A 2010 to 2011 electric race prototype from San Francisco's Mission Motors, built for the TTXGP series. It beat its rivals at Laguna Seca, made 141 hp from a 14.4 kWh pack, and was never street-legal. Then the company pivoted away from bikes, and a later road-going effort collapsed into bankruptcy. Sources on everything.
A genuinely fast 2011 electric race prototype that won outright at Laguna Seca, with 141 hp, a 14.4 kWh pack, and a claimed ~160 mph top speed. But it was a track-only prototype, never street-legal, never sold to the public, and the company behind it folded. It belongs in history, not a garage.
One thing to keep separate: a later, separate venture under the name Mission Motorcycles announced a road-going Mission R and RS with quoted prices starting around $29,999 (and a higher RS), but that effort collapsed into bankruptcy by about 2015 and those bikes did not reach customers either. The prototype on this page and that later road project are different things. See §9.
Every module behind the headlines: what it actually was, the numbers decoded, the Laguna Seca proof, what happened to the company, and the standard scorecard. All sourced.
The Mission R was an electric racing superbike prototype from San Francisco's Mission Motors, built for the TTXGP and FIM e-Power series around 2010 to 2011. It used a liquid-cooled three-phase AC motor making about 141 hp and 115 lb-ft, fed by a 14.4 kWh pack, with a claimed top speed near 160 mph. In June and July 2011, rider Steve Rapp set an electric lap record and then won the joint FIM/TTXGP race at Laguna Seca by a commanding margin. It was a real, documented on-track winner, and it was never street-legal and never sold. Here is the full story.
Start here, because the most important fact is that this was a race prototype, not a product.
The Mission R was built to demonstrate technology and win races, not to be ridden home. Understanding that frames everything else on this page.
Its actual purpose. The Mission R was a closed-circuit prototype built to prove that an electric superbike could match combustion rivals, and at Laguna Seca it did exactly that.
Its lasting role. As a milestone in electric performance, the Mission R is a genuinely important machine. It belongs in the story of how electric race bikes grew up.
Not applicable. It was never street-legal, never homologated for road use, and never sold to the public. You cannot buy one, register one, or commute on one.
There is nothing to purchase. The prototype was not a production model, and Mission Motors is defunct. The later road-going Mission effort also failed to deliver. See §9.
What was genuinely class-leading for its day, rated honestly.
For 2010 and 2011, the Mission R's numbers and packaging were exceptional for an electric race bike. Each badge tells you whether it was a genuine edge or simply context.
A liquid-cooled three-phase AC motor making about 141 hp and 115 lb-ft, fed by a 14.4 kWh pack with a 100 kW motor controller. In 2010, that output and energy in a race chassis was genuinely class-leading.
★ Genuine edgeThe performance showed up where it counts. The Mission R set an electric lap record at Laguna Seca and then won the FIM/TTXGP race there outright. A documented win, not a press-release claim.
★ Genuine edgeJames Parker's chassis packaged a large 14.4 kWh battery into a frame smaller than a typical 600cc sportbike. Tight, serious packaging for the era's cell technology.
✓ SolidMission Motors built the R partly to showcase the EV powertrain technology it intended to supply to other companies. That is also why it never became a product: the bike was the demo, not the business.
≈ Context, not magicMarketing specs vs. the physics. The math is simple, so let us run what is known and flag what is not.
The headline output converts cleanly. For a race bike the more telling number is torque, which an electric motor delivers instantly.
There is no clean, verified consumer range figure for the prototype, because it was a race bike, not a road model. We will show the math we can and refuse to invent the rest.
What we know: the battery is 14.4 kWh. We can show usable energy, which is the honest starting point for any range estimate:
What we will not do: publish a single "range" number for this prototype. A race bike on a circuit and a road bike at cruising speed consume energy completely differently, and we have no verified consumer-cycle test for the prototype itself. Contemporary reports around the broader Mission program cited wide ranges (figures in the 80 to 150 mile region were discussed for various configurations), but those mix the prototype with the later, separate road-bike proposals and are not a reliable single number for this machine. So a verified real-world range for the Mission R prototype is not published, and we leave it blank rather than guess.
The single most important real-world fact about this bike is not a spec, it is a race result, and it is well documented.
In June 2011, rider Steve Rapp set an electric motorcycle lap record at the Laguna Seca ReFuel time trials. The following month, on July 24, 2011, he won the joint FIM/TTXGP race there by a commanding margin, finishing nearly 40 seconds (reported as about 39.995 seconds) ahead of the second-place MotoCzysz.
That result is the bike's legacy: a clear, documented on-track win against direct rivals, not a marketing boast. Reports note the prototype's pace was competitive even with the 600cc combustion machines racing that weekend, which was remarkable for an electric bike in 2011.
Charge time is just battery size ÷ charger power. For a race prototype, there is no consumer charger spec to plug into the formula, so we show the method and stop there.
For a prototype that never sold, the honest answer is that there is no consumer cost.
The Mission R prototype never carried a consumer MSRP. The only prices in the story come from a separate, later venture that also failed to deliver.
| What people cite | What it actually was | Reality |
|---|---|---|
| The 2011 prototype | A race bike built to win and to demo technology | never priced or sold |
| "From ~$29,999" | A later, separate Mission Motorcycles road-bike announcement (R and RS) | announced, not delivered |
| The road R / RS | The road-going effort that followed the prototype | collapsed by ~2015 |
This is where the standard methodology simply does not apply, and saying so is more honest than forcing a number.
A winning bike from a company that pivoted away and then wound down. The business story, not a service story.
There is no owner community or reliability record to summarize, because the bike was never owned by the public. What there is instead is a clear corporate arc.
A bike is only as ownable as its parts supply. Here there is effectively none.
The Mission R was a prototype race bike. It never entered production, so there was never a parts catalog, a dealer network, or an aftermarket. With the company defunct since around 2015, there is no factory and no support channel. Anything surviving exists as museum, collection, or archive material, not as a serviceable consumer machine.
| Part category | Availability | Reality |
|---|---|---|
| Battery / powertrain | none | Bespoke prototype, no supply |
| Chassis / bodywork | none | One-off race parts |
| Electronics / controller | none | No factory, no catalog |
| Consumables | none | No production support ever existed |
One scorecard, identical axes on every bike, even one that was never for sale.
Every machine on the site is scored on these same eight axes, by the same rules. For a non-production prototype, most practical axes score very low, and that is the honest picture: this is a landmark, not a purchase.
Our standing methodology, run identically on every machine, even one where several inputs are simply not published.
The only honest way to compare two batteries. Here only the 14.4 kWh total is published, so we use it directly.
You never use 0 to 100%. The BMS holds a reserve and voltage tapers at the bottom. We assume ~88%.
Consumption is the lever. For this prototype there is no verified consumer-cycle figure, so we do not state a range.
141 hp × 746 ≈ 105 kW, consistent with the quoted controller. Race peak, not a road rating.
"Fast charging" is meaningless without the charger's wattage, which was never published for this prototype.
We cite everything and date it. Manufacturer and press figures are labeled as claims; physics conversions are our own. Where a figure does not exist, we say so rather than invent it. Spot an error? Our corrections policy means we fix it in public.
Sources retrieved May to June 2026. The Mission R covered here is the 2010 to 2011 race prototype; the later road-going Mission Motorcycles R and RS were a separate effort that did not reach production. Mission Motors is defunct.