Ferrari chose the Capital Markets Day 2025 to reveal the definitive version of the chassis that will serve as the foundation for the Elettrica, the first model, as its name suggests, fully electric from the brand of the Prancing Horse, with a world premiere scheduled for spring 2026, and the interior reveal set for early next year. But the Maranello brand went (quite) further, and disclosed not only some specifications of various other components (such as the engines or the battery), but also several technical and performance data.
According to the Italian manufacturer, the result of a radically new and innovative approach, the Elettrica aims to combine cutting-edge technology, exceptional performance, and the driving pleasure that distinguishes any Ferrari. All its fundamental components have been designed and developed, and will be produced, by the brand itself, which has been consolidating its knowledge in this area both in Formula 1, as since 2019 the single-seaters have been using hybrid technology, and in production models (La Ferrari, SF90 Stradale – its first plug-in hybrid –, 296 GTB, and 849 Testarossa).
Fulfilling Ferrari’s promise that there would only be a 100% electric model in its lineup when the available technology could ensure performance and dynamic effectiveness worthy of its pedigree, the new Elettrica promises to be, in fact, something very special. Ready to enter production, the project features over sixty patented technical solutions, and, for the first time, the chassis and body are constructed 75% from recycled aluminum.
As demonstrated by the images now revealed, the Elettrica will feature short projections and a reduced wheelbase (2960 mm, enough to accommodate four passengers and offer four doors), will have a driving position close to the front axle (like a model with a central engine, but with an access worthy of a GT), and the battery is fully integrated under the floor of the platform, between the two axles – with 85% of the respective modules concentrated in the lowest possible position to lower the center of gravity (80 mm lower than in an equivalent model with an internal combustion engine) and optimize dynamics. At the rear, one can find the first subframe separate from the structure itself in Ferrari’s history, whose function is to reduce noise and vibrations felt in the cabin, and ensure the levels of stiffness and agility required in a car of this caliber, minimizing the obstacles that the high weight imposed by the battery entails (around 2300 kg in total, distributed in a 47%-53% ratio across the front and rear axles).
The propulsion system consists of four electric motors (two per axle) with technology derived from Formula 1, featuring a power density of 3.23 kW/kg at the front (totaling 210 kW, or 285 hp – 300 kW, or 408 hp, at the inverter), and 4.8 kW/kg at the rear (totaling 620 kW, or 843 hp – more than 600 kW, or 815 hp, at the inverter), in both cases with 93% efficiency at maximum power output, resulting in a combined power exceeding 1000 hp in boost mode, sufficient to ensure a maximum speed of over 325 km/h, and an acceleration from 0-100 km/h achieved in 2.5 seconds. The 800 V battery, designed and assembled by Ferrari itself, with fifteen modules of fourteen cells, achieves a record energy density of nearly 195 Wh/kg, features a cooling system designed to optimize heat distribution and performance, offers a usable capacity of 122 hp, can receive fast charging up to 350 kW, and ensures a range of over 530 km.
In turn, the third generation of the 48 V active suspension (debuted in the Purosangue, and applied in a more evolved version in the F80) ensures comfort, control of body movements, and extreme effectiveness by optimally distributing the forces generated in curves across the four wheels, thanks to its ability to adjust 200 times per second and independently manage vertical, lateral, and longitudinal forces. As for the three available driving modes (Range, Tour, and Performance), they determine how energy, available power, and traction are managed – with the paddles on the steering wheel ensuring progressive access to five different levels of power and torque delivery, for a gradual feeling of acceleration and engagement at the wheel. It is worth noting that, although the two electric axles provide the Elettrica with all-wheel drive, the front can be completely decoupled at any speed in the highway-driving mode (in the other two positions of the eManettino, located on the left side of the steering wheel, it is always 4×4), transforming it into a pure rear-wheel drive (with up to 3500 Nm of torque on the rear axle!), while also reducing consumption and improving range. It should be mentioned, in this regard, that on the opposite side is the well-known Manettino, which allows for varying the intervention of electronic traction and stability control, with the option to turn them off completely.
And just as a Ferrari would hardly be a Ferrari without a fitting soundtrack, instead of artificially replicating the sound of an internal combustion engine, Ferrari opted to highlight the unique attributes of electric propulsion. Therefore, the sound of the Elettrica is not generated digitally, but is a direct and authentic expression of its components: a high-precision sensor, installed on the rear axle, captures the frequencies of the powertrain, which are amplified and projected like in an electric guitar, where the sound is not naturally amplified by the guitar itself, but by an amplifier. The result? According to Ferrari, an authentic and exclusive “voice” of the electric motor, which, however, is only heard when functionally useful, providing feedback to the driver.
