Over 0–100 km/h, P7 wins (4,21 s vs 4,56 s).
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
| Measure | P7 | 718 Cayman | Gap |
|---|---|---|---|
| 0–100 km/h | 4.21 s | 4.56 s | 0.34 s · P7 |
| 400 m standing start | 12.55 s | 12.66 s | 0.11 s · P7 |
| 1,000 m standing start | 25.25 s | 22.89 s | 2.36 s · 718 Cayman |
| Top speed (electronically limited) | 170 km/h | 274 km/h | 104 km/h · 718 Cayman |
| Power-to-weight ratio | 4.81 kg/hp | 4.45 kg/hp | better ratio · 718 Cayman |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
| Stage | P7 | 718 Cayman |
|---|---|---|
| 0–30 km/h | 1.11 s | 1.28 s |
| 0–50 km/h | 1.85 s | 2.13 s |
| 0–80 km/h | 3.09 s | 3.50 s |
| 0–100 km/h | 4.21 s | 4.56 s |
| 0–120 km/h | 5.64 s | 5.89 s |
| 0–160 km/h | 9.67 s | 9.50 s |
| 0–200 km/h | - | 15.19 s |
| 400 m standing start | 12.55 s · tight gap | 12.66 s |
| 1,000 m standing start | 25.25 s | 22.89 s |
| Top speed | 170 km/h | 274 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 | 424 hp | Dual Permanent Magnet Synchronous Motor |
| Torque | 655 Nm | |
| Weight | 2 040 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Single-speed fixed gear |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 300 hp | B4 |
| Torque | 380 Nm | |
| Weight | 1 335 kg | manufacturer kerb weight |
| Drivetrain | Propulsion | |
| Gearbox | DUAL_CLUTCH |
Off the line, the P7 hits 100 km/h in 4.22 s versus 4.56 s for the 718 Cayman. The instant torque of 655 Nm from the electric motor makes the difference. At this point, the P7 leads by 0.34 s and sits roughly 7 m ahead.
At 200 metres, the P7 is doing 147 km/h against 149 km/h for the 718 Cayman. The gap is 0.24 s. The challenger starts to claw back ground.
At 400 metres standing start, the P7 crosses the line in 12.54 s versus 12.65 s. The 0.11 s gap represents roughly 6 m of track - barely a car length.
Past 400 metres, the situation changes. The P7 maxes out at 170 km/h while the 718 Cayman keeps accelerating towards 274 km/h. At 600 metres, the gap has dropped to 0.45 s.
Around 454 metres, both vehicles are level. This is the inversion point: the 718 Cayman overcomes its launch deficit thanks to a 104 km/h higher top speed.
At 1,000 metres, the 718 Cayman finishes in 22.89 s versus 25.24 s. The 2.36 s delta in favour of the 718 Cayman shows that top speed makes a clear difference.
The P7 features all-wheel drive (AWD) against the 718 Cayman’s RWD. 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 P7 is capped at 170 km/h, the 718 Cayman at 274 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 6.70 seconds. The 0.34 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, P7 wins (4,21 s vs 4,56 s).
P7 goes from 0 to 100 km/h in 4,21 seconds (calibrated simulation).
P7: 424 hp, ratio 4,81 kg/hp. 718 Cayman: 300 hp, ratio 4,45 kg/hp.
P7: 170 km/h. 718 Cayman: 274 km/h.