Ferrari has officially entered the electric vehicle (EV) age. At its 2025 Capital Markets Day, the Prancing Horse unveiled the production-ready chassis and components of the Ferrari Elettrica, the Maranello’s first fully EV and arguably the most ambitious project in its 86-year history.
Being a Ferrari, it won’t be just another battery-powered model; it will be Ferrari redefining what an EV can truly be: built entirely in-house, engineered to preserve the essence of driving, and crafted to feel unmistakably Ferrari.
Unlike the recently-launched Ferrari Amalfi and Ferrari 849 Testarossa, the upcoming Ferrari Elettrica will be a four-seater, four-door model — the second Ferrari model after the Purosangue.
Ferrari Elettrica is developed from the ground-up as an EV
Everything about the Ferrari Elettrica has been developed in-house, from its chassis to the software that manages its four electric motors (yes, quad electric motors drive the Elettrica. Ferrari’s engineers started with a clean sheet: a short-wheelbase architecture made from 75 percent recycled aluminium, saving roughly 6.7 tonnes of carbon dioxide per car compared to conventional production methods. The layout places the driver close to the front axle for the classic Ferrari sense of precision and feedback, but the cabin sits slightly higher for improved comfort and visibility.
The battery is completely integrated into the floorpan, rather than bolted beneath it, thus lowering the centre of gravity by 80 mm compared with a comparable internal-combustion model. Around 85 percent of the battery mass sits between the axles and as low as possible in the chassis, keeping the centre of gravity as low as possible. Weight distribution, according to Ferrari, is 47:53 front to rear, an ideal balance for agility and traction.
This approach doesn’t just improve dynamics; it also turns the battery into a structural component. Ferrari’s engineers developed a patented assembly process that strengthens the car’s torsional rigidity while keeping weight in check. In a side impact, the sills and surrounding frame are designed absorb energy before it reaches the modules, which are suspended within a thin aluminium shell.
Elettrica gets quad motors and over 1,000 PS of Italian power
The Elettrica uses two e-axles, each built entirely at Maranello, for a total of four motors. Combined, these motors deliver over 1,028 PS and 990 Nm of torque, enough to launch the Elettrica from 0–100 km/h in 2.5 seconds and reach a top speed of 310 km/h.
The front axle produces 210 kW (286 PS) and can decouple entirely to improve efficiency, while the rear delivers a massive 620 kW (843 PS). Both use permanent-magnet synchronous motors with Halbach-array rotors derived from Formula 1 technology. The front motors can spin to 30,000 rpm, while the rear tops out at 25,500 rpm, each running with 93 percent peak efficiency.
Power density is staggering: 3.23 kW/kg at the front and 4.8 kW/kg at the rear. That translates to 3,500 Nm of torque to the front wheels and 8,000 Nm to the rear in Performance Launch mode. Yet the system weighs less than you’d expect — the integrated front inverter, for example, delivers 300 kW while weighing just 9 kg.
The battery that powers the Elettrica
Ferrari designed and assembled the battery in-house, with a gross capacity of 122 kWh and 210 cells arranged into 15 individual modules. Energy density reaches 195 Wh/kg, and the cells themselves achieve 305 Wh/kg, which at the time of writing, is the best-in-class. The system runs on an 800-volt architecture capable of 350 kW DC fast charging.
The design focus was to make the battery part of the car’s structure, not just an energy pack. Cooling lines are integrated into the floor, using the coolant itself to absorb impact energy and regulate temperature. The layout keeps the weight low and central, giving the Elettrica the responsiveness of a mid-engined car despite its roughly 2,300-kg kerb weight.
The Battery Management System (BMS) and cell controllers were developed by Ferrari engineers using proprietary algorithms. Safety systems can cut current in 3 milliseconds in the event of a short circuit, while the entire pack remains serviceable and replaceable — a nod to Ferrari’s commitment to longevity.
History’s first-ever silent Ferrari
Ferrari has long stated that sound is part of their DNA. Instead of synthesising artificial engine notes, the Elettrica uses the natural vibrations of its fully-electric powertrain. A high-precision sensor on the rear axle captures mechanical frequencies from the motors and inverters, then amplifies them through the structure — much like how an electric guitar uses its body as a resonator.
While the result isn’t the roar of a V8 or V12, but a new kind of voice, one that’s metallic, mechanical, and uniquely tied to the car’s behaviour. When cruising, the cabin remains hushed. But floor the accelerator or pull the paddle shifters, and the sound grows into an organic feedback loop between driver and machine. It’s an intentional, dynamic experience — not noise for its own sake.
The often-overlooked inverters are central to the Elettrica
The front inverter, mounted directly within the front axle, is a feat of packaging and efficiency. It weighs only 9 kg yet can deliver up to 300 kW of power to the twin front motors. At its core lies the Ferrari Power Pack (FPP), a compact, integrated module that houses six silicon carbide power units, driver boards, and its own liquid cooling system.
