They’re cannonballing into it with a production-ready chassis reveal that screams “we’re here to dominate.” This dropped just yesterday, October 9, 2025, and it’s got me buzzing. No full body shots yet, but the bones? They’re promising a four-door rocket that’s lighter than you’d think at under 5100 pounds, stretched over a 116.5-inch wheelbase. Sedan? Shooting brake? Who knows—but whatever it is, it’s launching in phases through 2026, with more drips coming in Q1 and Q2.
Ferrari’s playing it coy, rolling out the reveal in chunks like a suspense novel. Part one: the guts. And boy, are they gutsy. Four in-house electric motors, an 800-volt architecture, and a battery pack that’s no slouch. They’re not shying from performance either—think over 1000 CV (that’s horsepower for us Yanks) and a sprint to 62 mph in under 2.5 seconds. If I had to guess, we’re talking low-2s to 60 once rollout’s factored in. Top end? A claimed 193 mph. This isn’t some compliance cruiser; it’s a Ferrari through and through.
Ferrari’s First Electric
Powertrain Wizardry: Four Motors, Infinite Grip
Let’s geek out on the drive system, because this is where Ferrari flexes its Maranello magic. They’ve cooked up four permanent-magnet synchronous motors—two per axle—for what they call “serious torque vectoring.” Each one can spin independently, so you get that razor-sharp handling even when the electrons are flying. Default is all-wheel drive, but flip to the right e-Manettino setting on the wheel, and the front pair decouples for pure rear-drive thrills. Love that—keeps the purists happy without compromising the everyday.
These aren’t off-the-shelf units. Magnets in a Halbach array focus the field like a laser, and the rotors are carbon-fiber wrapped to handle insane revs: 30,000 rpm up front, 25,500 in the rear. Power breakdown? Front axle tops at 282 hp, rear at 831—pushing a potential 1113 hp ceiling in launch mode. Ferrari’s holding back the exact peak for now, just teasing “greater than 1000 CV.” Smart move; builds the hype. And get this—they’re built in-house, assembled right there in Italy. No outsourcing the soul of a Ferrari.
I can already picture piling on the power through a sweeper, the vectoring keeping you glued without a whisper of drama. Sustained blasts? Multiple laps? Ferrari swears it’s baked in, no fade on the horizon. Early days, sure, but if they’re quoting these floors now, the final product’s gonna lap the competition.
Ferrari’s First Electric
That Signature Ferrari Scream—Electrified
Okay, sound. We all know EVs can feel… sterile. Ferrari’s not having it. They didn’t synth some fake roar; instead, they’re harvesting real vibes from a hard-mounted accelerometer on the rear motor assembly. It picks up vibrations tied to load, speed, even direction—like an electric guitar’s pickup coil. Amplify, route to the cabin, and boom: authentic Ferrari drama without the distortion. Engineers were lit up about it during the reveal, geeking like kids with a new toy. No audio clips yet (tease!), but if it’s half as immersive as they claim, it’ll have you cranking the volume just to feel the rush.
Makes sense—why fake it when you’ve got a mechanical orchestra under the hood? This could be the trick that bridges the gap for V8 holdouts like me.
Battery and Juice: Range That Won’t Leave You Stranded
The heart of any EV is the pack, and Ferrari’s serving up a 122-kWh gross capacity unit—15 modules, each with 14 SK pouch cells from their in-house line. Thirteen flat on the floor, two stacked under the rear seats for that low center of gravity. Net usable? TBD, as they’re tweaking SOC software. But it’s serviceable—swap a module like a tire if needed—and runs at a beefy 800 volts.
Charging? Up to 350 kW DC, stuffing 70 kWh in 15 minutes. That’s hypercar pace for a refill. Range clocks over 330 miles on WLTP (Europe’s rose-tinted glasses), so figure 280-ish EPA with those wide rubber bands they’ll slap on. Wide tires mean drag, but hey, grip’s king. It’s positioned low and central, feeding those motors without compromise. Ferrari’s betting big on this to lure new blood—folks who want Prancing Horse prestige without the range anxiety.
Chassis and Suspension: Multimatic Magic Meets Maranello Steel
Peeking under the skin, the suspension’s a treat. Third-gen active setup, co-tuned with Multimatic (same crew behind the Purosangue’s poise). Aluminum everywhere—hollow knuckles front and rear for that feather touch. Up front: multilink with dual lowers and an upper wishbone. Rear: integral link below, single camber up top, plus independent toe actuators for 2.15 degrees of rear steering. First time for a rear subframe too—bolts the suspension down to hush NVH since there’s no engine rumble to mask road buzz.
The active bits? A ball screw in the “damper” body, driven by an electric motor (no traditional spring—it’s just for parking duty). It adjusts 100 times a second, now with a 20-degree pitch tweak and thermal sensor for oil temp. Pitch, roll, heave—it’s got ’em on lock. Brakes are carbon-ceramic staples: 15.4-inch fronts with six-piston calipers, 14.6-inch rears with fours. But regen hits 0.68 g max, so rotors stay cool unless you’re track-slamming. In testing, these setups pull 1.2 g stops easy—expect the same here.
Weight’s a win at sub-5100 pounds, thanks to smart packaging. Four doors mean family-friendly, but that wheelbase hints at grand-tourer space without bloat.
Ferrari’s First Electric
The Road Ahead: Why I’m Actually Pumped for Ferrari’s EV Leap
Ferrari’s not messing around—they’re broadening the tent without diluting the DNA. The Elettrica’s got buyers lined up, they say, and this chassis drop proves they’re all-in. Sure, we’re waiting on the sheetmetal and full deets, but the foundation? Rock solid. It’ll slot above the Purosangue in the lineup, chasing that 1000 hp electric Ferrari dream while nodding to sustainability.
Compared to Porsche’s Taycan Turbo GT or the incoming Lucid Air Sapphire, this feels more… alive. The in-house everything, that vibration-tuned sound—it’s Ferrari saying, “Electric? Yeah, but our way.” Launch next year can’t come soon enough. If it drives half as good as it specs, I’ll be first in line for a spin. What about you—ready to trade exhaust notes for electron whooshes?
Quick Specs Rundown: Ferrari Elettrica EV (As Teased)
Powertrain: Four PM synchronous motors (front: 282 hp max, rear: 831 hp max; total >1000 hp)
