Ferrari in 2025 Capital Markets Day has chosen to showcase the production-ready chassis and components of its new electric car, the first all-electric model in Prancing Horse history. The question is, will this model attract more customers, or will the brand lose old fans? It is certain that this car will also be an engineering marvel.
True to the brand's engineering and craftsmanship traditions, each major component of the car is developed and manufactured in-house, ensuring that the new Ferrari Elettrica delivers the unparalleled performance and uniqueness that Ferrari offers.
This car can be considered the culmination of a long journey of technological research towards electrification, which began with the first hybrid solutions from the 2009 Formula 1 car. From the 599 HY-KERS prototype in 2010 to the 2013 LaFerrari del 2013, from the SF90 Stradale – the first plug-in hybrid from the Maranello-based brand – and from the 296 GTB to the recently unveiled 849 Testarossa, Ferrari has built up the expertise needed to develop an electric car that excels in every dimension.
Ferrari's strategy for its first electric model has been clear from the start: such a model will only be launched if the available technology ensures outstanding performance and an authentic driving experience in line with the brand's values. The project is now ready for series production and boasts over 60 patented technological solutions. For the first time, both the chassis and body are made from 75% recycled aluminium, resulting in an astonishing 6,7 tonnes of CO2 savings for each vehicle produced.
The architecture features short overhangs, a forward driving position close to the front axle and a battery fully integrated into the floor. The modules are located between the front and rear axles, with 85% of them concentrated in the lowest possible position to lower the centre of gravity and improve driving dynamics. The Ferrari Elettrica has a centre of gravity 80 mm lower than a comparable internal combustion engine model.
At the rear, Ferrari has introduced the first ever separate subframe. It is designed to reduce noise and vibration in the cabin while still delivering the rigidity and driving dynamics expected of a Maranello car. The third generation of the 48V active suspension system – originally introduced on the Purosangue and further developed for the F80 – takes suspension comfort, body control and vehicle dynamics to even higher levels by optimally distributing cornering forces between the four wheels.
The Ferrari Electtrica is equipped with two electric axles, developed and manufactured entirely in-house, each with a pair of synchronous permanent magnet motors and a Halbach rotor derived from F1 technology, industrially adapted for series production. The front axle has a power density of 3,23 kW/kg and an efficiency of 93% at peak power, while the rear axle has a power density of 4,8 kW/kg, with the same peak efficiency. The front inverter, capable of delivering up to 300 kW, is fully integrated into the axle and weighs just 9 kg.
Designed and assembled in Maranello, the battery has an energy density of nearly 195 Wh/kg – the highest of any electric car – and features a cooling system designed to optimize heat dissipation and performance.
Three available driving modes – Range, Tour and Performance – determine how energy, available power and traction are managed. Using paddles behind the steering wheel, the driver can select from five progressively increasing levels of torque and power delivery, delivering gradual acceleration and an intense driving experience.
Dynamic parameters recorded by the vehicle control unit are updated 200 times per second to dynamically manage suspension, traction and steering functions, delivering unparalleled agility, stability and precision.
The sound is not intended to imitate the sound of a gasoline car, but rather amplifies the mechanical vibrations of electric motors – but only at higher power output.
The unveiling of the new electric Ferrari will continue with the interior of the car in early 2026. The full world premiere will follow in the spring of 2026.
Now let's get to the details, really just for petrolheads... or for those with electronic blood
CHASSIS
The chassis of the new Ferrari Elettrica has an extremely short wheelbase. The architecture is inspired by the mid/rear-engined Berlinetta models, which feature a driving position that places the driver close to the front wheels to provide the purest dynamic feedback, while facilitating accessibility and maximizing comfort, similar to the more GT-oriented models in Ferrari's range.
The choice of this layout posed significant engineering challenges, particularly in terms of energy absorption during a crash, given the higher overall weight of electric cars. Ferrari chose an innovative solution: the front shock absorber towers play a direct role in absorbing energy in a crash, while the positioning of the front electric motors and inverter is designed to dissipate energy before it reaches the chassis nodes, maximizing safety and preserving structural integrity.
