Ferrari reveal their first Electric Car – Chassis – the Ferrari “Elettrica”

I flew all the way to Italy to check out Ferrari’s first ever fully electric car, and all I’ve got to show for it are pictures of a chassis. But that is all part of Ferrari’s plan here; they have, they say, so much innovation to showcase in this important new model that it will be revealed in three stages.

That first stage saw the world’s media shown a full production-ready chassis at the company’s Maranello Factory inside their new “E Building,” where production for most Ferraris will move to, including this new electric car.

If we assume the third stage is actually seeing and driving the car, then the second stage must be perhaps the interior. We are told to expect those announcements in the first and second quarters of 2026. Just which parts of those reveals will showcase the work of former Apple designer Jony Ive and his company “LoveFrom” we don’t know, but it will be fascinating.

For now, we know this is not going to be a limited edition Ferrari; this is a Ferrari the company expects to see driven, a daily driver if you like. It will be a four-door, four-seater, but we don’t know for sure if it will be an SUV body type, though again that seems likely as it’s the most in-demand vehicle type today.

This week’s announcements are about the technology. The battery, the drivetrain, the sound of this vehicle known only today as Ferrari “Elettrica”.

Here are the specifications we’re aware of:

PERFORMANCE 

• 0-100 km/h 2.5 s
• Top speed 310 km/h
• Power >1000 cv in boost mode
• Range >530 km

DIMENSIONS AND WEIGHT 

• Wheelbase 2960 mm
• Weight circa 2300 kg
• Weight distribution 47% front / 53% rear

FRONT E-AXLE 

• Power at the axle 210 kW
• Torque at the wheels 3500 Nm
• Torque at the engine 140 Nm in Performance Launch mode
• Power density 3.23 kW/kg (93% efficiency)
• Engine revs 30,000
• Maximum inverter power >300 kW
• Weight 65 kg

REAR E-AXLE 

• Power at the axle 620 kW
• Torque at the wheels 8000 Nm
• Torque at the engine 355 Nm in Performance Launch mode
• Power density 4.80 kW/kg (93% efficiency)
• Engine revs 25,500 giri/min
• Maximum inverter power >600 kW
• Weight 129 kg

BATTERY 

• No. 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

Ferrari’s Electric Car Battery

When you buy a Ferrari, you know that it was painstakingly built and assembled by skilled Ferrari factory workers at their HQ here in Maranello, Italy. Having been granted frankly extraordinary access to the Ferrari factory over the last few days, I can tell you that the company wants the Electric Ferrari to be the same. While we’ve only seen the chassis, it’s the one area of the car that could most easily be outsourced. From forged aluminium structures right down to the individual motors – and the battery.

A Ferrari battery pack is made up of 15 “modules” – 13 on a lower deck, two stacked on top at the back, which would be under the rear seats. Each module is made up of 14 battery cells; these are sourced outside of Ferrari (we saw SK-branded cells being unboxed and turned into modules), then robots carefully weld them together into these modules, and a while later, a floor battery is created.

This battery is the floor of the car and can be removed, and individual modules accessed for repair or replacement.

The design of the whole battery pack is done to ensure efficiency of space, weight, and cooling for the best performance possible.

As a complete pack, it’s a 122 kWh battery – quite large for any car – and will produce, Ferrari says, over 530km of range. We expect that number to be much higher in “Range” mode.

Each battery, once assembled inside the E Building factory, is then paired into the chassis, along with the front and rear axle and suspension setups to be the electric drivetrain unit to be married with a body on the same production line as powerful V8 engines and gearboxes are running along the line to pair with their Ferrari body.

All-Electric performance and handling

Front and rear, there are a highly engineered set of components to turn that battery power into performance. While engineered as vastly different individual components, the front and rear axles are, for the sake of simplicity, very similar components. A pair of high-intensity electric motors, connected to a set of gears designed to turn tens of thousands of RPMs from the motor into revolutions on the wheels. Each wheel is controlled by its own electric motor, giving Ferrari’s software the chance to control specifically each wheel for the optimal performance.

The rear axle is mounted within a forged sub-frame which is almost floating within the chassis – attached with specifically designed bushes to take away any noise that would come from chassis-mounted motors.

Each suspension arm is active, the third generation of active suspension from Ferrari, drawing from current and previous Ferrari models, though with a vastly improved ability to control every axis of motion thanks to the electric motors on each wheel.

Every wheel can turn and contribute to steering, along with acceleration and braking.

Ferrari seems very, very confident that this setup, this engineering, will produce a performance and handling as good as, if not better than, what is possible with other “traditional” Ferrari vehicles..

The “sound” of an Electric Ferrari

OK, so perhaps the most controversial thing about electric cars when you talk to car lovers is the loss of that “sound” we love about V8s and other performance engines.

Ferrari’s stance here is clear. They will not produce a fake sound to emulate the sound of an internal combustion engine.

But the electric Ferrari will make a sound. They say that when you would normally feel the emotion of a sound, you will have it.

This is all part of what Ferrari calls the “Driving Thrills,” the components of a drive that give you that thrilling feeling. Those components, they say, are acceleration both longitudinal and laterally, as well as braking, gear change, and sound.

We don’t yet know how the gear change feeling will be replicated, but for sound, Ferrari is introducing a sensor within the body of the rear axle. An accelerometer that will “feel” and log the vibrations the electric motors and gears make.

That vibration will be converted to sound, in the same way that an electric guitar converts the vibrations of a string into a sound. So when you push the throttle, you hear it, lift, and the motors wind, you’ll hear it.

But when you’re in cruise mode, out on the open road, you’ll enjoy the silence of this electric car. From my observation of the hard-core motoring journalists at this event and the questions they ask, this may be a riskier area for the first drive programs than the actual ride and handling. We’ll see – and hear.

What next for the Ferrari Elettrica

Ferrari today presented this car and their forward plans to investors at their “Capital Markets Day”. Early next year, I expect the company will showcase the in-car technology and interior fit-out before a full reveal of the car, the driving experience, and of course, the price – closer to July 2026.

But make no mistake, in 2026, there will be a fully electric Ferrari available to buy. What will it be called? Well, again – I think they’ll save that for next year – perhaps in that second wave of announcements.

Trevor Long travelled to Italy as a guest of Ferrari Australia, full commercial disclosures click here