The fastest car in SupercarWorld’s historical 0–100–0 mph compilation is the 2020 Ferrari SF90 Stradale, listed at 7.9 seconds. The ranking below reproduces that source’s published order; it is not a standardized worldwide record list, because the compilation does not document a common test procedure for every car.
Fastest published 0–100–0 mph times
These are the models, years and elapsed times in SupercarWorld’s historical compilation, ordered from lowest (fastest) to highest. The source gives the listed years and times but does not specify the test venue, exact vehicle configuration or shared protocol for each entry. SupercarWorld’s 0–100–0 mph list.
| Rank | Car | Listed year | 0–100–0 mph |
|---|---|---|---|
| 1 | Ferrari SF90 Stradale | 2020 | 7.9 sec |
| 2 | McLaren Senna | 2018 | 8.5 sec |
| 3 | Ultima Evolution | 2015 | 8.8 sec |
| 4 | Ultima GTR 720 | 2006 | 9.4 sec |
| 5 | Ultima GTR 640 | 2005 | 9.8 sec |
| 6 | Caterham R500 Evo | 2004 | 10.7 sec |
| 7 | Ferrari Enzo | 2003 | 11.0 sec |
| 8 | Caterham R500 | 1999 | 11.3 sec |
| 9 | McLaren F1 LM | 1995 | 11.5 sec |
| 10 | Caterham 7 JPE | 1992 | 12.4 sec |
| 11 | Ferrari F40 | 1987 | 13.7 sec |
On this list, the SF90 Stradale leads the McLaren Senna by 0.6 seconds and the Ultima Evolution by 0.9 seconds. Those differences describe the compilation’s figures; they should not be read as results from a controlled, head-to-head comparison.
What a 0–100–0 mph time measures
The clock covers the complete sequence: accelerating from rest to 100 mph, then braking back to zero. It therefore reflects more than a car’s acceleration. Road & Track described the exercise as a test of acceleration, braking and driver reflexes, and its retrospective explained that the timing transition and braking trigger can affect the result. Road & Track’s 2003 retrospective.
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For its independently tested 2003 Ferrari Enzo, Road & Track reported 11.7 seconds—not the 11.0 seconds shown for the Enzo in SupercarWorld’s compilation. Road & Track noted that braking began only after 100 mph registered on radar, unlike earlier tests that used a fifth wheel; the Enzo consequently reached a higher recorded peak speed. The two figures come from separate sources and procedures, so they should not be combined or treated as interchangeable.
The same retrospective reported an 11.5-second result for a 1994 Kawasaki ZX-9R. That motorcycle result is useful context for the breadth of the test, but it is not a car entry in the ranking above.
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Why the rankings are not directly comparable
A ranking assembled from tests across decades may combine different cars, setups and measurement methods. A small difference in elapsed time can reflect those conditions as well as vehicle performance. SupercarWorld does not provide primary test reports or protocol details for each row, and the Road & Track retrospective does not verify every result in its table. No single shared procedure or authoritative current global ranking is established by these sources.
For a meaningful test-to-test comparison, the record would need to identify the vehicle configuration, test date and venue, speed-measurement equipment, whether acceleration and braking occurred in one pass, and exactly when braking began. Those details are not established for every car in this compilation.
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What a documented test protocol looks like
Car and Driver’s archived 1998 account describes a related but more demanding 0–150–0 mph test. It used a Datron DLS-1 optical fifth wheel with an AEP-4 data logger, required acceleration and braking to happen in the same pass, and tested on the 2.23-mile north–south straight at Chrysler’s proving grounds in Chelsea, Michigan. Cars made two runs in each direction, and the faster run in each direction was averaged. These details illustrate how carefully a test can be specified; they do not establish the method used for every 0–100–0 result above. Car and Driver’s 1998 test account.
Car and Driver also said that aerodynamic drag at 150 mph requires 3.38 times the power needed at 100 mph, and braking from 150 mph requires dissipating 2.25 times the energy. Those are the publication’s figures in the context of explaining its 0–150–0 test, not universal measurements for every car.
Quick Recap
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