Ferrari is shaking things up and embracing full-electric power with the “Luce” model. It aims to set the benchmark for the electric supercar sector—an ambition backed by exclusive technical solutions—yet this vision is undermined by an anonymous, questionable four-door body design penned by external creatives. The result is a Ferrari that feels nothing like a Ferrari
“Clothes do not make the man,” goes the famous Italian proverb—a saying that applies more than ever today to the automotive world. This sentiment perfectly captures the reception Ferrari enthusiasts gave to “Luce,” the Maranello marque’s first all-electric model, its first four-door, and—unfortunately—the first Ferrari designed outside Italy (specifically, in California). The design was the work of a collective calling itself “LoveFrom,” led by former Apple figures Jony Ive and Marc Newson. This group brings together creatives from diverse sectors in a multidisciplinary “melting pot” that is as innovative in its ideas as it is likely detached from any form of automotive culture. Consequently, they failed to grasp the concepts of “tradition” and “historical continuity”—qualities that, in the automotive realm, distinguish mere commercial vehicles from iconic, emotionally resonant ones.
Given free rein to interpret Ferrari’s electrification without creative constraints, Jony Ive and Marc Newson worked without acknowledging that they were designing a Ferrari—a task that demanded at least some degree of historical continuity. Instead, they pursued a path of total departure from the standards established by the Ferrari Design Centre. This resulted in stylistic choices devoid of the “Made in Italy” refinement and originality that the world expected from the Prancing Horse brand. The result was not a Ferrari in the noblest sense of the word, but merely an electric supercar—technologically advanced and capable of exceptional performance, yet lacking in personality and, frankly, rather unattractive to look at. It is no coincidence that, following the launch of “Luce,” Ferrari’s stock price fell by six percent. This drop validated the decision—already contemplated by company leadership well before the launch—to revise their development plans: the original goal of having all-electric models account for 40 percent of the lineup by 2030 was halved to a more prudent 20 percent. That said, if Maranello’s upcoming all-electric models all feature designs similar to that of “Luce,” it is conceivable that the entire development plan could be scrapped altogether.
For the Italian brand—an industry leader and an iconic benchmark in every respect—”Luce” failed to strike the emotional chord that every new Ferrari must hit; instead, it emerged as a controversial and divisive vehicle. It was the product of an ambition to embrace electric mobility—a path the company sought to pursue while simultaneously preserving its identity, desirability, and technological values. Abandoning internal combustion entirely—even for just a single model—represents an unprecedented move in Ferrari’s history; it was by no means a foregone conclusion and carried significant risk, particularly at a time when Lamborghini had announced the cancellation of plans for a fully electric sports car due to a lack of customer interest.
At this point, it is fair to view “Luce” not as a potential commercial hit, but rather as the Prancing Horse’s way of demonstrating its ability to reinterpret electrification. It sought to do so in a manner—both in terms of performance and technology—that aligns with what automotive enthusiasts expect from a Ferrari, even while breaking stylistically with the past. Indeed, with “Luce,” the Prancing Horse brings to fruition the multi-energy strategy first announced at the 2022 Capital Markets Day and subsequently reaffirmed on various occasions. This approach adheres to the principle of technological neutrality, viewing electrification as one of several possible design pathways rather than a replacement for existing architectures. In this context, electric power represents an expansion rather than a substitution—an extension of Maranello’s technical language applied to product architecture, performance, design, and the driving experience. Expertise in electrification is integrated into a broader technological ecosystem that also encompasses racing and experimental initiatives.
The latter extend well beyond the automotive sector, as clearly demonstrated by the Ferrari “Hypersail” project—an extreme laboratory for innovation and the management of extreme conditions. In this context, “Luce” does not represent a break with the past, but rather a potential evolutionary path—a new segment aiming to combine performance, engagement, and versatility. The name itself, “Luce,” encapsulates the project’s intent. It is about more than just electrification; it is about illuminating the concept and shaping a Ferrari in the truest sense—not merely an “electric Ferrari”—while simultaneously reinterpreting the very idea of a sports car.
