Over 0–100 km/h, P7 wins (4,21 s vs 6,24 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.
| P7 | ID.5 GTX | |
|---|---|---|
| 0–100 km/h | 4,21 s−2,03 s | 6,24 s |
| 400 m standing start | 12,55 s−1,99 s | 14,54 s |
| 1,000 m standing start | 25,25 s−1,63 s | 26,88 s |
| Top speed (electronically limited) | 170 km/h | 180 km/h−10 km/h |
| Power-to-weight ratio | 4,81 kg/hpbetter ratio | 7,33 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 | P7 | ID.5 GTX |
|---|---|---|
| 0–30 km/h | 1,11 s | 1,60 s |
| 0–50 km/h | 1,85 s | 2,67 s |
| 0–80 km/h | 3,09 s | 4,51 s |
| 0–100 km/h | 4,21 s | 6,24 s |
| 0–120 km/h | 5,64 s | 8,45 s |
| 0–160 km/h | 9,67 s | 15,23 s |
| 400 m standing start | 12,55 s | 14,54 s |
| 1,000 m standing start | 25,25 s | 26,88 s |
| Top speed | 170 km/h | 180 km/h |
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 | 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 |
Off the line, the P7 hits 100 km/h in 4.22 s versus 6.24 s for the ID.5 GTX. At this point, the P7 leads by 2.03 s and sits roughly 18 m ahead.
At 200 metres, the P7 is doing 147 km/h against 128 km/h for the ID.5 GTX. The gap is 1.38 s. The challenger starts to claw back ground.
At 400 metres standing start, the P7 crosses the line in 12.54 s versus 14.53 s. The 1.99 s gap represents roughly 84 m of track - a gap visible to the naked eye.
Past 400 metres, the gap narrows. The P7 maxes out at 170 km/h while the ID.5 GTX keeps accelerating towards 180 km/h. At 600 metres, the gap is down to 2.08 s from 1.99 s at 400 metres.
At 1,000 metres, the P7 finishes in 25.24 s versus 26.88 s, with just 1.63 s to spare. The ID.5 GTX fails to fully close the launch gap.
Both rivals are electronically governed, but not at the same level: the P7 is capped at 170 km/h, the ID.5 GTX at 180 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 (4.81 kg/hp vs 7.33 kg/hp) and transmission (Automatic vs Automatic).
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 9.81 seconds. The 2.03 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 6,24 s).
P7 goes from 0 to 100 km/h in 4,21 seconds (calibrated simulation).
P7: 424 hp, ratio 4,81 kg/hp. ID.5 GTX: 299 hp, ratio 7,33 kg/hp.
P7: 170 km/h. ID.5 GTX: 180 km/h.