In the middle of the chassis, the battery is fully integrated into the chassis and located under the car's floor pan. This design solution helped to minimize the overall weight of the battery/chassis system and placed the battery pack as low as possible in the vehicle.
The chassis also provides structural protection for the battery pack, with a gap between the modules and the sills to ensure that the sills fully absorb the energy in the event of a side impact. The cells are concentrated in the middle of the modules, further contributing to energy absorption, while the lower module cooling plate also provides protection against impact in the event of a collision from below. The patented battery pack assembly process also increases structural rigidity.
The performance goals for the rear axle were clear from the start: to reduce rolling noise and drivetrain vibration while maintaining Ferrari-typical handling and minimizing the resulting weight gain.
The solution to achieve these goals was to develop the first flexible mechanical subframe in Ferrari's history. The transmission of noise, vibration and harshness had to be reduced as much as possible to ensure on-board comfort. To preserve the driving experience, we therefore designed a subframe architecture that maximises the distance between the elastomer bushings: this solution provides the same stiffness as a rigid subframe under lateral loads, while still providing the flexibility needed to achieve the driving comfort objectives.
Special bushings were used to filter out tire rolling noise and electric axle vibration. They were designed to combine high lateral stiffness with increased vertical and longitudinal flexibility, isolating vibrations from the road without sacrificing driving dynamics.
This design decision led to a significant subframe size, which also presented another challenge: keeping the weight of the system low. The solution was inspired by the hollow castings used in the rest of the chassis, and this technology was adapted to this new context. The result is the largest single-piece hollow casting ever produced by Ferrari. Despite the high degree of integration between all the components of the system, no compromise was made in terms of accessibility for maintenance.
The system connecting the chassis frame to the chassis allows for separate servicing of the rear axle, suspension components and battery, as they are built into a single, integrated load-bearing structure. In addition, the inverters for the active suspension system are housed directly in the chassis frame, using their mass to isolate vibrations without the need to add other passive components.
The result is a subframe that, for a weight increase of just a few kilograms compared to a traditional rigid solution, provides a rear suspension system that does not compromise on driving pleasure, while significantly reducing perceived noise levels. This solution increases the comfort of everyday use without sacrificing Ferrari's signature dynamic DNA.
E-AXLES
The front and rear axles consist of two independent electric motors, which together enable torque vectoring and improve the car's dynamic behavior.
All components of the front and rear axles have been developed entirely in-house by Ferrari to achieve the exceptional performance that is typical of the brand. The gearbox, inverters and electric motors have all been designed for total control, outstanding power density, exceptional electrical efficiency and low noise emissions. The in-house production of the castings in Ferrari's own foundry also ensures impeccable manufacturing quality, allowing the company to keep the entire production process under strict control. All castings are made from secondary aluminium alloys, which allows us to reduce CO₂ emissions by up to 90% compared to traditional alloys, without sacrificing mechanical performance.
The front axle, with a total output of 210 kW, can be disengaged at any speed (up to top speed), converting the car to rear-wheel drive, maximising efficiency and fuel consumption in driving situations where all-wheel drive is not required. At full acceleration, the axle can deliver up to 3500 Nm of torque to the wheels.
The axle's exceptionally light and compact design was made possible by integrating components, with all power electronics located directly on the axle. In addition to reducing dimensions, this choice also improves efficiency and power density: the front axle achieves a power density of 3,23 kW/kg and an efficiency of 93% at peak power.
The power output of the front and rear axles is asymmetrical: the maximum power of the rear axle is 620 kW, which corresponds to a density of 4,8 kW/kg and an efficiency of 93% at peak power. The maximum torque transmitted to the rear axle on the asphalt is an astonishing 8000 Nm in Performance Launch mode.
The front axle includes the decoupling system, which completely disconnects the electric motors from the wheels, creating an ideal balance between efficiency and consumption. In the eManettino position, used for highway driving, the car is in pure rear-wheel drive mode. When conditions require traction on the front axle, the system automatically engages the two front motors and enables all-wheel drive. In the other two eManettino positions, the electric Ferrari is always in all-wheel drive configuration.
