Over 0–100 km/h, i3 (120 Ah) I01 wins (7,24 s vs 8,51 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.
| G9 | i3 (120 Ah) I01 | |
|---|---|---|
| 0–100 km/h | 8,51 s | 7,24 s+1,27 s |
| 400 m standing start | 16,32 s | 15,40 s+0,92 s |
| 1,000 m standing start | 28,71 s−1,09 s | 29,80 s |
| Top speed (electronically limited) | 200 km/h+50 km/h | 150 km/h |
| Power-to-weight ratio | 7,18 kg/hpbetter ratio | 7,47 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 | G9 | i3 (120 Ah) I01 |
|---|---|---|
| 0–30 km/h | 2,41 s | 1,88 s |
| 0–50 km/h | 4,03 s | 3,14 s |
| 0–80 km/h | 6,49 s | 5,25 s |
| 0–100 km/h | 8,51 s | 7,24 s |
| 0–120 km/h | 11,09 s | 9,85 s |
| 0–160 km/h | 18,51 s | - |
| 0–200 km/h | 31,05 s | - |
| 400 m standing start | 16,32 s | 15,40 s |
| 1,000 m standing start | 28,71 s | 29,80 s |
| Top speed | 200 km/h | 150 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 308 hp | Permanent Magnet Synchronous Motor |
| Torque | 430 Nm | |
| Weight | 2 210 kg | manufacturer kerb weight |
| Drivetrain | Propulsion | |
| Gearbox | Single-speed fixed gear |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 170 hp | Pending |
| Torque | 250 Nm | |
| Weight | 1 270 kg | manufacturer kerb weight |
| Drivetrain | Propulsion | |
| Gearbox | Automatic, single-speed with fixed ratio (9.665:1) |
Off the line, the Bmw i3 (120 Ah) hits 100 km/h in 7.24 s versus 8.51 s for the G9. At this point, the Bmw i3 (120 Ah) leads by 1.27 s and sits roughly 20 m ahead.
At 200 metres, the Bmw i3 (120 Ah) is doing 122 km/h against 120 km/h for the G9. The gap is 0.88 s. The challenger starts to claw back ground.
At 400 metres standing start, the Bmw i3 (120 Ah) crosses the line in 15.40 s versus 16.32 s. The 0.92 s gap represents roughly 38 m of track - a gap visible to the naked eye.
Past 400 metres, the situation changes. The Bmw i3 (120 Ah) maxes out at 150 km/h while the G9 keeps accelerating towards 200 km/h. At 600 metres, the gap has dropped to 0.62 s.
Around 776 metres, both vehicles are level. This is the inversion point: the G9 overcomes its launch deficit thanks to a 50 km/h higher top speed.
At 1,000 metres, the G9 finishes in 28.71 s versus 29.80 s. The 1.09 s delta in favour of the G9 shows that top speed makes a clear difference.
Both rivals are electronically governed, but not at the same level: the G9 is capped at 200 km/h, the Bmw i3 (120 Ah) at 150 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 (7.18 kg/hp vs 7.47 kg/hp) and transmission (Automatic vs Automatic).
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 12.63 seconds. The 1.27 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, i3 (120 Ah) I01 wins (7,24 s vs 8,51 s).
G9 goes from 0 to 100 km/h in 8,51 seconds (calibrated simulation).
G9: 308 hp, ratio 7,18 kg/hp. i3 (120 Ah) I01: 170 hp, ratio 7,47 kg/hp.
G9: 200 km/h. i3 (120 Ah) I01: 150 km/h.