ElectricSoul

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Many of the Mission R's add-on parts are made of natural fibre reinforced plastic (NFRP), the basis of which is a material made from agriculturally produced flax fibres. Producing this renewable fibre creates 85 per cent less CO2 than is the case with carbon fibre. The natural fibre material can be seen on the car’s exterior, such as the front splitter, the side skirts and the diffuser.

The electric racing car also has a new roll-over protection concept: instead of a conventional steel cell welded to the bodyshell, in this case a cage structure made of carbon fibre reinforced plastic (CFRP) protects the driver. The carbon cage is integrated directly into the roof and is visible from the outside via transparent segments. This enables those racing the car to enjoy a new feeling of generous space.

Sustainable natural fibre-reinforced plastic
On the exterior, the Mission R's doors, front and rear wings, sills/side panels and rear centre section are made of NFRP. The sustainable materials are based on agriculturally produced flax fibres – without interfering with the cultivation of food crops. The natural fibres are roughly as light as carbon fibres and deliver the stiffness required for semi-structural components with a low additional weight of less than 10 per cent. Compared with conventional plastics, natural fibres have an ecological benefit: 85 per cent less CO2 is generated in their production than in the comparable process used for carbon fibres.


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A collaboration between Porsche, the Federal Ministry of Food and Agriculture (BMEL), the Fraunhofer WKI and Swiss-based Bcomp began back in 2016, with the aim of making biofibre composite material suitable for automotive use. At the beginning of 2019, the Porsche 718 Cayman GT4 Clubsport was the first series-produced racing car to feature biofibre composite body panels.

Innovative cage structure made of carbon fibre composite material
The ‘exoskeleton’ is the name Porsche’s engineers and designers have given to the eye-catching carbon cage of the Mission R. The carbon fibre composite cage structure combines high protection potential for the driver with low weight and a distinctive look.


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The protective structure forms the roof section and is visible from the outside. Like a half-timbered construction, it provides a framework around six transparent segments made of polycarbonate. This enables those racing the car to enjoy a new feeling of generous space. There are also some transparent surfaces, including a removable escape hatch for the driver, which is based on the FIA requirements for racing vehicles used in international competition. The roof solution with the exoskeleton is a modern interpretation of the Porsche Targa, in which the solid roll bar is also combined with a removable roof section.

Aerodynamics designed for maximum downforce
With its advanced Porsche Active Aerodynamics (PAA), the Mission R can adapt its aerodynamic characteristics optimally to what the driver is doing on the race track. Its DRS (Drag Reduction System) comprises three louvres in the air intakes on each side of the nose section as well as an adjustable, two-section spoiler. For maximum downforce, the louvres are closed and the spoiler is deployed to its steepest position. To deflect as much air as possible in a race, the wheel arches are vented via openings at the top of each front panel. Furthermore, the front wheels are almost completely free in the rear area.

Magnesium wheels with aeroblades and tyres
The Mission R rolls on 18-inch magnesium Cup centre lock wheels. With smooth-surfaced carbon aeroblades, the alloy wheels are also flow-optimised. Their five twin spokes are also milled, which saves weight.

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Michelin, long-standing tyre partner of Porsche, has developed new slicks exclusively for the Mission R with a 30/68 (front) and 31/71 (rear) tyre format. They consist of bio-based and renewable materials, which means they are a key component with regard to the overall sustainable concept of the Mission R. The tyres also have a high resistance to wear and are protected against damage caused by deposits on the race track. The collaboration with Michelin also included networking with the vehicle: the tyres can be fitted with sensors that communicate with the on-board electronics during a race in real time and provide the driver with information relating to tyre wear. Based on this data, a time for the next pit stop will be suggested to the driver.

Michelin produces its tyres entirely from renewable raw materials. In line with the French company's holistic sustainability strategy, all Michelin tyres are manufactured in carbon-neutral plants and transported using a CO2-optimised logistics chain. At the end of their life cycle, the used tyres are recycled into new ones.

Brake-by-wire braking and power steering
With a double wishbone axle at the front and McPherson struts at the rear, the Mission R has independent suspension all round. Ball joints on all control arms ensure the chassis is connected to the suspension system with no play. Steel subframes also contribute to high-performance driving dynamics.