Ferrari Luce: Four motors, one for each wheel
In the “Luce,” the powertrain system goes beyond merely delivering torque and power; it establishes a new, broader language of traction—a system where performance, efficiency, and control merge into a unified whole. The electric motors—designed, validated, and assembled entirely in Maranello—represent not just a technological transfer, but the direct continuation of an automotive culture honed in Formula 1 and the World Endurance Championship, arenas where the line between laboratory and racetrack has always been incredibly fine. The choice fell on radial-flux permanent-magnet synchronous motors, derived from the experience gained with the “F80” and solutions typical of extreme motorsport. Technologies that until recently belonged to the realm of prototypes are here industrialized with manufacturing consistency and rigorous quality standards. Developing the system required over 120,000 hours of research and development and more than 250 motors tested on the bench, resulting in nine dedicated patents. The electrical architecture operates at 800 volts and comprises four motors—two per axle. The rear units deliver 310 kW (421 hp) and 355 Nm of torque, while the front units provide 105 kW (143 hp) and 140 Nm, achieving an axle power density of 4.80 kW per kilogram.
However, the most significant figure is not the raw total—1,050 horsepower and 990 Nm of motor torque (which translates to over 11,000 Nm at the wheels)—but rather the distribution. The use of two motors per axle is not intended to boost absolute power, but to multiply the level of control. At the rear, in “Launch Control” mode, the torque delivered to the road reaches up to 7,750 Nm at the axle—a figure achieved by combining the torque of the individual motors with the gear reduction ratio. This value must be interpreted precisely: it represents neither the raw motor torque nor the torque directly applied to the ground (which depends on the tire’s dynamic radius and grip conditions). In a high-performance electric architecture, distinguishing between motor torque, system torque, and wheel torque is crucial to understanding the vehicle’s true dynamics. Furthermore, the four-motor configuration enables independent, wheel-by-wheel torque vectoring, turning torque management into an active tool for shaping the vehicle’s trajectory. It is no longer just about acceleration, but the continuous modulation of dynamic handling through corners—achieving a level of precision that belongs more to the realm of control logic than to pure mechanics.
From an electromagnetic and structural standpoint, the system represents an exercise in extreme loss reduction. It features concentrated-pole stators to minimize size, 0.2 mm laminations to improve high-speed performance, low-loss wiring derived from Formula 1 technology, and vacuum-impregnated high-thermal-conductivity resin to optimize heat dissipation and structural integrity. Within the rotor, surface-mounted magnets in a Halbach array concentrate flux toward the stator to maximize torque density, while a 1.5 mm carbon-fiber sleeve counteracts centrifugal forces at high rotational speeds. The lightweight structure, partially hollowed out at the center, reduces inertia and rotating mass, enabling rotational speeds of up to 30,000 rpm at the front and 25,500 rpm at the rear. It achieves a maximum angular acceleration of 45,000 revolutions per second, taking the system from a standstill to maximum speed in under a second. In this architecture, rotational speed is not an end in itself but a means to an end; it serves to multiply torque responsiveness and minimize physical bulk, elevating the very concept of the electric motor to a realm where mechanics become almost invisible, leaving only dynamics.
Battery and Power Electronics
In the body of the Ferrari “Luce,” the battery pack is not merely an add-on component but a fundamental structural element. It is a technical unit integrated into the chassis; by functioning as a structural component itself, it helps lower the center of gravity and increase the vehicle’s overall rigidity. Fully designed, validated, and manufactured in Maranello, the system integrates 210 cells in series, delivering a gross energy capacity of 122 kilowatt-hours at 800 volts, with a peak discharge power of 830 kilowatts. Rapid charging allows for the recovery of 70 kilowatt-hours in approximately 20 minutes when using charging infrastructure capable of up to 350 kilowatts. The cells are of the “pouch” type, representing a delicate balance between chemistry and control: they feature a graphite anode, a high-nickel NMC (nickel-manganese-cobalt) cathode, and a liquid electrolyte. This combination yields an energy density exceeding 740 watt-hours per liter and a specific energy of 305 watt-hours per kilogram, with the capacity to deliver a peak discharge current of up to 1,200 amperes. It is energy that is not merely stored but released with controlled immediacy. The modular structure follows a rigorous geometric design. Each module contains 14 cells, with each pair sharing an aluminum heat sink for immediate thermal management. An insulating layer—serving as both a thermal barrier and a stress-distribution element—is placed between the mini-modules. The 14 cells are clamped by aluminum side plates, while the top and bottom sheets are laser-welded, transforming the module into a rigid, integrated unit.
