Over 0–100 km/h, ID.5 GTX wins (6,24 s vs 7,76 s).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | ID.5 GTX | e:Ny1 | Gap |
|---|---|---|---|
| 0–100 km/h | 6.24 s | 7.76 s | 1.52 s · ID.5 GTX |
| 400 m standing start | 14.54 s | 15.82 s | 1.28 s · ID.5 GTX |
| 1,000 m standing start | 26.88 s | 29.41 s | 2.53 s · ID.5 GTX |
| Top speed (electronically limited) | 180 km/h | 160 km/h | 20 km/h · ID.5 GTX |
| Power-to-weight ratio | 7.33 kg/hp | 8.34 kg/hp | better ratio · ID.5 GTX |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | ID.5 GTX | e:Ny1 |
|---|---|---|
| 0–30 km/h | 1.60 s | 2.17 s |
| 0–50 km/h | 2.67 s | 3.63 s |
| 0–80 km/h | 4.51 s | 5.87 s |
| 0–100 km/h | 6.24 s | 7.76 s |
| 0–120 km/h | 8.45 s | 10.24 s |
| 0–160 km/h | 15.23 s | 18.60 s |
| 400 m standing start | 14.54 s | 15.82 s |
| 1,000 m standing start | 26.88 s | 29.41 s |
| Top speed | 180 km/h | 160 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 | 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 | 201 hp | Permanent Magnet Synchronous Motor |
| Torque | 310 Nm | |
| Weight | 1 677 kg | manufacturer kerb weight |
| Drivetrain | Traction | |
| Gearbox | Single-speed fixed gear |
Off the line, the ID.5 GTX hits 100 km/h in 6.24 s versus 7.76 s for the e:Ny1. At this point, the ID.5 GTX leads by 1.52 s and sits roughly 21 m ahead.
At 200 metres, the ID.5 GTX is doing 128 km/h against 122 km/h for the e:Ny1. The gap is 1.05 s. The challenger starts to claw back ground.
At 400 metres standing start, the ID.5 GTX crosses the line in 14.53 s versus 15.82 s. The 1.28 s gap represents roughly 52 m of track - a gap visible to the naked eye.
Past 400 metres, the ID.5 GTX continues to build its lead. At 600 metres, it runs at 175 km/h versus 160 km/h. At 1,000 metres, the ID.5 GTX finishes in 26.88 s versus 29.40 s, with a 2.53 s lead.
The ID.5 GTX features all-wheel drive (AWD) against the e:Ny1’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.5 GTX is capped at 180 km/h, the e:Ny1 at 160 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.
With two electric powertrains, the difference comes down to power-to-weight ratio (7.33 kg/hp vs 8.34 kg/hp) and transmission (Automatic vs Automatic).
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 11.83 seconds. The 1.52 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, ID.5 GTX wins (6,24 s vs 7,76 s).
ID.5 GTX goes from 0 to 100 km/h in 6,24 seconds (calibrated simulation).
ID.5 GTX: 299 hp, ratio 7,33 kg/hp. e:Ny1: 201 hp, ratio 8,34 kg/hp.
ID.5 GTX: 180 km/h. e:Ny1: 160 km/h.