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In the brake-by-wire braking system, a control unit models the interaction between the hydraulic and electric brakes, which is known as brake blending. Due to the high recuperation output of up to 800 kW, the conventional brakes are subjected to a significantly lower load and could thereby be reduced in size. The diameter of the brake discs is now 380 and 355 mm at the front and rear, respectively. Six-piston callipers are fitted at the front, four-piston at the rear. The car is started with a battery status of 85 per cent (SoC). Recuperation is possible therefore in almost every driving situation. This means that, depending on the race track, more than 50 per cent of the energy can be recovered and is available for use.

The steering is also electrified. With Electric Power Steering (EPS), a torque sensor receives the driver's intended directional change as a signal. On this basis, the control unit calculates the optimum steering assistance required. This information is passed on to an electric motor, which then provides the amount of power needed to complete the change in direction. The integrated air jack system facilitates quick tyre changes or repairs. The compressed air connections are located in the C-pillars.

Source: https://newsroom.porsche.com/en/202...hassis-world-premiere-iaa-mobility-25604.html
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ElectricSoul

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On Performance:

The Mission R is on a par with the performance level of the Porsche 911 GT3 Cup. The power output remains constant over the duration of the race, so there is no thermally induced de-rating – a major advantage of the electric motors with direct oil cooling developed by Porsche. The electric motor on the front axle produces up to 320 kW (435 PS) in race mode.


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In qualifying mode, the all-wheel-drive car has a peak system output of more than 800 kW (1,088 PS). The continuous system power in race mode is 500 kW (680 PS). Top speed is more than 300 km/h. The lightweight electric racing car, which tips the scales at around 1,500 kg, accelerates from zero to 100 km/h in less than 2.5 seconds.

The capacity of the battery, which also incorporates high-end cells and direct oil cooling, is designed for sprint racing. Thanks to 900-volt technology and fast-charging capability, it is possible to charge the battery from five to 80 per cent SoC (State of Charge) in about 15 minutes during a break from racing. Another highlight is the very high recuperation output of up to 800 kW.

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The power output from the two electric motors is transmitted to the front and rear wheels via straight-toothed input gearboxes and mechanical limited-slip differentials. The modular design of the drive system also helps to improve cost efficiency in customer motorsports: the gearbox, electric motors and pulse-controlled inverters (PCI) on the front and rear axles are identical.

The Mission R is pre-equipped for over-the-air technology. It is conceivable, therefore, that, in the event of problems occurring during the race, Porsche Motorsport experts from Weissach would be able to access data from the customer cars via a remote interface and then help with troubleshooting.

Highly efficient e-motors with direct oil cooling
In the Mission R, Porsche is offering a preview of the next generation of electric motors. In 2018, a team of Porsche engineers and technicians in Zuffenhausen and Weissach began to develop extremely powerful and highly efficient electric motors.

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The most important innovation of these permanently excited synchronous machines (PESMs) is the direct oil cooling of the stator, which enables very high peak and continuous power output levels to be achieved, in addition to delivering a very high level of efficiency. While in conventional electrical machines the cooling fluid flows through a jacket outside the stator, in the case of direct cooling, the oil flows directly along the copper windings. This allows more heat to be dissipated directly at source. In addition, the slots in the stator can be made smaller, which leads to greater efficiency in real driving cycles. An innovative stator seal is used to prevent the coolant from entering the rotor chamber.

As with the Taycan's electric motors, the hairpin winding contributes to a high yield of power and torque while maintaining compact dimensions. The coils consist of rectangular wires that are bent and then inserted into the stator's laminated core. Their shape is reminiscent of hairpins, hence the name. The open ends are welded together by laser.

With the pioneering drive of the Porsche Taycan, Zuffenhausen continues its tradition of innovation. This is how electric motors work, in detail.
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An optimisation algorithm was used to determine the optimum shape and position of the magnets in the rotor. The resulting geometry eliminates an old conflict of objectives: it combines excellent electromagnetic properties with high mechanical strength at very high speeds. During production, the magnets are inserted into the rotor laminations and extrusion-coated with plastic. As a result, they do not move, despite high centrifugal forces, and the balancing quality of the rotor remains stable. At the same time, the plastic helps to dissipate the heat generated in the magnets.

