The first surprise comes before the end of the first straight. You know that key EV attribute of total silence? Not this one: the sounds of the electric motors, those gearboxes and front and rear limited-slip differentials are shockingly loud, even through a thick Arai helmet, balaclava and ear plugs.
So how fast is it going to be? Well, in qualifying mode it has 1,088PS (800kW), of which 653PS (480kW) goes through the rear wheels alone, enough to propel the Mission R to 62mph in less than 2.5 seconds and on a top speed of 186mph. We’re not using it all today, but even with the 680PS (500kW) available in ‘race’ mode, this 1,500kg car is still shockingly rapid. A torque figure is not provided but it’s clearly massive and if you try to dump it all onto cold tarmac from rest, you can make even four vast Michelin slicks chirrup. But once they grip, you go.
The straights are short at the Experience Centre so apart from the briefest hiatus when you hit the speed limiter Porsche has imposed to protect their €8 million one off prototype, your body is never not being subjected to quite brutal forces. First you are buried in your seat, then you are flung into your belts. You try to detect the point at which regenerative braking hands over to those enormous ceramic discs but you can’t: the process is as seamless as I’ve experienced in the best road car, except you’re shedding speed at approximately twice the rate.
Then you’re into the corners. The aero on the Mission R is designed to be active but the DRS on the rear wing is not yet enabled so it’s left in a high downforce setting which is probably quite sensible. Sensible too is the decision to put a more than race-optimal amount of drive through the front wheels, for this is a car whose front to rear torque split can be whatever you choose and as easily adjustable on the move as is brake balance on a normal racing car. So right now it understeers quite a bit, but only once you’ve pushed through the mighty amount of mechanical grip on offer and tried hard to forget the value of what you’re driving. The steering is light, accurate, very direct and slightly lacking in feel. But if you find yourself winding on more lock to counteract the nose’s desire to peel away from the apex, it’s far better just to lift off the throttle for an instant: it snaps the nose straight and you’d don’t need to worry about the motors falling off the boil because they always give everything they have, the instant they’re asked for it.