Ferrari reveals the specs of its first all-electric car: Elettrica
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.
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:
| Specification | Value |
| Performance | |
| 0-100 km/h | 2.5 s |
| Top speed | 310 km/h |
| Power | >1000 cv in boost mode |
| Range | >530 km |
| Dimensions and Weight | |
| Wheelbase | 2960 mm |
| Weight | circa 2300 kg |
| Weight distribution | 47% front / 53% rear |
| Front E-Axle | |
| Power at the axle | 210 kW |
| Torque at the wheels | 3500 Nm |
| Torque at the engine | 140 Nm in Performance Launch mode |
| Power density | 3.23 kW/kg (93% efficiency) |
| Engine revs | 30,000 |
| Maximum inverter power | >300 kW |
| Weight | 65 kg |
| Rear E-Axle | |
| Power at the axle | 620 kW |
| Torque at the wheels | 8000 Nm |
| Torque at the engine | 355 Nm in Performance Launch mode |
| Power density | 4.80 kW/kg (93% efficiency) |
| Engine revs | 25,500 giri/min |
| Maximum inverter power | >600 kW |
| Weight | 129 kg |
| Battery | |
| No. of cells | 210 (15 modules with 14 cells) |
| Total power density | 195 Wh/kg |
| Cell power density | 305 Wh/kg |
| Gross capacity | 122 kWh |
| Maximum voltage | 880 V |
| Maximum recharge power | 350 kW |
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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For the last few weeks, we’ve been running a sidebar survey about how much Electrek readers think it would cost to add EV charging systems to their homes. After receiving over twenty-four hundred responses, here’s what you told us.
In our previous survey, we asked readers why they chose to install solar panels at home. In the recap, many of our commenters mentioned having their systems systems pull double duty — charging home backup batteries and topping off their electric cars. That got us thinking: as more and more first-time EV owners look into the many benefits of home charging, how much do they expect to pay for home charging?
Based on over 2,400 responses, this is what you told us.
What do you expect to pay for home charging?
The most positive surprise was that more than a third of Electrek readers who responded to the poll already had 240V outlets in their garage, so they expected to pay effectively $0 – their homes are EV ready now!
Of the remaining 64%, 44% were fairly evenly split between a relatively straightforward ~$500-1,000 wiring job with a few wiring or panel upgrades while only about 18% expected to spend over $1,000 due to having an older home, a detached garage, or for some other (apparently pricey and/or inconvenient) reason.
Navigating the questions
Just like you would for home solar, we’d recommend getting a quote from several installers before making a decision. One of our trusted partners, Qmerit, offers a quote-sourcing service called PowerHouse. The service scans pricing from thousands of completed electrification installations across North America to provide the best quotes that take regional variability into account and work with homeowners to “bundle” chargers, installation, and even batteries.
America has arrived at an inflection point in which all of the technical, policy and financial elements are in place to support a societal shift toward whole-home electrification. Now what’s needed is a comprehensive way to assemble these complex elements into a simple, financeable, home-energy retrofit that makes it easier to implement.
QMERIT FOUNDER TRACY PRICE
Qmerit says its new bundling program can flag the potential for federal, state, and local utility incentives like the ones we’ve covered from Illinois utility ComEd and others that can reduce or even eliminate the upfront costs of home installations for many.
Original content from Electrek.
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Following a lawsuit brought against the California Air Resources Board (CARB) by major heavy truck manufacturers over California’s emissions requirements, CARB has struck back with fresh lawsuit of its own alleging that the manufacturers violated the terms of the 2023 Clean Truck Partnership agreement to sell cleaner vehicles.
Daimler Truck North America, International Motors, Paccar and Volvo Group North America sued the California Air Resources Board in federal court this past August, seeking to invalidate the Clean Truck Partnership emissions reduction deal they signed with the state in 2023 to move away from traditional trucks and toward zero-emission vehicles (ZEVs). The main point of the lawsuit was that, because the incoming Trump Administration rolled back Environmental Protection Agency (EPA) policies that had previously given individual states the right to set their own environmental and emissions laws, the truck makers shouldn’t have to honor the deals signed with individual states.
“Plaintiffs are caught in the crossfire: California demands that OEMs follow preempted laws; the United States maintains such laws are illegal and orders OEMs to disregard them,” the lawsuit reads. “Accordingly, Plaintiff OEMs file this lawsuit to clarify their legal obligations under federal and state law and to enjoin California from enforcing standards preempted by federal law.”
