Porsche says electric Mission X concept would be fastest road-legal car ever
Porsche has unveiled the Mission X, a new electric hypercar concept, which the automaker says could be the fastest road-legal vehicle ever to do a lap around the famous Nürburgring racetrack… if it goes into series production.
The hypercar was shown as part of Porsche’s celebration of its 75th anniversary of making sports cars since the original Porsche 356 came out on June 8, 1948.
Porsche says the Mission X has an “ultra high-performance, efficient electric powertrain,” but though it doesn’t give tech specs, it gives us an idea of what they might be. The design considerations for this car include these points, which we’ll break down one by one:
- Be the fastest road-legal vehicle around the Nürburgring Nordschleife
- Have a power-to-weight ratio of roughly one hp per 2.2 lbs
- Achieve downforce values that are well in excess of those delivered by the current 911 GT3 RS
- Offer significantly improved charging performance with its 900-volt system architecture and charge roughly twice as quickly as the current Porsche frontrunner, the Taycan Turbo S
The first point is Porsche’s most common benchmarking method for its vehicles. Nürburgring Nordschleife, also known as “The Green Hell,” is a famously long and difficult track that runs through the Eifel forest in Germany. Recently, Porsche has been in a battle with Tesla over whose electric car is fastest around the track, and Tesla just struck back at Porsche to take back the record this past week.
Porsche would like to get that record back, but it sounds like it’s not just throwing down the gauntlet at Tesla but at all other cars. Tesla’s new production EV record 7:25 time is respectable (slotting near the Lamborghini Aventador, Ferrari Enzo, Mercedes AMG Black, and KTM X-Bow R) and is ten seconds ahead of Porsche’s previous EV record (but well behind the NIO EP9’s “production” EV lap record). However, Tesla is still nearly a minute off the plug-in hybrid Mercedes AMG One’s record of 6:30.705 for a street-legal vehicle.
But the AMG One is 1,049 hp in a 1,695 kg (3,737 lb) package. That’s powerful but also heavy, and weight is a killer in racing, especially around the curves that make up about five minutes of that six-minute Nürburgring lap. So that’s where the Mission X’s power-to-weight ratio comes in, and if Porsche meets its intentions, it’ll be a doozy.
A power-to-weight ratio of 1 horsepower per 2.2 lbs – or 1 hp/kg – is almost unheard-of, especially in road-legal vehicles. Only a few low-production hypercars have managed to achieve this feat, though most rely on forced induction (turbocharging). The Lotus Evija is the only other electric car claiming a similar power-to-weight ratio (1,970 hp in a 1,680 kg package).
High downforce is also a key component of racing, allowing cars to stick to the road better around turns at high speeds. Porsche says the Mission X will have more downforce than the GT3 RS, which is the best in the business at 409 kg (900 lbs) of downforce at 200 km/h (124 mph).
The Mission X will use active aerodynamics, so you have downforce when you need it and not when you don’t. This helps boost speeds on long straights (like the very long straight at the end of each Nürburgring lap) but also helps improve aerodynamic efficiency, which means less energy wasted, less battery needed, and more weight saved for more performance.
And lastly, Porsche wants to improve on its fast-charging performance from the Taycan, the current fastest-charging car on the road, by upgrading to a 900-volt system (like that seen on its previous Mission R concept) and doubling the Taycan’s peak 350 kW charge rate.
While we haven’t seen road cars capable of more than 350 kW, there have been proposals for 600 kW and 700 kW charging in Formula E and Electric GT racing, respectively. So if Porsche is targeting the Mission X as a racing monster, these are the numbers it would need to aim for.
The Mission X’s entire body is made of a carbon fiber reinforced plastic (CFRP) “exoskeleton.” CFRP is an expensive but light material that helps to keep power-to-weight ratios high. Carbon fiber body panels have been used on other EVs, namely the Tesla Roadster and CFRP in the BMW i3 and i8, and the Mission X’s forebear, the Carrera GT, had carbon fiber body panels as well.
The interior is driver-focused, with an asymmetrical design and color touches indicating such. The “yoke” steering wheel is reminiscent of racing wheels, featuring an open top for visibility, mode switches, and shift paddles (though Porsche makes no other mention of transmission in its press release).
And the battery is placed in a part of the car that we don’t see often anymore – behind the driver, instead of underneath. Most EV makers put batteries at the bottom of the car to help reduce the center of gravity, which is important for performance. But Porsche chose to put it behind the driver in the Mission X.