High-end battery and 900-volt technology
The battery sits behind the driver in an e-core layout. Its total capacity is 82 kWh. This means it is designed for a sprint race format distance of 25 to 40 minutes. High-end cells are used to benefit from the high power density. Here again, direct oil cooling offers tremendous thermal advantages – because it makes use of the entire surface of the cells, a large amount of heat can be transported from the battery into the cooling system.

Based on the 800-volt technology of the three-time Le Mans winner, the 919 Hybrid, the Porsche Taycan was the first car to enter production using this system voltage instead of the 400 volts normally used in electric cars. In the Mission R, Porsche is raising the bar a notch higher again with a voltage rating of more than 900 volts. Using 900-volt technology will result in further improvements in continuous power, weight and charging time. At DC fast charging stations, the Mission R can be charged from five to 80 per cent SoC (State of Charge) within approximately 15 minutes. The maximum charging capacity is 350 kW. The charge port is located beneath the middle of the spoiler.

Special high-voltage alert system for the pit crew
As a matter of principle, the high-voltage safety concept of the Mission R meets the same high standards of safety as those required for series production vehicles. This means that, in the event of a collision, the battery connections to the vehicle and the high-voltage consumers are automatically disconnected to ensure no voltage is present. There is also an alert system designed specifically for the pit crew: special LEDs behind the windscreen and on the roof provide fast and detailed information on the operating status of the high-voltage system. If the LEDs light up green, the Mission R is high-voltage safe. If the LEDs are red, on the other hand, only high-voltage trained personnel should approach the vehicle. There is also a light in the roof module behind the speed-measuring pitot tube, which is included in this colour-coded warning system.

https://newsroom.porsche.com/en/202...-drive-world-premiere-iaa-mobility-25603.html
 

daveo4EV

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https://autos.yahoo.com/1073-hp-porsche-mission-r-133000409.html
  • 0 - 100 kmph - 2.5 seconds
  • 900V charging - will need track side EV chargers that actually work
    • 340 kW charging
    • 15 min to 80% SOC
  • good for 30 min sprint race (no thermal “derating”)
    • problem “solved” according to Porsche
    • back handed admission this isn’t solved for Taycan generation of vehicles
    • expect this to make it’s way to consumer vehicles definatley
  • qualifying “mode” vs. sprint race mode
  • light weight plastic/fibre body panels
  • exo-skeleton “roll cage”
  • more digital
  • more cameras integrated
  • active aero
  • oil cooled components for temperature management
  • same lap times as current 911 GT3 cupcars
seem promising - I’d love to get my hands on what ever the customer race car version is for my track car…it could be a nice replacement for my GT3 as a dedicated track car

wife will want the street version I’ll take the “cup car” version…track only.

2025 and/or 2026 - I think we’re seeing the replacement for 718 - but maybe not - I’d venture a “new” model line for this car but it will be a two seater sports car

The Mission R is currently a running prototype—with Porsche lapping it around their test track—but the company says more development is needed and suggests that a fully realized version could come in 2025 or 2026. Porsche hasn't officially said if the Mission R is bound for production, but the concept could preview the next-generation Cayman and Boxster, which are expected to be electric and could spawn a one-make electric racing series of its own.
 
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thenaimis

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Sigh...it uses oil.

Still, sign me up if this car makes its way to a consumer version.
I was going to say that it's probably mineral oil, but TIL mineral oil is just a highly refined petroleum oil. So your brake fluid on your EV is (probably) petroleum based. 🤷‍♂️
 

charliemathilde

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Well it’ll never be a consumer vehicle without an entirely different chassis. Still as an aspiration, 3300# with 1000hp is a beautiful dream.
 

daveo4EV

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the tesla roadster will get 600 mile range and will have rocket boosters so it looks like porsche is already behind.
i’ll bet this shows up before the roadster - at least the track version
 

fullmetalbaal

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Interestingly, no transmission. IMHO further confirmation that the transmission in our Taycans is an anomaly that will be forgotten with J2 or whatever the real successor platform is called.
 

Mr.Smith

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It's a little dry, but a good explanation of the new features and the oil battery cooling system.

 
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