Over 0–100 km/h, HR-V e:HEV wins (9,75 s vs 10,12 s).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | Captur E-Tech Hybrid 145 | HR-V e:HEV | Gap |
|---|---|---|---|
| 0–100 km/h | 10.12 s | 9.75 s | 0.37 s · HR-V e:HEV |
| 400 m standing start | 17.57 s | 17.17 s | 0.40 s · HR-V e:HEV |
| 1,000 m standing start | 31.28 s | 31.35 s | 0.07 s · Captur E-Tech Hybrid 145 |
| Top speed (electronically limited) | 172 km/h | 170 km/h | 2 km/h · Captur E-Tech Hybrid 145 |
| Power-to-weight ratio | 9.76 kg/hp | 10.70 kg/hp | better ratio · Captur E-Tech Hybrid 145 |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | Captur E-Tech Hybrid 145 | HR-V e:HEV |
|---|---|---|
| 0–30 km/h | 2.77 s | 2.19 s |
| 0–50 km/h | 4.63 s | 3.71 s |
| 0–80 km/h | 7.51 s | 6.88 s |
| 0–100 km/h | 10.12 s | 9.75 s |
| 0–120 km/h | 13.53 s | 13.75 s |
| 0–160 km/h | 24.91 s | 27.43 s |
| 400 m standing start | 17.57 s | 17.17 s |
| 1,000 m standing start | 31.28 s · tight gap | 31.35 s |
| Top speed | 172 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 | 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 | 129 hp | Pending |
| Torque | 253 Nm | |
| Weight | 1 380 kg | manufacturer kerb weight |
| Drivetrain | Traction | |
| Gearbox | e-CVT (Honda i-MMD) |
Off the line, the HR-V e:HEV hits 100 km/h in 9.75 s versus 10.12 s for the Captur E-Tech Hybrid 145. At this point, the HR-V e:HEV leads by 0.37 s and sits roughly 17 m ahead.
At 200 metres, the HR-V e:HEV is doing 108 km/h against 111 km/h for the Captur E-Tech Hybrid 145. The gap is 0.57 s. The gap widens compared to the 0-100.
At 400 metres standing start, the HR-V e:HEV crosses the line in 17.17 s versus 17.57 s. The 0.40 s gap represents roughly 15 m of track - two to three car lengths.
Past 400 metres, the situation changes. Past 400 metres, both rivals hit the same electronic ceiling at 170 km/h. Neither can claw back ground through top speed - the outcome hinges on the acceleration curve between 100 and 170 km/h.
At 1,000 metres, the Captur E-Tech Hybrid 145 finishes in 31.27 s versus 31.35 s. The 0.08 s delta shows an extremely tight race.
Both rivals share the same electronic speed cap: the Captur E-Tech Hybrid 145 and the HR-V e:HEV are governed to 172 km/h. At that speed, standard-fit tyres approach their safety threshold - an industrial ceiling common to most electric vehicles in this segment. Neither car shows its true aerodynamic potential in this duel.
With two combustion powertrains, the difference comes down to power-to-weight ratio (9.76 kg/hp vs 10.70 kg/hp) and transmission (Automatic vs Automatic).
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 16.19 seconds. The 0.37 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Swap one of the two models to explore an equivalent duel in the same segment.
Over 0–100 km/h, HR-V e:HEV wins (9,75 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. HR-V e:HEV: 129 hp, ratio 10,70 kg/hp.
Captur E-Tech Hybrid 145: 172 km/h. HR-V e:HEV: 170 km/h.