- Ferrari's first EV will feature four in-house-developed motors that generate 1000-plus horsepower and propel it to 60 mph in under 2.5 seconds.
- The battery pack is rated at 122 kWh gross (net will be revealed at a later date) and can deliver over 330 miles of range on the European test cycle.
- No word on the upper body, but we do know the EV will have four doors, a wheelbase of 116.5 inches, and a weight of just under 5100 pounds.
Ferrari hasn't quite taken the wraps off its first EV, which uses the name Elettrica as a placeholder, but it did reveal a production-ready chassis, complete with suspension, battery system, and motors. And make no mistake—Ferrari does not seem to be backing away from EVs at all. Instead, it's slow-rolling the launch in three parts. This was part one, and parts two and three will take place in the first and second quarters of 2026.
The design is locked in, and we know it will have four doors, a wheelbase of 116.5 inches, and a weight just shy of 5100 pounds. Still, Ferrari won't yet tell us whether it is a sedan, a wagon, or an SUV. We were shown, however, that the 800-volt battery and drive system consists of four electric motors that were developed and are being assembled in-house. Meanwhile, the suspension system is the third generation of the active suspension system that Ferrari co-developed with Multimatic.
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Power and Speed
Central to the powertrain are the electric motors, and there are two of them per axle that can be independently controlled for serious torque vectoring. The EV will be primarily all-wheel drive, but the front motors can be decoupled to create rear-wheel drive by selecting the proper e-Manettino mode on the steering wheel. These are permanent-magnet synchronous motors, so magnets are arranged around the outside of the rotors. They use the Halbach arrangement to better focus their magnetism on the stator, and they're wrapped in carbon fiber to hold them in place, as the front motor spins as high as 30,000 rpm and the rear goes up to 25,500 rpm.
What all of that means for power is unclear. Ferrari won't yet admit exactly how much the Elettrica will make in the highest Performance Launch mode, except to say it is "greater than 1000 CV." The carmaker did separately reveal that the front axle can make as much as 282 horsepower and the rear can generate up to 831 horsepower, so the upper limit of the total output could be as high as 1113 horsepower.
For all of that, we're left with a little bit of a golf clap at the 60-mph time. Ferrari quotes 2.5 seconds to 62 mph, so we can say 2.4 seconds to 60 mph. Then there's rollout to consider, so we're getting closer to 2.2 seconds or less. Time will tell, and Ferrari cautions that development is still the early days, so final production specs may be better than these floor levels. Ferrari is especially eager to point out that sustained speeds, repeated runs, and multiple laps are within the design criteria. After all, the company does say that this car will be good for 193 mph. Watch this space as more is revealed.
The Sound
Ferrari engineers truly geek out about the sound they've harnessed, but once again, they could not share a track with us in this early reveal. We say "harnessed" for a reason, because they say they haven't created anything. Instead, they've tapped into an authentic source with a hard point on the rear motor assembly, one that vibrates proportionally with respect to motor load, speed, and even direction. They pick up this vibration with an accelerometer, then use the resulting signal like an electric guitar's pickup. They don't distort or overly treat this vibration, but they do amplify it. Pardon the pun, but it all sounds intriguing, and the way they go on about it indicates it must be pretty special. Stay tuned for this when we can drive the car.
The Battery
The battery is made in-house in 15 modules, and each module is made from 14 SK pouch cells and includes a battery monitoring system. Thirteen cells are arrayed on the floor, with the other two stacked upon the rearmost row under the back seat. The pack is serviceable, so any module can be swapped out. Running at 800 volts nominally, this pack is rated at 122 kWh total. Ferrari admits that this figure is the gross capacity and is still working out the SOC management to give us a realistic net capacity. We do know that it's built to charge at up to 350 kilowatts at your local DC fast-charger, and Ferrari says it can add 70 kWh in 15 minutes.
As for range, Ferrari says that it is over 330 miles, but this is the optimistic European WLTP scale. In EPA terms, it's more likely somewhere around 280 miles. We don't know precisely what tire Ferrari will use, but it's likely to be very wide indeed and have an effect on range.
The Suspension
This time, we got a close look at the goods. It's all aluminum, and both front and rear knuckles are hollow. Up front, it's a multilink design consisting of a pair of lower links and an upper wishbone. In the back, it's another multilink, but this one employs an integral link down below and a single camber link up top. Crucially, the rear has independently controlled actuators in place of toe links, and these can steer the car as much as 2.15 degrees in either direction. Also, the rear suspension is mounted to Ferrari's first-ever rear subframe (usually it is directly mounted). Ferrari realized that an electric vehicle doesn't make engine noise to mask these vibrations, so it had to use a subframe.
The brakes are carbon ceramic, and they are six-piston calipers clamping 15.4-inch front rotors, while four-piston calipers and 14.6-inch rotors do the job in the back. But remember, this car has serious regenerative braking potential, as much as 0.68 g maximum, so you'll likely never get them warm in regular driving. Still, in our testing, our emergency stops from 70 mph and 100 mph regularly see 1.2 g's on a car like this, and you'll see similar peak g on the track.
Ferrari's active suspension is here, and it's the third generation of the system first seen on the Purosangue. Co-developed with Multimatic, it features a central ball screw inside the apparent "damper" body that is controlled by an electric motor instead of a spring. The thing is, there is a spring, there mostly to hold up the car when it's parked and the 48-volt power is turned off. All other times, the electric motor turns clockwise and counterclockwise in minute or large amounts that are fine-tuned at 100 times per second to produce damping force. For this third-generation system, the pitch angle of the ball screw has been altered by 20 degrees, and a thermal sensor has been added to account for the effects of temperature on the oil viscosity.
Ferrari is serious about moving forward with its plans to broaden the appeal of the brand and bring in new customers for the Elettrica, and the automaker says there are people waiting to buy it. We'll know more when Ferrari shares further details early next year.
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Dan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by Edmunds.com (no relation) to build a testing department.















