Ferrari has released the specs of its first all-electric car, the Elettrica, and gave us a detailed look at the technology behind it.

You will find the full specs and my take on the event below.

Earlier this week, Ferrari flew me down to its headquarters in Maranello, Italy, along with a few dozen other journalists, to give us a look at the technology the Italian automaker developed for its first electric car: the Elettrica.

Let’s talk about the elephant in the room: we didn’t get to see the car. That will apparently have to wait until the first half of next year. We could only see the chassis and the factory.

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With that bummer out of the way, we did learn a great deal about the Elettrica, including its full specifications, as well as the chassis and powertrain technology developed internally for the legendary brand’s first all-electric vehicle.

While many were expecting to see the Elettrica, which may or may not be a placeholder name, by the way, this week, Benedetto Vigna, Ferrari’s CEO, insisted that the vehicle is not late. They want to do a “three-part unveiling” with today being the first part with the specs and tech, a second part will come in Q1 2026 with more details and pricing, and finally, we should see the vehicle in full in Q2 2026.

The CEO assured everyone that the design of the vehicle is already completed.

Vigna is a physicist who was hired to lead Ferrari in 2021. He quickly launched Ferrari’s all-electric vehicle program in partnership with famed designers Marc Newson and Jony Ive’s LoveFrom studio, who will be behind the elusive design of the Elettrica.

A few prototypes were spotted around. I even saw one in Maranello this week, but it is so heavily camouflaged that it is hard to discern anything about the car. It looks to be a sedan or maybe a very low wagon – Purosangue-style, but I’m leaning toward a four-door sedan.

Ferrari confirmed today that it has four doors, it is not a supercar, and it will be mass-produced, to the extent that Ferrari mass-produces vehicles.

Vigna, along with several other executives and engineers at Ferrari, is visibly excited about the brand’s first all-electric vehicle. While touring the new ‘E Building’ on the Maranello campus, where they are building the Elettrica, I saw the CEO visibly giddy while walking around and talking to people about the vehicle program.

He said that today’s release is about explaining all the EV technology that Ferrari has been developing for its first all-electric vehicle.

Let me tell you, it is a lot. I sat through about 5 hours of technological presentations. Here are the highlights.

Ferrari Elettrica – Technical Specs

First, here are all the specifications. I know most of you will stop reading here anyway – might as well get it out of the way. The headline-grabbing specs are: over 530 km (330 miles) of range thanks to a 122 kWh battery pack, 0 to 100 km/h in 2.5 seconds thanks to a quad-motor powertrain with over 1,000 hp (830 kW), and a top speed of 310 km/h (186 mph).

Here are the full specs:

The tech behind Ferrari’s first all-electric car

My main takeaway from this event is that Ferrari is becoming a complete electric automaker, which is a remarkable thing to say about a brand that pioneered the V12 combustion engine 80 years ago.

It is not buying an electric powertrain and integrating it into a vehicle with a Ferrari-tuned chassis. Numerous automakers have done so, and there are ways to create some truly incredible electric cars like that with the help of suppliers and automakers packaging some excellent electric powertrains these days.

But Vigna made it clear that Ferrari wants to own its EV technology and advance it with innovation.

The Italian automaker has developed and is producing almost the entire powertrain. Ferrari is purchasing the NMC pouch cells from South Korea’s SK. I even saw the battery cell crates with SK logos lying around the factory. And then, it makes the entire battery module and pack from there.

For the pack, Ferrari has prioritized safety, with a significant amount of energy absorption and redistribution around the modules, followed by weight optimization and performance.

The automaker explained:

The layout of the cells is designed to minimise inertia and lower the centre of gravity, placing them where possible behind the driver seat. 85% of the weight of the modules is situated under the floorpan, while the remainder is located under the rear seat: a solution that made it possible to shorten the wheelbase and minimise inertia to maximise driving pleasure in all situations, with an optimal weight distribution of 47–53%.

During presentations related to the pack and modules, several engineers mentioned making the Elettrica a “forever EV” by utilizing battery modules that are easy to service and replace.

Ferrari is even making its own motors for the Elettrica:

For the motors, Ferrari went all out and leaned heavily on its motorsport experience.

While this is Ferrari’s first all-electric vehicle, the company has extensive experience with various electric powertrains, dating back to its F1 car in 2009.

First, let’s discuss the specs, as they are staggering. The motors achieve incredibly high rotational speeds—the front axle motor spins up to 30,000 rpm to produce 105 kW, while the rear hits 25,500 rpm for a massive 310 kW peak power (remember, that’s time two since there are two motors per axle). Reaching these speeds enables the motors to remain extremely compact, which is crucial for a space-saving axle architecture.

The secret sauce is in the materials and design. The rotor employs a motorsports-derived Halbach array configuration using segmented, surface-mounted permanent magnets. For those unfamiliar, this is a highly sophisticated design that strategically directs the magnetic flux toward the stator. The result is a massive boost in torque density while simultaneously reducing the motor’s overall weight—a win-win for any performance EV, but difficult to manufacture.

The stator technology is equally advanced. It’s constructed from ultra-thin 0.2 mm non-oriented grain silicon-iron laminations. These are stacked using a self-bonding process that minimizes the risk of short circuits, a critical detail for durability and efficiency.

