Ferrari today released official details of its first electric vehicle (EV), which it is calling the Elettrica. The Italian carmaker isn’t showing all its cards for now, as the Elettrica is being revealed in stages that will eventually end with a full debut in the second half of 2026.
According to the company, the Elettrica (directly translates to ‘electric’) “can be considered the culmination of a long journey of technological research into electrification that began with the first hybrid solutions derived from the 2009 Formula 1 car.” The 599 HY-KERS prototype, LaFerrari, SF90 Stradale (the brand’s first plug-in hybrid model), 296 GTB, F80 and 849 Testarossa are milestones in Ferrari’s electrification journey leading up to the Elettrica.
As the company’s flagbearer into fully electric territory, there’s plenty to dissect with the Elettrica. The fundamental concept is that this is Ferrari’s own take of an EV, which requires pushing the boundaries of technology while still delivering performance and driving pleasure that its customers expect of the brand, with almost every component developed in-house at Maranello.
At the “heart” of the Elettrica are its two e-axles that each feature two electric motors (Ferrari prefers to call them electric engines) to enable torque vectoring. Each motor on the front axle spins up to 30,000 rpm and is rated at 143 PS (141 hp or 105 kW) and 140 Nm of torque (Performance Launch mode).
Together, the front e-axle delivers 286 PS (282 hp or 210 kW) and 3,500 Nm at the wheels (also known as effective torque after taking into account gearing). Weighing in at 65 kg, the front e-axle incorporates an inverter (over 300 kW of power) and offers a power density of 3.23 kW/kg with 93% efficiency.
Meanwhile, the rear e-axle’s two electric motors each provide 421 PS (416 hp or 310 kW) and 355 Nm (Performance Launch mode) for a total of 843 PS (831 hp or 620 kW) and an even higher wheel torque of 8,000 Nm.
Physically larger in size than the units at the front, the rear electric motors result in an e-axle that weighs more at 129 kg, requires a more powerful inverter (over 600 kW) and has a power density of 4.8 kW/kg with a 93% efficiency. With both e-axles in play, the system delivers 1,128 PS (1,113 hp or 830 kW) and 990 Nm (11,500 Nm wheel torque).
To keep the e-axles as compact as possible, each one integrates the electric motors, inverter, and interestingly, a single reduction gear rather than a multi-speed transmission. As such, the 0-100 km/h time of 2.5 seconds and top speed of 310 km/h is achieved with no “step up” in gearing for either e-axle.
Unique to the front e-axle is a disconnect system that can decouple the electric motors completely from the wheels for better efficiency and energy consumption at any speed. This is achieved without the need for a clutch pack, with a sophisticated gear synchroniser responsible for engagement or disengagement. This is derived from the company’s existing transmissions, with the system said to be 70% lighter than the previous generation and can do its job in just 500 milliseconds.
Managing the disconnect system is done via the eManettino switch to the left of the steering wheel, which puts the Elettrica in rear-wheel drive when set to ‘Range’ mode, although the front electric motors can come into play when dynamic conditions require it. The remaining ‘Tour’ and ‘Performance’ modes put the car permanently in all-wheel drive.
There’s also the familiar Manettino on the right for vehicle dynamic control settings that range from Ice to ESC-Off – a new Dry mode makes its debut in the Elettrica for day-to-day driving, slotting in between Wet and Sport modes.
As for the rear e-axle, its special add-on are two actuators that enable rear-wheel steering at up to 2.15 degrees. Independently operated, these actuators allow the rear wheels to point in the same direction to minimise the turning radius, or in opposite directions to improve high-speed stability. Ferrari says the Elettrica is its first model with actuators offering control over vertical, longitudinal and lateral forces.
Other aspects of the e-axles are that their castings are produced with secondary aluminium alloy to cut CO2 emissions by up to 90%, and a lubrication circuit with dry sump technology (consisting of a pump and heat exchanger) works with three valves to deliver pressure necessary for the actuators as well as manage the disconnect and park lock functions.