This means a slightly higher center-of-gravity but allows for a vehicle that is otherwise shorter – a height of 47.2 inches, just an inch and change taller than Porsche’s previous 918 and Carrera GT (and three inches taller than the original Tesla Roadster, which also carried the battery behind the driver).
It also makes for more traditional vehicle handling. Racing-focused cars are traditionally built with a mid-engine layout, where the heaviest part of the vehicle is behind the driver and in front of the rear axle. This enhances traction but reduces rotational inertia, which helps cornering ability. Housing the battery in that position will give a more traditional handling feel compared to the flat and low batteries of most road EVs these days.
Porsche has not yet committed to production officially. However, one line in its press release suggests this vehicle is likely to make its way into production in some form. Usually, concept cars make no mention of series production, but Porsche explicitly says, “If the Mission X goes into series production, then it should…” before listing the car’s capabilities. This explicit callout to series production suggests that this is more of a possibility than in the case of most concepts.
Further, the name is similar to Porsche’s Mission E, which was the concept name for what eventually became the Taycan. That concept attracted plenty of excitement and eventually made it to production, and this feels like an intentional callback.
If it were to make it to production, it would do so as the latest entry in a storied list of low-production Porsche hypercars. It started with the Porsche 959, which was designed as a Group B rally car and ended up selling about 300 units to the public. Then came the Carrera GT, a 1,500-unit line that is thought of as one of the ultimate drivers’ vehicles of all time.
And more recently, the Porsche 918 plug-in hybrid brought electrification to the world of hypercars, with only 918 units made (carrying a base price of $845k). This was the first road vehicle to break the seven-minute barrier at Nürburgring. But its power-to-weight ratio was about 0.5 hp/kg, so the Mission X offers twice the relative power as its immediate predecessor.
All of these cars commanded high prices, and given the specs of the Mission X, we can imagine it would fit more into this market than into any of Porsche’s more common mass-production vehicles.
What do you think of the Mission X concept? Will Porsche make it? Can it deliver on its promises? Do you have seven figures of cash burning a hole in your pocket and are ready to order one? Let us know in the comments below.
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We’ve heard it before, that Elon Musk doesn’t want Tesla to ever make an electric motorcycle. But the polarizing CEO has taken to social media to explain why he still says it will never happen.
As Musk confirmed, the issue isn’t that he doesn’t think Tesla could build an electric motorcycle, but rather that he doesn’t think they are safe to begin with.
He replied, “Never happening, as we can’t make motorcycles safe,” in response to an AI video about a fake Tesla motorcycle uploaded to his X platform (formerly Twitter).
Musk then referenced a previous story he has told several times about how he was nearly killed by a truck while riding a motorcycle in his youth.
Though he seemed to direct his feelings more towards street motorcycles. “Dirt bikes are safe if you ride carefully,” continued Musk, “as you can’t be smashed by a truck.”
Tesla’s own Autopilot features have long been criticized for their danger to motorcyclists, with several high-profile deaths caused by Tesla vehicles striking motorcycles while operating under Autopilot. Many have suggested that the company’s vision-focused self-driving setup confuses the more narrowly spaced paired tail lights on the back of cruiser motorcycles for a car farther in the distance, potentially explaining why Teslas have repeatedly rear-ended motorcyclists, with fatal results.
The electric motorcycle industry may not get a Tesla halo anytime soon, but it’s hardly standing still. Legacy brands like Honda, BMW, and Kawasaki are finally rolling out real production models, while companies such as Zero and LiveWire continue pushing the segment forward with higher performance and growing dealer support. Smaller companies like Ryvid have jumped to meet the demand for affordable commuter-focused motorcycles, while Asia’s giants such as Yadea and NIU are flooding the market with affordable scooters, driving global adoption far faster than in the US.
It appears that even without Tesla, electric motorcycling is expanding rapidly, innovating quickly, and attracting more riders every year.
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Climate XChange’s Annual EV Raffle is back for the 10th year running – and for the first time ever, Climate XChange has two raffle options on the table! The nonprofit has helped lucky winners custom-order their ideal EVs for the past decade. Now you have the chance to kick off your holiday season with a brand new EV for as little as $100.
About half of the raffle tickets have been sold so far for each of the raffles – you can see the live ticket count on Climate XChange’s homepage – so your odds of winning are better than ever.
But don’t wait – raffle ticket sales end on December 8!
Climate XChange is working hard to help states transition to a zero-emissions economy. Every ticket you buy supports this mission while giving you a chance to drive home your dream EV.
Here’s how Climate XChange’s 10th Annual Raffle works:
The Luxury Raffle
- Grand Prize: The winner can choose any EV on the market, fully customized up to $120,000. This year, you can split the prize between two EVs if the total is $120,000 or less.