The all-new decoupling system uses sophisticated gear-synchronizing technology borrowed from today's most advanced transmissions. The results are impressive: the system is 70% lighter than the previous generation and can engage and disengage the motors in just 500 milliseconds. This solution combines lightness, efficiency and driving pleasure.
The axles are lubricated by a circuit that delivers exactly the right amount of oil to keep the gears and mechanical components in ideal condition for maximum efficiency. The dry sump lubrication system consists of a pump and a heat exchanger integrated into the axle. The circuit uses a main valve to activate the lubrication and provide the necessary pressure to the actuators. Two additional valves handle the disconnect function and the activation and deactivation of the rear axle parking lock. This architecture contributes to the simplification of the system and its overall weight reduction.
ELECTRIC MOTORS
The development of permanent magnet synchronous motors driving the axles pushed the boundaries of current technology. The motorsport heritage is evident: impressive torque and power density values were achieved through sophisticated design and meticulous attention to every detail, optimized geometry and the use of the best performing materials.
High speeds – 25,500 rpm at the rear and 30,000 rpm at the front – enable these motors to deliver peak power of 310 kW and 105 kW respectively, with compact dimensions that enable a space-saving shaft architecture. The rotor uses surface-mounted permanent magnets that are segmented for greater efficiency, while a motorsport-derived Halbach array configuration directs the magnetic flux towards the stator to maximise torque density and reduce overall weight.
The stator, on the other hand, features ultra-thin (0,2 mm), non-oriented grain silicon-iron laminates, layered on top of each other using a self-bonding process to minimize the likelihood of short circuits between individual laminates. The concentrated winding stator configuration minimizes the height of the winding ends, while the connections of the individual teeth are soldered to a compact and efficient terminal block. The Litz wire configuration minimizes skin and proximity effect losses in the windings. This advanced solution ensures optimal performance even under very high frequency conditions with high phase currents.
To improve heat transfer between the copper coils and the external cooling circuit, the stator is completely vacuum impregnated with a high thermal conductivity resin, which has a thermal conductivity 40 times greater than that of air. This resin also improves the mechanical strength of the stator, allowing it to better withstand the stresses of operation.
The dynamic performance of these motors is impressive: with a maximum angular acceleration of 45,000 rpm, the front motors accelerate from standstill to maximum speed in one second. This ensures that the system is not only powerful but also instantly responsive.
These extraordinary results were also made possible by industrial processes that were previously the domain of prototype manufacturing: to counteract the centrifugal forces that occur at high speeds, 1,6 mm thick carbon sleeves weighing just a few grams are pressed into the rotor to protect the integrity of the magnets, with little effect on weight and virtually no increase in the rotor-stator air gap. The carbon sleeves hold the magnet just 0,5 mm from the stator and are able to withstand extreme mechanical stress: at a speed of 30,000 rpm, individual magnets on the front rotor, while weighing just 93 grams, generate a centrifugal force equivalent to a pressure of 390 bar (or 2,7 tons).
The result is an extremely compact and very powerful electric motor, which Ferrari was able to install in both the Ferrari Elettrica and the front axle of the F80 supercar, for which this solution was originally developed.
BATTERY
The battery, designed and assembled entirely in-house by Ferrari, is integrated into the floorpan, allowing the center of gravity to be 80 mm lower than a similar model equipped with an internal combustion engine.
The car's center zone was developed using an integrated optimization approach to minimize weight and increase the rigidity of the battery/chassis system.
The arrangement of the cells has been designed to minimise inertia and lower the centre of gravity, placing them as far as possible behind the driver's seat. 85% of the weight of the modules is located under the floorboard, while the remainder is located under the rear seat: this solution has made it possible to shorten the wheelbase and minimise inertia to maximise the driving experience in all situations, with an optimal weight distribution of 47-53%.
The front seat layout has been designed to ensure that rear passengers do not have to sacrifice space and that the distribution of the cells does not affect the car's centre of gravity. The driver's seat has been moved further forward, which has also reinterpreted the layout of the rear seats, which are now more reclined for even better comfort.