The electric motors themselves are also worth mentioning in detail, as they have surface-mounted permanent magnets on their rotors in a motorsports-derived Halbach array configuration. This costlier approach directs the magnetic flux towards the stator to maximise torque density and reduce overall weight, the latter being the result of not needing a back iron on the rotor, as is the case with a traditional magnet array.
On the other hand, the stator, which resides within the rotor, features ultra-thin (0.2 mm) non-oriented grain silicon-iron laminations. The winding stator that carries current and generates the magnetic field needed for the motor to work uses a Litz wire configuration to minimise losses in the windings and are concentrated to minimise end winding height.
To improve heat transfer from the copper windings to the external cooling circuit, the stator is fully vacuum-impregnated with a high thermal conductivity resin offering a thermal conductivity 40 times higher than air. This resin also improves the mechanical strength of the stator allowing it to better withstand the stress of operation.
With the electric motors spinning at high speeds, there is also a need to counter the centrifugal forces that can affect components. As such, 1.6 mm thick carbon sleeves are press-fit into the rotor to hold the magnet in place just 0.5 mm from the stator. These can withstand extreme mechanical stress because at 30,000 rpm, the individual magnets on the front rotor that weigh just 93 grammes, generate a centrifugal force equating to 2.7 tonnes.
Managing power delivery to the electric motors are inverters responsible for converting DC to AC current and vice versa during regenerative phases. Each inverter sports the Ferrari Power Pack (FPP), an integrated power module with six modules in silicon carbide, gate driver boards and an integrated cooling system.
Precision and quietness are also improved by the Ferrari Order Noise Cancellation system, which combines two software strategies denominated Sound Injection and Resonant Controller. These two systems monitor and selectively cancel undesirable current harmonics produced by the engines, eliminating high-pitched whine and reducing losses without affecting performance.
On the mention of sound, Ferrari is adamant that the Eletrrica does not come with any form of sound generation or “fake engine noises” that are commonplace in the world of EVs. Instead, there is a high-precision accelerometer installed on the rear axle that picks up frequencies of the powertrain, which are amplified and projected into the surroundings. The analogy used is that of an electric guitar, where the sound is not amplified naturally by the guitar’s body but by an amplifier.
This system is configurable, meaning drivers can opt for silence if they want acoustic comfort, or activate it if they want a more exhilarating driving experience – a dedicated control system handles the sound stage.
To make the driving experience even more engaging, there’s the Torque Shift Engagement that offers five pre-defined levels of power and torque. These are selected using what would usually be shift paddles on combustion-engined cars, with the right paddle enabling progressively stronger acceleration to be delivered over a range of speeds. When braking, on the other hand, the left paddle is used to replicate the behaviour of progressively more intense engine braking effect.
The other “heart” of the Elettrica is its battery, which uses flat pouch cells with a nickel manganese cobalt (NMC) chemistry. These are sourced from South Korea-based SK On, which Ferrari reinforced its partnership with last March to expand their technological collaboration. SK On is currently the only battery supplier to Ferrari and has been providing cells for the latter’s models since 2019, starting with the SF90, and on to the 296.
The Elettrica’s battery pack, which is manufactured at the company’s E-Building, offers a power density of 195 Wh/kg, while each cell packs 305 Wh/kg. In total there are 210 cells, with 14 cells assigned to each of the 15 modules for a gross energy capacity of 122 kWh. Doing some simple maths, the pack itself weighs around 626 kg.
Each module gets its own flex PCB (printed circuit board) and an electronic control unit (CSC) that interfaces with the battery management system (BMS) housed in what Ferrari calls the E-Box. The E-Box also contains fuses, relays and sensors to manage both electrical power and communication over the car’s CAN (Controller Area Network) line with a rated operating voltage of 800 volts and peak current of 1,200 amps with 210 cells in series.
If things exceed 2,000 amps (like in the event of short-circuits), a main fuse can cut current in just three milliseconds. Ferrari says the battery pack is designed to be removable and repairable if needed without damaging structural elements or the finish of the car.
The battery pack offers a range of over 530 km and has a maximum voltage of 880 volts, although it is installed in an 800-volt electrical architecture that allows DC fast charging at a max of 350 kW. Located under the floorpan for a lower centre of gravity, the battery pack has its cells concentrated in the middle of the modules so the cells are placed as far as possible from zones exposed to the risk of impact.