After several weeks of waiting for a response, we finally have one: CARB is suing the OEMs right back, claiming that the initial suit proves the signing manufacturers, “(have) unambiguously stated that they do not intend to comply.”
They want to sell Americans more diesel
In its lawsuit, CARB argues that monetary damages alone would not make the people of the State of California whole as far as damages are concerned, citing that the stated goal of the 2023 Clean Truck Partnership was, “to achieve emissions reductions that cannot be measured strictly in financial terms,” according to ACT-News.
The agency is asking the court to compel the truck companies to perform on their 2023 obligations or, failing that, to allow CARB to rescind the contract and recover its costs. A hearing on the truck makers’ request for a preliminary injunction was held Friday, with another court date set for November 21, when CARB will seek to dismiss the case brought forth by the truck brands. The outcome of these cases could shape how state and federal government agencies cooperation on emissions rules in the future.
You can read the full 22-page lawsuit, below, then let us know what you think of CARB’s response (and their chances of succeeding) in the comments.
SOURCES: CARB; via ACT-News, Trucking Dive.
If you’re considering going solar, it’s always a good idea to get quotes from a few installers. To make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. It has hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use, and you won’t get sales calls until you select an installer and share your phone number with them.
Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.
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Starting this month, parking lots in South Korea with more than 80 spaces will be required to install solar canopies and carports. But, unlike similar laws that have been proposed in the US, this new law doesn’t just apply to new construction – existing lots will have to comply as well!
South Korea’s Ministry of Trade, Industry and Energy announced in August that it has prepared an amendment to the Enforcement Decree of the Act on the Promotion of the Development, Use, and Diffusion of New and Renewable Energy to the effect that all publicly- and privately-owned parking lots in the Asian country with room for more than 80 vehicles will be compelled to add solar panels to their lots in a move designed to proactively expand renewable energy and create more solar and construction jobs.
In addition to creating jobs and working to stabilize the local grid with more renewable energy, the proposed solar canopies will offer a number of practical, day-to-day benefits for Korean drivers, as well.
The shaded structures will protect vehicles from heavy rain, snow, and the blistering summer sun — keeping interiors cooler, extending the life of plastics and upholstery, and even helping to preserve battery range in EVs and PHEVs by reducing their AC loads (and, of course, provide charging while the cars are parked).
To their credit, Ministry officials absolutely get it. “Through this mandatory installation,” one unnamed official told Asia Business Daily, “we expect to expand the distribution of eco-friendly renewable energy generation facilities while providing tangible benefits to the public. By utilizing idle land such as parking lots, we can maximize land use efficiency. In addition, installing canopy-type solar panels can provide shade underneath, offering noticeable comfort to people using parking lots during hot weather.”
The new rule was approved in late September, and is expected to go into effect later this month, with new installation projects set to begin immediately.
It could work here
South Korea is proving that an idea like is practical. Here in the US, we’re proving that out, too – the Northwest Fire District in Arizona partnered with Standard Solar to build a conceptually similar, 657 kW solar carport system across 12 parking lots (shown, above) that delivers more than 1.23 million kWh of clean, emissions-free power annually and offsets the equivalent of 185,000 vehicles’ worth of harmful carbon emissions.
That’s just Arizona. In New York, a new initiative to help expand solar into parking lots has more than doubled commercially zoned land where EV charging stations can be sited, “freeing up” an additional 400 million square feet of space throughout the city.
Sun-rich states like Texas, New Mexico, and Florida could also benefit, and even if we’re “just” adding fresh energy sources to municipal parking, dealer lots, and public schools, we could do a lot to reduce the cost of energy generation for the entire community. And, for what it’s worth, that seems to be right in line with the big reasons why people are choosing to add solar to their homes today.
What do you guys think – would something like this work in the US, or are we too far gone down the sophomoric, pseudo-libertarian rabbit hole to ever dig our way out? Let us know your take in the comments.
SOURCE | IMAGES: Asia Business Daily, via LinkedIn; Standard Solar.
If you’re considering going solar, it’s always a good idea to get quotes from a few installers. To make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. It has hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use, and you won’t get sales calls until you select an installer and share your phone number with them.
Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.
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