The weight reduction objective was achieved through a global structural approach, transferring some of the protective functions from the battery pack to the car body. The chassis itself thus protects the cells, which are positioned as far as possible from the zones exposed to the risk of impact. The gap between the cell and the sill acts as an energy-absorbing crumple zone and also contains the cooling ducts. The same principle was applied to the front and rear crash protection: the cells in the battery module are concentrated in the centre, and the area around them serves as an energy-absorbing zone to protect the cells and minimise inertia. To provide protection against accidental impacts from below, the cells are suspended from the floor, a solution that creates an energy-absorbing gap and allows the weight of the protective shield to be minimised. The result is a very thin aluminum shell structure, an element that is made even more effective in the car by integrating cooling fins: the cooling water helps to keep the center of gravity low and absorb energy in the event of a collision.
The transverse elements that provide rigidity and strength to the system are the injection-molded pressure plates of the cells themselves, which also include the mounting points for attaching the battery to the chassis.
This means that the battery is no longer an independent block: it follows Ferrari's philosophy of placing total integration at the heart of development, becoming a structural element reduced to the bare essentials with just two shells. Once fixed to the chassis (with 20 central fixing points), the lower shell actively contributes to the rigidity of the body. This is the opposite approach to the previous generation of monolithic batteries, and it has allowed them to set record figures: an energy density of nearly 195 Wh/kg and a power density of around 1,3 kW/kg, both best in class. The result is one of the most competitive battery/chassis systems in the world, designed and manufactured entirely in-house in Maranello. The concept of integration has been taken to the extreme, but without compromising serviceability and the ability to replace the battery and/or its components if necessary, so the Ferrari Elettrica model also lives up to Ferrari's uncompromising approach to building cars that last "forever".
The cooling system consists of internal tubes and three heat sinks (two are attached to the housing, plus a smaller tube cools the upper modules). Multiple flows are handled by a single metal unit, with both forward and return flow passing through the same heat sink to ensure consistent temperatures and longer cell life. Although located in the battery itself, the battery cooling circuit is fully integrated into the vehicle's primary cooling system and includes coolant flow from the front to the rear of the car and back.
The 15-module configuration (six double rows, one single row and two top modules) makes optimal use of the available space without extending the wheelbase, which benefits the car’s agility. Each module contains 14 resistance-welded cells separated by insulating partitions and conductive metal partitions, while thermal paste applied to the modules and heat sinks optimizes thermal management. With an energy density of over 305 Wh/kg and a capacity of 159 Ah, the cells have been specifically developed to meet the high-performance goals of the application.
Each module incorporates a flexible PCB and an electronic control unit (CSC) mounted on the module itself, which communicates with the battery management system (BMS) located in the E-Box. Both the CSC and the BMS were developed in-house in Maranello, with proprietary algorithms and operating strategies. In addition to the BMS, the E-Box also contains fuses, relays and sensors, and manages both electrical power and communication via the car’s CAN line. The nominal operating voltage is approximately 800 V, with 210 cells connected in series, with peak currents of up to 1200 A and effective values of up to 550 A. The system is protected by a main fuse capable of cutting off the current in just 3 milliseconds in the event of a short circuit exceeding 2000 A – either inside or outside the battery.
The battery's internal connections, as well as front and rear connectors, allow it to supply power to both the front and rear inverters and all auxiliary systems without the need for extensive external wiring along the vehicle. The central busbars, sized for the current, create safe and reliable electrical connections even in very tight spaces without reducing the conductor cross-section.
The battery is designed to be removable and serviceable if necessary. It can be removed using a dedicated holder, allowing modules or electronic battery components to be replaced without damaging the structural elements or the car's paintwork.
INVERTERS
The car's inverters are another example of Ferrari engineers pushing the boundaries of powertrain technology, combining extraordinary performance with compact dimensions and complete control. The inverters convert the battery's high-voltage DC electrical energy into AC, which drives the electric motors, and vice versa, converting energy recovered during regenerative braking from AC to DC, which charges the battery pack.