Silicon carbide (SiC) is key here. Compared to conventional silicon, it allows higher switching frequencies and lower losses, meaning the inverter can react faster, run cooler, and deliver torque with greater precision. Depending on driving conditions, switching frequencies range between 10 and 42 kHz, a balance carefully tuned to optimise response, efficiency, and noise levels.
One of Ferrari’s cleverest tricks lies in its so-called toggling strategy, developed specifically for the rear axle. It periodically switches the inverter between active and standby states to keep it operating at peak efficiency without dulling throttle response. The system modulates torque about 100 times per second, alternating between zero and double the requested torque so the driver feels seamless acceleration, and gains roughly 10 km of extra range on the highway.
To keep everything quiet and refined, Ferrari introduced Order Noise Cancellation, a software suite that uses two algorithms — Sound Injection and Resonant Controller — to cancel out unwanted electrical harmonics. The result is smoother performance and less high-pitched whine from the motors, all without dulling the car’s distinctive mechanical character.
Compact, lightweight and astonishingly intelligent, these inverters don’t just feed power — they shape the way the Elettrica feels, responding to every input with millisecond accuracy. It’s another reminder that while Ferrari’s power source has changed, its obsession with precision hasn’t.
Handling is handled by a VCU that updates 200 times per second
Under the skin, the Elettrica runs one of Ferrari’s most advanced Vehicle Control Unit ever built. The central computer updates suspension, traction and steering parameters 200 times per second, predicting and adjusting responses before the driver even feels them. The system works hand in hand with the third generation of Ferrari’s 48-volt active suspension, first introduced on the Purosangue SUV and further refined here.
The active dampers use a faster-acting recirculating ball screw and lighter shock absorbers with integrated thermocouples to monitor oil temperature. Each corner can now control vertical forces independently, allowing the car to manage roll, pitch and dive without compromising ride comfort. Combined with four-wheel torque vectoring and four-wheel steering, this give the Elettrica unprecedented precision and stability.
The Ferrari feel isn’t compromised
Ferrari’s challenge wasn’t just to make an electric car fast, but to make it feel alive. Engineers spent years tuning torque delivery, regenerative braking and power transitions to mimic the feel of an internal combustion engine.
The solution is Torque Shift Engagement, a system that divides power into five progressive levels. Using the right paddle, the driver can select increasingly aggressive torque maps that build thrust in stages, creating the sensation of continuous acceleration instead of an abrupt surge. The left paddle adjusts regenerative braking to simulate engine braking. Together, they give the driver a tactile connection that’s often missing in EVs.
Three driving modes: Range, Tour, and Performance, help determine how power and traction are distributed. In Range mode, the car runs mostly on the rear axle for efficiency. Tour mode balances comfort and response, while Performance unlocks full output from all four motors.
A quieter kind of craftsmanship
Beyond the numbers, what sets the Elettrica apart is how thoroughly Ferrari rethought every part of the construction. The rear subframe, for example, is the first elasticised design in Ferrari’s history. By spacing its elastomeric mounts farther apart, engineers achieved the stiffness of a rigid setup laterally while filtering out vertical and longitudinal vibrations. The result is a chassis that’s both sharper and quieter.
Even the aluminium castings used throughout the car are made in Ferrari’s own foundry using secondary aluminium alloys, reducing carbon dioxide emissions by up to 90 percent without compromising strength. Every component, from the inverters to the lubrication circuits in the axles, was optimised to save grams, reduce noise, and maintain accessibility for service — all hallmarks of Ferrari’s engineering culture.
Power is nothing without control
To handle the power of the Elettrica, Ferrari partnered with three tyre manufacturers to create bespoke compounds that cut rolling resistance by 15 percent while maintaining grip and safety.
Five dedicated sets will be available: three performance-focused, one winter, and one run-flat. The lower centre of gravity and near-perfect weight balance reduce load transfer between axles, letting the tyres work more efficiently and last longer even under extreme use.
What about the cabin?
Ferrari has yet to reveal the interior, but the Maranello-based company says that the full design will be revealed in early 2026.
The Manettino still controls vehicle dynamics — from Wet and Dry to Sport and ESC-Off — while the eManettino manages energy delivery, drive configuration and power limits. Together, they let drivers fine-tune not just how the car handles, but how it behaves electrically.
A new benchmark for electric performance
With a range of over 530 km and charging capabilities of up to 350 kW, the Ferrari Elettrica is as usable as it is fast. But numbers only tell part of the story. This car signals a shift, not just for Ferrari, but for the idea of what a high-performance EV can be.
By building nearly everything in-house, Ferrari retains the craftsmanship and control that define its identity. The Elettrica isn’t an outsourced experiment; it’s the product of Maranello’s own.
In the end, that’s what makes this car important. It’s not the first electric model, nor the most powerful on paper. But it may be the first to truly feel like a Ferrari — a car that turns electrons into emotion.
When it finally appears in production form next year, the Ferrari Elettrica won’t just mark the brand’s entry into the electric age. It will mark the moment Maranello proved that performance, soul and silence can coexist — and that the future, even when powered by electrons, can still sound like passion.
Ferrari Elettrica hardware photo gallery
