Atkinson cycle E-Tech (HR16) |
| Torque | 205 Nm | |
| Weight | 1 415 kg | manufacturer kerb weight |
| Drivetrain | Traction | |
| Gearbox | Multi-mode automatic (E-Tech) |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 125 hp | Pending |
| Torque | 190 Nm | |
| Weight | 1 228 kg | manufacturer kerb weight |
| Drivetrain | - | |
| Gearbox | 7-speed dual-clutch |
Off the line, the Puma EcoBoost 125 hits 100 km/h in 9.92 s versus 10.12 s for the Captur E-Tech Hybrid 145. At this point, the Puma EcoBoost 125 leads by 0.20 s and sits roughly 16 m ahead.
At 200 metres, the Puma EcoBoost 125 is doing 107 km/h against 111 km/h for the Captur E-Tech Hybrid 145. The gap is 0.52 s. The gap widens compared to the 0-100.
At 400 metres standing start, the Puma EcoBoost 125 crosses the line in 17.29 s versus 17.57 s. The 0.28 s gap represents roughly 11 m of track - two to three car lengths.
Past 400 metres, the situation changes. The Captur E-Tech Hybrid 145 maxes out at 172 km/h while the Puma EcoBoost 125 keeps accelerating towards 184 km/h. At 600 metres, the gap has dropped to 0.02 s.
Around 619 metres, both vehicles are level. This is the inversion point: the Captur E-Tech Hybrid 145 overcomes its launch deficit thanks to a 12 km/h higher top speed.
At 1,000 metres, the Captur E-Tech Hybrid 145 finishes in 31.27 s versus 31.78 s. The 0.51 s delta in favour of the Captur E-Tech Hybrid 145 shows that top speed makes a clear difference.
Electronically capped at 172 km/h, the Captur E-Tech Hybrid 145 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.
With two combustion powertrains, the difference comes down to power-to-weight ratio (9.76 kg/hp vs 9.82 kg/hp) and transmission (Automatic vs Automatic).
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 16.89 seconds. The 0.20 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, Puma EcoBoost 125 wins (9,92 s vs 10,12 s).
Captur E-Tech Hybrid 145 goes from 0 to 100 km/h in 10,12 seconds (calibrated simulation).
Captur E-Tech Hybrid 145: 145 hp, ratio 9,76 kg/hp. Puma EcoBoost 125: 125 hp, ratio 9,82 kg/hp.
Captur E-Tech Hybrid 145: 172 km/h. Puma EcoBoost 125: 184 km/h.