Side covers made of aluminum and SMC composite protect the control module—the “Cell Supervisor Controller”—and the connections, isolating and monitoring each unit with electronic precision. The pack houses a total of 15 modules—13 in the floor section and two beneath the rear seats—featuring a cooling system that acts as a “system within a system.” Hydraulic connections and three thermal plates—two integrated into the floor housing and one upper plate dedicated to the second-level modules—effectively regulate temperatures via internal channels that manage flow and return within a unified architecture. The goal is not merely heat dissipation but the maintenance of constant thermal uniformity, an essential condition for preventing accelerated cell aging and ensuring consistent performance. The entire circuit is integrated into the vehicle’s main cooling system, creating a thermodynamic continuity that precludes separate compartments. Positioned behind the second tier of modules is the e-box, the nerve center of the power electronics. The control unit, fuses, relays, and current and gas sensors all coexist within a single technical housing. This is where energy flows and CAN bus communication are managed. A main fuse ensures maximum safety by cutting off the current in approximately three milliseconds in the event of a short circuit exceeding 2,000 amperes.
The battery housing itself serves as a load-bearing structure. Two aluminum sheets form the floor, while castings and side panels define a structural perimeter ring. Assembly is achieved without welding—using mechanical fasteners and structural bonding—with the top cover also contributing to overall rigidity and sealing. Twenty central anchor points secure the modules to the housing, transforming the battery—once integrated into the chassis—into an active structural element of the vehicle body. It is precisely in this total integration that the Ferrari philosophy finds its most coherent electric expression. The six rows of modules in the floor not only store energy but also contribute to structural rigidity via compression plates. The result is a battery-chassis system achieving an energy density approaching 280 watt-hours per liter and a power density of approximately 1.9 kilowatts per liter, placing it at the top of its class. If the battery is the fuel tank and the motors are the mechanics of action, the inverters represent the true transition zone—the point where energy ceases to be stored potential and becomes movement. The front inverter converts high-voltage direct current into alternating current to power the motors, managing both the power delivery phase and the regenerative phase. Integrated directly into the axle, it delivers a total of up to 300 kilowatts and stands out for its extremely low weight of just nine kilograms, representing an ultimate synthesis of compactness and functional density.
At the rear, the system scales up with an inverter capable of handling up to 600 kilowatts while weighing just 15 kilograms. This is also where one of the project’s most significant solutions is concentrated: the integration of an 800-to-48-volt DC-DC resonant converter designed to power the active suspension system. Thanks to this technology, energy conversion achieves an efficiency of over 98 percent—eliminating, for the first time in a Ferrari, the need for a separate 48-volt auxiliary battery and directly reducing system weight, complexity, and redundancy. The system’s electronic heart is the “Ferrari Power Pack,” an ultra-compact power module integrating six silicon carbide modules, control drivers, and a dedicated cooling system. Here, power management becomes a feat of extreme miniaturization: less volume, higher density, and greater responsiveness. Regarding charging, Ferrari introduces a universal adaptation approach using a high-voltage DC-DC booster; this is designed to step up the voltage from external infrastructure, enabling charging at up to 150 kilowatts even at 400-volt charging stations.
The system operates at a switching frequency exceeding one megahertz and weighs just eight kilograms; it is engineered for maximum power density, where efficiency is not merely a goal but a fundamental design requirement. Rounding out the energy ecosystem is the “Combo” module, which integrates AC-to-DC conversion for charging the high-voltage battery (at up to 22 kW) alongside management of the 12-volt system for auxiliary services.
Top-tier aerodynamics
With “Luce,” Ferrari takes a radical step regarding its visual identity. However, it is a misstep—the result of giving external designers free rein with the aim of creating not just an electric Ferrari, but something entirely new. The result is that “Luce” actually has little to do with classic, elegant Ferrari design—yet without reaching any particular stylistic heights; indeed, it comes across as rather anonymous. This is likely precisely what left some of the public and investors feeling bewildered following the official unveiling.
The car features smooth surfaces, seamless volumes, and an almost monolithic silhouette dominated by a large, clamshell-style glasshouse that extends below the waistline to merge with the vehicle’s extremities. The light clusters blend into the bodywork when switched off, while the front and rear aerodynamic wings appear to hover around the central body like independent elements. The result is undeniably clean, sophisticated, and almost aerospace-inspired, yet it lacks the aggression and sensuality that have defined Ferrari’s design language for decades. Electrification has also enabled a completely new architecture—featuring four doors and five genuine seats—which has raised eyebrows among those who view Ferraris strictly as two-door sports cars. That said, the cabin prioritizes space, light, and visual continuity, allowing for an almost architectural approach to interior design that feels more like a high-tech lounge than a traditional cockpit. Aesthetics aside, significant effort has gone into optimizing aerodynamics.
