In May this year we discussed how Ferrari was on track to showcase its Core EV technology in October. Well, that time has now come because Ferrari has just made the biggest technical leap since Enzo Ferrari himself founded the brand. On Capital Markets Day 2025, the company unveiled the chassis, powertrain and core systems of its first-ever electric vehicle, the Ferrari Elettrica, the first part of a three-phase unveiling. The details immediately reveal that this is a thorough rethinking of how to make an all-electric powertrain resonate with the emotional values of a Ferrari.
Ferrari didn’t rush this. After more than a decade of hybrid development, starting with the hybrid era in Formula 1, the 599 HY-KERS prototype, then LaFerrari, SF90 Stradale, the 296 GTB and more recently with the 849Testarossa. The Elettrica represents the pinnacle of that journey. It is powered by more than 60 patented technologies, built almost entirely in-house in Maranello, as previously confirmed by CEO Benedetto Vigna. It is designed to deliver the same directness and precision that has defined every V8 or V12 Ferrari since.
According to the specifications, the Elettrica exceeds 1,000 hp (which is approximately 986 hp) in boost mode, can reach 100 km/h in 2.5 seconds and reaches a top speed of 310 km/h. It features an energy-dense 122 kWh structural battery pack, with an 800 V architecture, and can fast charge up to 350 kW. Range? About 329 miles on the WLTP cycle. Despite weighing approximately 5,070 pounds, it crucially maintains Ferrari’s signature 47/53 weight balance. The center of gravity is no less than 9.5 cm lower than any comparable internal combustion model.
That low-slung balance comes from the full integration of the battery into the chassis. Ferrari actually designed it as a structural element, rather than a separate plate like most high-performance EVs, using molded compression plates that also serve as mounting points. 15 modules contain 210 high-density cells (305 Wh/kg, 159 Ah), arranged for minimum inertia and maximum safety. A single fuse can isolate 2,000 A in three milliseconds if something goes wrong. With a carrier-resistant Ferrari you can even remove the battery and have it serviced. Another important development is Ferrari’s very first rear subframe.
Each electric axle package is impressively powerful, with the front producing 210 kW (282 hp) and 3,500 Nm (2,581 pound-feet) of torque, and can be disengaged at any speed, switching to pure rear-wheel drive on command. The rear axle delivers 620 kW (832 hp) with as much as 8,000 Nm (5,900 pound-feet) to the wheels in Performance Launch mode. Torque Vectoring on each axis allows you to further adjust the longitudinal load. All components, transmissions, inverters and housings are cast in-house from 75 percent recycled aluminum.
Dry-sump lubrication, integrated cooling and a park-lock mechanism keep everything compact and light. The front inverter, which weighs just 20 kilos, delivers 300 kW and uses silicon carbide modules that switch between 10 and 42 kHz for precise torque response and minimal electrical noise. The Vehicle Control Unit updates the dynamic parameters 200 times per second and manages the suspension, steering and torque distribution in real time.
Ferrari’s third-generation active 48V suspension, first seen on the Purosangue and then the F80 hypercar, makes another leap here. Each shock now features a longer-pitch recirculating ballscrew, which sheds 4.4 pounds per unit, while integrated thermocouples have been added for oil temperature monitoring. Each wheel can also control vertical, lateral and longitudinal forces independently, effectively giving the car four active turns with four-wheel steering, working in conjunction with the quad electric motors with roots in F1.
Sound is by far one of the most stimulating elements of any Ferrari, and the Italian automaker has thankfully avoided artificial speaker trickery. Instead, a rigid accelerometer on the converter records the actual mechanical frequencies of the drivetrain, creating a sound that scales naturally with throttle input. Quiet when cruising, expressive when pushed.
Even the tires are spoke. Ferrari worked with three suppliers to reduce rolling resistance by 15 percent without losing grip. There are five versions: three summer compounds, one winter and one run flat. The lower inertia of the EV layout reduced load transfer between axles, opening up new possibilities for tire construction and tuning.
Control interfaces remain classic Ferrari. The Manettino on the right controls the dynamics (with the new Dry mode), while the eManettino on the left controls the Range, Tour and Performance drivetrain modes. Each setting adjusts power delivery, axle engagement and available torque for the conditions you find yourself in. Torque Shift Engagement gives you five selectable torque levels, accessible via the right paddle. The left paddle allows you to adjust regenerative braking levels, creating the same tactile sensation as engine braking.
The Elettrica’s interior was designed by former Apple designer Jony Ive and will be built at Ferrari’s new $200 million purpose-built factory north of Maranello. The interior will debut in early 2026, followed by a full reveal in spring of next year. This first look at Ferrari’s next chapter is telling. Although a second EV won’t happen until 2028, Ferrari’s message is clear. It isn’t chasing anyone in this EV race. Instead, it builds its own path, one where physics, materials and, crucially, emotion, align with its core values, only now the energy will come from electrons.
Images: Ferrari
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