Over 0–100 km/h, ID.4 GTX wins (6,15 s vs 9,74 s).
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.
| ID.4 GTX | Captur TCe 130 EDC | |
|---|---|---|
| 0–100 km/h | 6,15 s−3,59 s | 9,74 s |
| 400 m standing start | 14,48 s−2,84 s | 17,32 s |
| 1,000 m standing start | 26,84 s−4,38 s | 31,22 s |
| Top speed (electronically limited) | 180 km/h | 188 km/h−8 km/h |
| Power-to-weight ratio | 7,33 kg/hpbetter ratio | 9,57 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 | ID.4 GTX | Captur TCe 130 EDC |
|---|---|---|
| 0–30 km/h | 1,58 s | 2,62 s |
| 0–50 km/h | 2,63 s | 4,39 s |
| 0–80 km/h | 4,45 s | 7,14 s |
| 0–100 km/h | 6,15 s | 9,74 s |
| 0–120 km/h | 8,35 s | 13,23 s |
| 0–160 km/h | 15,21 s | 25,81 s |
| 400 m standing start | 14,48 s | 17,32 s |
| 1,000 m standing start | 26,84 s | 31,22 s |
| Top speed | 180 km/h | 188 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 299 hp | Dual Permanent Magnet Synchronous Motor |
| Torque | 460 Nm | |
| Weight | 2 193 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Single-speed fixed gear |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 131 hp | Pending |
| Torque | 240 Nm | |
| Weight | 1 254 kg | manufacturer kerb weight |
| Drivetrain | Traction | |
| Gearbox | 7-speed dual-clutch EDC |
Off the line, the ID.4 GTX hits 100 km/h in 6.15 s versus 9.74 s for the Captur TCe 130 EDC. The instant torque of 460 Nm from the electric motor makes the difference. At this point, the ID.4 GTX leads by 3.59 s and sits roughly 34 m ahead.
At 200 metres, the ID.4 GTX is doing 128 km/h against 111 km/h for the Captur TCe 130 EDC. The gap is 2.11 s. The challenger starts to claw back ground.
At 400 metres standing start, the ID.4 GTX crosses the line in 14.48 s versus 17.32 s. The 2.84 s gap represents roughly 104 m of track - a gap visible to the naked eye.
Past 400 metres, the ID.4 GTX continues to build its lead. At 600 metres, it runs at 175 km/h versus 152 km/h. At 1,000 metres, the ID.4 GTX finishes in 26.83 s versus 31.21 s, with a 4.38 s lead. Both vehicles have similar top speeds (180 vs 188 km/h), preventing any comeback.
The ID.4 GTX features all-wheel drive (AWD) against the Captur TCe 130 EDC’s FWD. At low speeds (0-30, 0-50, 0-80 km/h), AWD doubles the driven contact area: all four wheels transmit torque to the road, virtually eliminating wheelspin at launch. This traction advantage is decisive in the range where the motor delivers peak torque, before power and aerodynamics take over.
Both rivals are electronically governed, but not at the same level: the ID.4 GTX is capped at 180 km/h, the Captur TCe 130 EDC at 188 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 15.47 seconds. The 3.59 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, ID.4 GTX wins (6,15 s vs 9,74 s).
ID.4 GTX goes from 0 to 100 km/h in 6,15 seconds (calibrated simulation).
ID.4 GTX: 299 hp, ratio 7,33 kg/hp. Captur TCe 130 EDC: 131 hp, ratio 9,57 kg/hp.
ID.4 GTX: 180 km/h. Captur TCe 130 EDC: 188 km/h.