The Ferrari Electric will have a thousand horsepower, four engines and a super battery

The new chassis was designed from a blank sheet of paper. The wheelbase is compact and the driving position forward, inspired by mid-engined saloons.

The architecture, designed to accommodate the battery pack in the floorpan, uses lightweight alloys and shock-absorbing shock towers to manage the weight of the electric powertrain without penalising rigidity. A patented battery mounting system contributes to the overall solidity, while the new rear subframe, the largest cast element ever made in Maranello, isolates vibrations and reduces noise without sacrificing driving precision.

Elastic bushings filter out rolling noise and surface roughness, while the active suspension inverters are integrated into the structure to limit mass and bulk. The result is a balance between comfort and responsiveness, with minimal weight gain compared to a thermal sedan.

At the heart of the Ferrari Elettrica beats a system of four permanent magnet synchronous motors, two on each axle, the direct result of experience in Formula 1 and the XX Programme. They are extremely compact, light and powerful units, designed to offer the perfect combination of efficiency and character.

The front and rear engines reach 30,000 and 25,500 rpm respectively, record values for a production car. The total power output reaches 310 kW at the front and more than 620 kW at the rear in Performance Launch mode, with a power density of almost 3.2 kW/kg.

Halbach's magnet arrangement technology optimises the magnetic flux, improving torque and reducing rotor weight. The result is a faster delivery and 93% efficiency. Each motor is integrated with its own inverter and drive system, creating a compact and completely self-contained module.

The internal structure uses ultra-thin 0.2 mm Ferro-Silicon laminations and concentrated pole windings. Litz wire conductors limit electrical losses at high frequencies, while a high thermal conductivity resin disperses heat and reinforces the stator.

On a dynamic level, the front motors reach top speed in less than a second, with an angular acceleration of 45,000 rpm per second. Carbon-fibre rings, just 1.6 mm thick, hold the magnets in place even at maximum centrifugal stress, a solution derived from motorsport and now industrialised.

The result is an electric powertrain that combines precision, efficiency and responsiveness while maintaining the mechanical feel typical of the most iconic Ferraris.

Ferrari Electric, the drive system

Both axles integrate independent motors, individually managed to realise precision torque vectoring. The 210 kW front axle can disconnect completely to turn the car into rear-wheel drive, optimising range and efficiency. In maximum mode it delivers more than 3,500 Nm, with a weight reduced by 70 per cent compared to the previous generation.

The rear axle, with 620 kW and a total of 8,000 Nm, is equipped with a mechanical disconnect system inspired by synchronised gearboxes, which switches in just 500 milliseconds. Dry sump lubrication, with integrated pump and heat exchanger, maintains constant mechanical performance under all conditions, reducing complexity and weight.

Ferrari Elettrica, the battery: structure, power and electronic management

The battery is at the heart of Ferrari's new architecture. Entirely designed and built in Maranello, it is integrated into the chassis with a load-bearing function. This approach makes it possible to reduce the centre of gravity by 80 mm compared to a thermal car and to achieve a 47/53 weight distribution, ideal for driving dynamics. The cells with NMC chemistry are produced by the Korean company Sk.

The structure consists of just two high-strength aluminium shells, fixed to the frame at 20 points, which increase the overall rigidity of the shell. Inside, 15 modules with 305 Wh/kg energy density cells, with a total rated voltage of 800 volts and peak currents of up to 1,200 amperes, are arranged on two levels.

The cooling system integrates ducts in the floor and between the sills, maintaining uniform and constant temperatures. The cavity between the chassis and modules acts as a deformable zone for safety in the event of a collision.

The Battery Management System (Bms) and Csc modules have been developed in-house and monitor parameters, energy flows and charging strategies in real time. An ultra-rapid-acting main fuse interrupts the current in 3 milliseconds in the event of an emergency, while busbars and compact connectors reduce leakage and wiring.

The battery is demountable and repairable, with individually replaceable modules: a novel approach for an electric supercar. The combination of chassis and battery pack constitutes one of the lightest and most rigid structures ever built, embodying Ferrari's philosophy of integrating function, performance and safety.

Ferrari Elettrica, the inverter system: power under control

The inverters are the electronic brain of the car. The front unit, integrated in the axle, weighs 9 kg and handles up to 300 kW of power. Inside, the Ferrari Power Pack (Fpp) contains silicon carbide modules, power drivers and a miniaturised cooling system.

The switching frequency, adjustable between 10 and 42 kHz, is calibrated to ensure the best balance between performance and acoustic comfort. The toggling function, which alternates between micro-phases for activation and standby, improves efficiency by up to 10% on the motorway without affecting performance.

Ferrari Elettrica, sound: the authentic voice of the electric

Instead of simulating the roar of a V12, Ferrari has chosen to give the electric powertrain its own voice. An accelerometer on the rear axle captures the vibrations generated by the drive system and amplifies them through a metal duct, like the strings of an electric guitar.

The result is, according to the manufacturer, a real sound, dynamic and modulated according to the driver's input: quiet when cruising, but present and engaging when accelerating. All we have to do is wait until next spring to hear the result.

Ferrari Elettrica, active suspension

The active suspension system, borrowed from that of the Thoroughbred, takes advantage of the powertrain's low centre of gravity to improve stability and precision. The ballscrew with 20 per cent increased wheelbase allows a smoother and more progressive response. The shock absorbers, which are 2 kg lighter, incorporate thermal sensors that adapt the calibration in real time.

The separate control from the manettino allows for independent customisation of comfort and dynamic behaviour. In combination with the four-wheel drive and steering, the system simultaneously controls vertical, longitudinal and lateral forces, restoring the typical Ferrari 'driving thrill'.

The Torque Shift Engagement system allows a choice of five torque and power levels via the right-hand paddle, for seamless, continuous acceleration. The left-hand paddle handles regeneration, simulating the effect of engine braking.

On the steering wheel, the Manettino governs the dynamic modes - from Ice to ESC-Off - while the new eManettino controls power management, with three profiles: Range, Tour and Performance, to adapt response and power to the driving context.