- Taxes covered: This raffle comes with no strings – Climate XChange also pays all of the taxes.
- Runner-up prizes: Even if you don’t win the Grand Prize, you still have a chance at the 2nd prize of $12,500 and the 3rd prize of $7,500.
- Ticket price: $250.
- Grand Prize Drawing: December 12, 2025.
- Only 5,000 tickets will be sold for the Luxury Raffle.
The Mini Raffle (New for 2025)
- Grand Prize: Choose any EV on the market, fully customized, up to $45,000. This is the perfect raffle if you’re ready to make the switch to an EV but aren’t in the market for a luxury model.
- Taxes covered: Climate XChange pays all the taxes on the Mini Raffle, too.
- Ticket price: $100.
- Only 3,500 tickets will be sold for the Mini Raffle.
Why it’s worth entering
For a decade, Climate XChange has run a raffle that’s fair, transparent, and exciting. Every ticket stub is printed, and the entire drawing is live-streamed, including the loading of the raffle drum. Independent auditors also oversee the process.
Plus, your odds on the Luxury and Mini Raffles are far better than most car raffles, and they’re even better if you enter both.
Remember that only 5,000 tickets will be sold for the Luxury Raffle and only 3,500 for the Mini Raffle, and around half of the available tickets have been sold so far, so don’t miss your shot at your dream EV!
Climate XChange personally works with the winners to help them build and order their dream EVs. The winner of the Ninth Annual EV Raffle built a gorgeous storm blue Rivian R1T.
How to enter
Go to CarbonRaffle.org/Electrek before December 8 to buy your ticket. Start dreaming up your perfect EV – and know that no matter what, you’re helping accelerate the shift to clean energy.
Who is Climate XChange?
Climate XChange (CXC) is a nonpartisan nonprofit working to help states pass effective, equitable climate policies because they’re critical in accelerating the transition to a zero-emissions economy. CXC advances state climate policy through its State Climate Policy Network (SCPN) – a community of more than 15,000 advocates and policymakers – and its State Climate Policy Dashboard, a leading data platform for tracking climate action across the US.
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The CSC Monterey – one of the most charming little electric scooters on the US market – has dropped to a shockingly low $1,699, down from its original $2,899 MSRP. That’s nearly half off for a full-size, street-legal electric scooter that channels major Honda Super Cub energy, but without the gas, noise, or maintenance of the original.
CSC Motorcycles, based in Azusa, California, has a long history of importing and supporting small-format electric and gas bikes, but the Monterey has always stood out as the brand’s “fun vibes first” model. With its step-through frame, big retro headlight, slim bodywork, and upright seating position, it looks like something from a 1960s postcard – just brought into the modern era with lithium batteries and a brushless hub motor.
I had my first experience on one of these scooters back in 2021, when I reviewed the then-new model here on Electrek. I instantly fell in love with it and even got one for my dad. It now lives at his place and I think he gets just as much joy from looking at it in his garage as riding it.
You can see my review video below.
The performance is solidly moped-class, which is exactly what it’s designed for. A 2,400W rear hub motor pushes the Monterey up to a claimed 30 mph or 48 km/h (I found it really topped out at closer to 32 mph or 51 km/h), making it perfect for city streets, beach towns, and lower-speed suburban routes.
A 60V, roughly 1.6 kWh removable battery offers around 30–40 miles (48-64 km) of real-world range, depending on how aggressively you twist the throttle. It’s commuter-ready, grocery-run-ready, and campus-ready right out of the crate.
It’s also remarkably approachable. At around 181 pounds (82 kg), the Monterey is light for a sit-down scooter, making it easy to maneuver and park. There’s a small storage cubby, LED lighting, and the usual simple twist-and-go operation. And it comes with full support from CSC, a company that keeps a massive warehouse stocked with components and spare parts.
My sister has a CSC SG250 (I’m still trying to convert her to electric) and has gotten great support from them in the past, including from their mechanics walking her through carburetor questions over the phone. So I know from personal experience that CSC is a great company that stands behind its bikes.
But the real story here is the price. Scooters in this class typically hover between $2,500 and $4,500, and electric retro-style models often jump well above that.
At $1,699, the Monterey is one of the least expensive street-legal electric scooters available from a reputable US distributor, especially one that actually stocks parts and provides phone support.
If you’ve been curious about swapping a few car errands for something electric – or you just want a fun, vintage-styled runabout for getting around town – this is one of the best deals of the year.
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