The front inverter is integrated directly into the front axle to save space and weight and controls both front motors simultaneously, delivering up to 300 kW of total power, weighing just 9 kg. The heart of the system is the Ferrari Power Pack (FPP), an integrated power module that contains all the components required for very high-performance power conversion in an extremely compact package: namely six silicon carbide (SiC) modules, gate control cards and an integrated cooling system.
The driver board is the interface between the high and low voltage sides and controls the behavior of the power MOSFETs. Each board drives three modules, each consisting of 16 MOSFETs, and together with the integrated 800 V to 48 V DC/DC converter, ensures the accuracy and responsiveness of torque distribution to the motor pair. The inverter switching frequency, which varies between 10 and 42 kHz depending on the application specifications, has been meticulously calibrated to balance efficiency, acoustic comfort and thermal management, and to optimize motor response without compromising overall system integration. Higher frequencies allow for more precise control, reduced noise and vibration (NVH), and more compact filters, but with compromises in efficiency and cooling. Lower frequencies improve efficiency but can generate noise and harmonic torque fluctuations. The choice of frequencies is therefore key to finding the right balance between comfort, energy efficiency and effective mechanical and thermal integration of the system.
One of the most important innovations is toggling, a special strategy applied to the rear axle that periodically switches the inverter between on and standby to operate at optimal operating points to improve overall efficiency without compromising the ability to meet the torque request from the driver.
The strategy maintains the desired average torque by frequency modulation of the torque at around 100 Hz: the wheel torque is zero for half the period and twice the target value for the other half, so that the average torque exactly matches the driver's request and the system delivers the desired performance at any operating point. The result is approximately 10 km more range in highway driving conditions without sacrificing performance.
Precision and quietness are also enhanced by Ferrari Order's noise reduction system, which combines two software strategies, Sound Injection and Resonant Controller. These two systems monitor and selectively filter out unwanted current harmonics generated by the motors, eliminating high-pitched hum and reducing losses without affecting performance.
HANG
Rather than artificially copying the sound of an internal combustion engine, Ferrari has highlighted the unique characteristics of the electric powertrain. The sound of the Ferrari Elettrica is not digitally generated, but a direct and authentic expression of its components: a high-precision sensor mounted on the rear axle detects the frequencies of the powertrain, which it amplifies and projects into the environment, just like an electric guitar, where the sound is not naturally amplified by the body of the guitar itself, but by an amplifier. While in internal combustion engines the sound travels in the form of air vibrations, in electric axles the sound travels in the form of vibrations through the metal. For this reason, the sensor used is an accelerometer mounted on a very rigid point in the inverter casting.
The result is an authentic electric motor sound, but only audible when it is functionally useful, providing feedback to the driver and enhancing the sense of dynamic response. In normal driving situations, silence is preferable to maximize acoustic comfort, but when the driver demands torque from the powertrain by pressing the accelerator or using the paddles in manual mode, the sound is activated, creating a dialogue and connection between the driver and the car.
The soundstage is created by a sophisticated control system developed entirely in-house, making auditory feedback an integral part of the driving experience.
ACTIVE SUSPENSION
The design freedom offered by the electric powertrain, with its lower center of gravity, has enabled significant developments in the active suspension system used in the Ferrari Purosangue and Ferrari's latest supercar, the F80.
The lower centre of gravity reduces the active forces required to control pitch and roll, allowing a new balance to be defined between handling and comfort. The result is a significant improvement since the first use of the active suspension system, which delivers even greater precision in driving dynamics with excellent comfort.
The most significant development concerns the recirculating ball screw connected to the electric motor, which forms the heart of the system. The screw has a 20% longer lead and better absorbs and controls vertical shock due to the lower inertia forces transmitted to the vehicle chassis. The electric motor produces the same torque as in previous applications and actively regulates the forces between the chassis, tires and road surface without having to compromise on variable suspension stiffness and body control.
The shock absorbers have a new, optimized design that has reduced their weight by 2 kg and now also feature an integrated thermocouple that monitors and regulates the temperature of the lubricating oil, ensuring consistent behavior in both hot and cold conditions.