More than five years of development, around 6,000 CFD simulations, 250 hours of wind-tunnel testing on models, and further full-scale tests were required to achieve the lowest drag coefficient ever recorded for a road-going Ferrari, all without compromising interior space, cooling, or range. To accomplish this, Ferrari employed a range of exclusive—and at times unconventional—solutions to minimize airflow disruption: seamless surfaces, a fully faired underbody, movable grilles that block airflow when cooling isn’t needed, and active suspension capable of lowering the front end by up to ten millimeters at high speeds. Even the wheels—23 inches at the front and 24 at the rear, the largest ever fitted to a Ferrari—act as active aerodynamic elements thanks to a design inspired by aircraft turbines.
On the road, electronics take the lead.
On the road, electronics take the lead. The driving dynamics of the Ferrari “Luce”—a car created from a completely blank slate—deserve special attention. There is no existing architecture to adapt, nor are there compromises imposed by driveshafts, central tunnels, or legacy mechanical linkages; instead, the project is built entirely around an electric-first logic. The 800-volt structural battery is housed in the chassis floor, lowering the center of gravity by a full 95 millimeters compared to the Ferrari “Purosangue,” while the yaw moment of inertia is reduced by 15 percent.
This allows the “Luce” to handle changes of direction as if it weighed some 400 kilograms less than its actual mass—a significant feat, considering we are still dealing with a vehicle weighing over two tons. Furthermore, the four-motor independent architecture enables individual control of each wheel across the three fundamental dimensions of vehicle dynamics—acceleration, steering, and tire contact patch management—transforming the car into a robotic system capable of processing information and reacting to a wide range of inputs at lightning speed.
Torque vectoring operates on both axles during both acceleration and braking, with continuous torque management adjusting the vehicle’s behavior at the millisecond level. Ferrari calls this system “Flow” (Lateral Optimization Wheeltorque); it manages understeer, oversteer, and traction by distributing positive or negative torque to each individual wheel, even during corner entry and regenerative braking. This is overseen by the “Vehicle Control Unit”—a sort of digital conductor that coordinates the powertrain, active suspension, energy recovery, and dynamic control systems, updating parameters 200 times per second. The VCU simultaneously manages the 800-volt motor networks, the 48-volt active suspension system, and the standard 12-volt auxiliary line, allowing the driver to interact with this ecosystem via two distinct control interfaces: the traditional Ferrari Manettino and the new e-Manettino. In “Range” mode, power is limited to 320 kW (435 hp), with a top speed of 260 km/h and a rear-wheel-drive bias to maximize efficiency. In “Tour” mode, output rises to 460 kW (625 hp), with permanent all-wheel drive.
In the “Performance” setting, the car delivers 725 kilowatts—nearly 1,000 horsepower—and exceeds 310 km/h. With “Launch Control” engaged, an additional 45 kilowatts are drawn from the battery, pushing the peak to 770 kilowatts (just under 1,050 horsepower); this is enough to sprint from a standstill to 100 km/h in two and a half seconds, and to 200 km/h in under seven seconds. Such performance is also made possible by the “Torque Shift Engagement” system—a sort of “virtual manual gearbox” controlled by the driver via paddle shifters. These allow for the selection of five power levels and five engine-braking settings, enabling the driver to manually shape the torque delivery.
It is not a fake transmission. Rather, it is an almost philosophical attempt to restore the mechanical act of shifting to the human driver within a system that is no longer mechanical. Revolving around this architecture are “ASC 3.0” active suspension, independent rear-wheel steering, and “ABS Evo” integrated with the “eCrb” regenerative braking system—capable of recovering energy from decelerations of up to 0.68g, which covers virtually all braking scenarios in road driving. Consequently, range increases by 20 percent in mountain driving and by 5 percent on the highway. The chassis, too, reflects this same obsession with dynamic efficiency.
Tires developed in collaboration with Pirelli, Michelin, and Bridgestone reduce rolling resistance by 15 percent without compromising grip; the semi-virtual steering system is 13 percent more direct than in previous Ferraris; and the active dampers—evolved from those on the Purosangue and F80—offer increased travel and precision, as well as the ability to recover energy from the vertical movement of the wheels. Even seemingly invisible details become strategic elements—such as the new low-friction wheel hub bearing, which alone contributes an extra nine kilometers of range; a figure that, in the case of “Luce” more than ever, will vary significantly depending on the driving style each driver chooses to adopt.
Translation with Google