The chassis, which we’ll go into detail after this, also contributes to this safety buffer, with the gap between the cell and sill acting as an energy-absorbing crumple zone while housing the cooling lines. The cells are also suspended from the floor, meaning there is a gap that allows for the bottom protective aluminium shield structure to be made lighter, an element made even more efficient by the integration of cooling plates (with applied thermal compound) into it.
The water-glycol coolant running underneath the pack (variable flow rate from five to 35 litres per minute) also keeps the centre of gravity low and further aids in absorbing energy in the event of an impact. This is supported by two further plates and internal pipes that ensure the battery pack can deliver peak performance consistently.
All that has been mentioned so far is housed in Ferrari’s own chassis design, which it says is inspired by its mid/rear-engined berlinetta models. This sees a chassis that has short overhangs and a driving position that places the driver near the front wheels, which the company says “offers the purest dynamic feedback while also facilitating accessibility and maximising comfort like on more GT-oriented models.”
Such a layout poses a challenge in terms of safety, particular how energy is absorbed, which is a big deal in an EV that typically has a higher overall weight. One solution is making the front shock towers play a direct role in energy absorption during an impact, while the position of the front electric engines and inverter are designed to dissipate energy before it reaches the chassis nodes. The battery pack’s integration into the chassis is done via 20 central anchor points, so the latter also provides a structural protection function for a key component of the powertrain.
As for how the battery modules are laid out in the chassis, 85% of the weight of pack is situated under the floorpan (six dual rows, one single row), with the remaining 15% located under the rear seat (two stacked modules). This results in a 47:53 front-rear weight distribution of the Eletrrica’s circa 2,300 kg overall weight, while also allowing the wheelbase to be shortened to 2,960 mm – the Purosangue’s wheelbase is 3018 mm for context.
Ferrari says that without a combustion engine, a driver of an EV is more susceptible to rolling noise and powertrain vibration, both of which need to be reduced while also minimising any weight penalties this could bring.
The answer is the first elasticised mechanical subframe in the company’s history. Put simply, the rear subframe is its own subsystem that is mounted to the chassis via elastomeric bushings, which enable some movement instead of being rigidly attached. The optimised spacing between the elastomeric bushes is said to provide the same stiffness as a rigid subframe under lateral loads, while still providing compliance needed to attain the ride comfort goals.
On the latter, these specific bushes act to filter rolling noise from the tyres and vibration from the e-axle. Such a solution does result in a subframe of a considerable size, which is why hollow chassis castings are used on the rest of the chassis, resulting in the largest one-piece hollow casting every produced by Ferrari. The company claims the Elettrica’s subframe weighs just a few kilos more than a conventional rigid solution but its worth the driving pleasure benefits.
Active suspension, which first made its debut in the Purosangue and was updated for the F80, is further revised to Gen 3 for use in the Elettrica. With a centre of gravity 80 mm lower than an equivalent combustion-engined model, there is reduced active forces needed to control the EV’s roll and pitch.
In light of this, the recirculating ball screw connected to a 48-volt electric motor, the heart of the system, has a 20% longer pitch to better absorb and control vertical impact due to the smaller inertial forces transferred to the chassis of the car.
Certain components have been relocated to save weight (by 2 kg) and improve response, including the control module that is now attached to the subframe, while the accelerometer sensor is mounted directly on the control arm. A new thermocouple has been added for monitoring and controlling lubrication oil temperature of the shock absorbers, which replaces the previous preset mapping.
As mentioned at the start, the Ferrari Elettrica is being revealed in stages, with stage one of the three-stage process focusing on the production-ready chassis and components. Early 2026 will see the preview of the interior, while the finished exterior design will only be shown at the world premiere in the second half of next year.
What we were told is that the Elettrica will be a four-seater with four doors, which would make it the second such model in the line-up after the Purosangue. Like the Ferrari Utility Vehicle (FUV), the Elettrica won’t be a limited-production offering.
GALLERY: Ferrari Elettrica chassis and components
GALLERY: Ferrari E-Building EV component production