Unlike previous applications, the Manettino no longer has a suspension override button, which allowed us to separate ride comfort settings from other control systems.
The active suspension system allows all four wheel modules to independently control vertical forces. This, together with the four-motor powertrain architecture and four-wheel steering, makes this the first Ferrari whose actuators control vertical, longitudinal and lateral forces under all dynamic conditions, allowing the Ferrari Elettrica to deliver the driving excitement typical of Prancing Horse cars.
TURBO CHANGING ENGAGEMENT
The feeling of continuous, dynamic acceleration has always been a hallmark of Ferrari cars. The Ferrari Elettrica uses the Torque Shift Engagement strategy, which takes advantage of the optimised size characteristics and immediate response of the electric motors to deliver an exciting and immersive driving experience. Ferrari engineers have defined five power and torque levels, which can be selected sequentially using the right-hand paddle, providing progressively stronger acceleration across a very wide speed range. The immediate response of the electric motors allows the transitions between one level and the next to be smoothed out, so that the inevitable reduction in torque is practically imperceptible, giving the driver time to truly enjoy the acceleration received and the feeling of relentless thrust.
When braking, on the other hand, the left-hand shifter can be used to mimic the behavior of a gradually more intense engine braking effect, which has been specifically calibrated for an even more exciting driving experience.
MANETTINO AND EMANETTINO
The steering wheel features two controls that allow the driver to personalise the experience. The familiar Manettino button on the right selects the settings for the vehicle's dynamic control systems: from Ice mode, which maximises stability and maintains all-wheel drive in very low-grip conditions, to the extreme ESC-Off mode, in which only the most essential systems – namely the active suspension and front torque vectoring control – are engaged, leaving the rear axle free for a pure, exhilarating driving experience. The new Dry mode makes its debut in this car, designed for everyday driving, and sits between Wet and Sport modes.
On the left is the eManettino, which controls the settings of the car's energy architecture. The power output, the number of driven axles (rear or all-wheel drive) and the maximum power available vary depending on the mode selected. Three configurations are available, for three different driving styles.
TIRES
Innovation also extended to the development of tires. Three different suppliers were asked to solve a bold new challenge: to drastically reduce rolling resistance without sacrificing handling, in both dry and wet conditions. The result is a 15% reduction in rolling resistance, achieved without compromising traction or safety in all driving conditions.
The car's lower centre of gravity and inertia result in less load transfer between the axles during dynamic manoeuvres, which places less strain on the tyres, and this has opened up the opportunity to explore novel design solutions. This in turn has offered new possibilities in terms of calibration and performance, as well as a refined balance between efficiency, comfort and sporting ability.
The work of the three suppliers involved in the development resulted in five specially designed tyres: three designed for dry surfaces, one winter version and one with run-flat technology. This choice extends the car's versatility without sacrificing Ferrari's signature performance character.
Ferrari Elettrica – TECHNICAL DATA
PERFORMANCE
0-100 km/h 2,5 sec
Top speed 310 km/h
Power >1000 horsepower in boost mode
Range >530 km
DIMENSIONS AND WEIGHT
Wheelbase 2960 mm
Weight approx. 2300 kg
Weight distribution 47% front / 53% rear
FRONT E-Axle
Power at the shaft 210 kW
Torque at the wheels 3500 Nm
Engine torque 140 Nm in Performance Launch mode
Power density 3,23 kW/kg (93% efficiency)
Engine speed 30,000
Maximum inverter power >300 kW
Weight 65 kg
REAR E-Axle
Axle power 620 kW
Torque at the wheels 8000 Nm
Engine torque 355 Nm in Performance Launch mode
Power density 4,80 kW/kg (93% efficiency)
Engine speed 25,500 rpm
Maximum inverter power >600 kW
Weight 129 kg
BATTERY
Number of cells: 210 (15 modules with 14 cells)
Total power density 195 Wh/kg
Cell power density 305 Wh/kg
Gross capacity 122 kWh
Maximum voltage 880 V
Maximum recharge power 350 kW
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