To further reduce energy loss, especially under high load, the windings use a Litz wire configuration. This specialized wiring is designed to mitigate the “skin and proximity effects” that reduce the efficiency of conventional motors at high frequencies and currents. It’s an expensive but necessary choice for a powertrain operating at this level, ensuring that the incredible power potential isn’t wasted as heat.

The front drive unit is equipped with a disconnect that enables the Elettrica to switch between rear-wheel driving and all-wheel driving within half a second.

Powering the four motors on two axles, Ferrari developed its own power inverters – seen above.

Using silicon carbide (SiC), Ferrari’s inverter achieves a 93% efficiency at max capacity and weighs only 9 kg.

The automaker wrote about the system:

The driver board is the interface between the high- and low-voltage sides and manages the behaviour of the power MOSFETs. Each board drives three modules, each consisting of 16 MOSFETs, which, alongside the integrated 800 V – 48 V DC/DC converter, ensure precision and responsiveness in the distribution of torque to the pair of engines. The inverter switching frequency, which varies from 10 to 42 kHz depending on the specifications of the application, has been painstakingly calibrated to balance efficiency, acoustic comfort and heat management, and to optimise engine response without compromising the overall integration of the system. 

Overall, the powertrain appears to be top-of-the-line. Some might question why it doesn’t have 2,000+ horsepower, as some other hypercars launched over the last few years do, but it’s clear that Ferrari was not aiming for just pure power.

The automaker is balancing power with a sensible weight that makes sense to deliver the handling and cornering capabilities the brand is known for.

As Gianmaria Fulgenzi, Chief Product Development Officer, put it during one of the presentations, Ferrari wants to deliver “driving thrills” with its first EV. Packing an EV with power and batteries to go 0-100 km/h in 1.9 seconds is relatively easy. Making it so that it handles greats while delivering repeatable power is a different animal.

When it comes to the suspension, the fact that it’s an EV doesn’t have a significant impact, and Ferrari was able to use a lot of its existing expertise here.

In fact, the Elettrica uses the same Ferrari third-generation active 4-volt electric suspension found in the latest F80 and Purosangue – with a few adjustments to better adapt to and take advantage of the lower center of gravity.

The main difference is a 20% pitch increase of the threads inside the system to reduce the inertia transfer into the chassis.

Sensors detect the road with a one-millisecond latency, and the system can take action within five milliseconds.

Ferrari utilizes this feature for both performance and comfort, which can be easily adjusted with a button on the steering wheel.

Funny enough, the coil you see in this picture is only there to support the vehicle when it is turned off. Otherwise, the electric suspension actively does everything when the car is powered on.

In the back, the suspension is linked to a new, separate subframe. Ferrari opted for this design to gain more control over the transfer of vibration to the chassis – a consideration that ICE automakers tend to be more cautious about with electric vehicles, as non-powertrain noises and vibrations are more noticeable.

The rear axle is also particularly noteworthy for its independent rear steering, which can be adjusted up to 2.15 degrees.

Between the four independent motors, four independent active suspensions, and steering at each wheel, Ferrari finds itself having incredible active control on all axes of each wheel of the Elettrica.

All of these systems are controlled by a single central control unit, enabling synchronous, targeted actions for performance or comfort.

For now, we can only imagine what Ferrari can do with this system, but I bet it will be impressive.

Electrek’s Take

For the most part, I am impressed. Execs kept saying the word “unique,” and in a sense, every new car is somewhat unique. However, none of these specs or tech are particularly unique on their own.

All together, they make for an impressive electric vehicle, but I would expect that for an EV in that price range. Ferrari has not announced any price yet, but based on how they are positioning this product within their lineup, I would expect it to start between $300,000 and $500,000.

Now, the last feature I discussed in my article —the capacity for actively control each wheel on all axes; up and down with active suspension, left and right with steering front and rear, and forward and backward with torque vectoring —is something auspicious. If well executed, it could result in one of the best driving experiences in an EV, or any car, ever. That would be unique.

I also do like the idea of Ferrari hiring a scientist as CEO who then quickly spearheaded this EV program and made Ferrari develop whole new expertises. He appears genuinely excited about it and the excitement has spread throughout the company.

During the event, I’ve met several engineers working on EV componements, especially the motors, who seemed to be top players.

The design remains a mistery and while the parntership with LoveFrom is intriguing, it could be a hit or miss. As far as I know, neither Ive or Newson ever designed a production car. My understanding is that they are working with car designers and providing leadership to the project, but nonetheless, there’s room to be skeptical even though those guys are undoutedly accomplished designers.

We will have to wait for part 2 and 3 of Ferrari’s Elettrica unveiling to get a better idea.

There’s one last thing that I want to discuss that I think could have a singificant impact on the EV industry. I am talking about Ferrari’s approach to sound with its first EV. If succesful, I think it could move the needle in convincing some hardcore petrol heads that EVs are

I really respect the approach. I wanted to go into more detail so I wrote a standalone article about it here.

I’d love to read your thoughts about the Ferrari Elettrica in the comment section below and specifically about the approach to sound in the other article.

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