Ferrari unveils the Luce, the brand’s first fully electric production car

Ferrari has unveiled the Luce, the first all-electric production car from the Italian sports car maker, ending years of speculation about how Maranello would translate its road-car DNA into an electric vehicle. The car was revealed on the evening of May 25, 2026 at the Vela di Calatrava arena in Rome, the same city where Ferrari secured its first ever competition victory in 1947 with the Ferrari 125 S. The Luce takes its place alongside the brand’s existing combustion and hybrid lineups rather than replacing them, and Ferrari has framed the launch as the next step in what it calls a multi-energy strategy first announced at its 2022 Capital Markets Day. For Ferrari customers, the Luce represents both a fundamentally new kind of Ferrari and a vehicle the company has been signaling for several years. The car was previewed in October 2025 under the working name Ferrari Elettrica, and the formal reveal in Rome adds a full set of technical specifications, performance numbers, and design details to what was previously a high-level announcement. A four-door, five-seat Ferrari The Luce is the second four-door Ferrari, following the Purosangue, and the first to seat five. The press release explains the configuration in technical terms, noting that traditional front-mid-engine, rear-gearbox transaxle layouts could not accommodate a fifth seat. Removing the central tunnel and embedding the battery beneath the floor freed up cabin space, making a five-seat layout possible. The car measures 5,026 mm (197.9 inches) in length, 1,999 mm (78.7 inches) in width without mirrors, and 1,544 mm (60.8 inches) in height, with a wheelbase of 2,961 mm (116.6 inches) and a curb weight of 2,260 kg (4,982 pounds). Weight distribution is quoted at 47 percent front and 53 percent rear, and trunk capacity is 597 liters (21.1 cubic feet). The Luce rides on the largest staggered wheel diameters on a series-production Ferrari road car, at 23 inches front and 24 inches rear, with two designs available, including an aerodynamically optimized turbine-style design that Ferrari says reduces drag by around five percent. The exterior was developed in collaboration with LoveFrom, the creative collective founded by Sir Jony Ive and Marc Newson in 2019 that works closely with OpenAI and a small number of additional clients. Ferrari has not previously brought in an outside designer of this profile, and the company is positioning the move as part of a deliberate process change to support what it describes as a new chapter in its product strategy. LoveFrom led the design direction and then refined the concept in collaboration with Ferrari’s in-house Design Studio, led by Flavio Manzoni. The visual signature is what Ferrari calls the glasshouse, an uncompromised, shell-like form that extends below the belt line to the car’s extremities. Front and rear aerodynamic wings float above and around the silhouette, and the front and rear light panels are transparent and form part of the primary surfaces. The halo tail lights are an intentional reference to the 360 Modena and 458 Italia. Launch colors include Azzurro la Plata, Giallo Luce, Rosso Dino, Bianco Artico, and Rosso Fiammante, with the new yellow drawing directly from the historic yellow of the Ferrari logo. 1,050 horsepower from four motors and an 800-volt system The powertrain pairs four permanent-magnet synchronous motors, one per wheel, with a 122 kWh battery pack and an 800-volt electrical architecture. Total system output is 772 kW, which Ferrari quotes as 1,050 cv in the metric horsepower scale used in Europe. That figure corresponds to roughly 1,035 horsepower under the United States measurement system, putting the Luce in line with Ferrari’s own 849 Testarossa plug-in hybrid, which the company rates at 1,036 horsepower. Each rear motor produces 310 kW (415 hp) and 355 Nm (262 lb-ft) of torque, with each front motor producing 105 kW (140 hp) and 140 Nm (103 lb-ft). Combined, the rear axle delivers 620 kW and the front axle delivers 210 kW. Motor speeds reach 30,000 rpm at the front and 25,500 rpm at the rear. Total motor torque is 990 Nm (730 lb-ft), and torque at the wheels reaches 11,500 Nm (8,481 lb-ft) in Launch Control mode after the axle’s reduction ratio is applied. Ferrari quotes acceleration of 0 to 100 km/h (0 to 62 mph) in 2.5 seconds and 0 to 200 km/h (0 to 124 mph) in 6.8 seconds, with a top speed of over 310 km/h (193 mph). The estimated range under the European WLTP cycle is 530 km (329 miles), pending final homologation. A WLTP figure of that magnitude would likely correspond to roughly 260 to 290 miles on the United States EPA cycle, depending on the final configuration. Final EPA numbers will be released closer to the start of US sales. The Luce has three drive modes managed by a three-position e-Manettino selector that sits alongside the traditional five-position Manettino. In Range mode, system power is limited to 320 kW, top speed is 260 km/h (162 mph), and operation is predominantly rear-wheel drive for efficiency. In Tour mode, available power rises to 460 kW and all-wheel drive is permanently engaged, with the same 260 km/h ceiling. In Performance mode, maximum power reaches 725 kW, all-wheel drive is permanent, and top speed climbs to 310 km/h. Launch Control adds another 40 kW of momentary battery boost, bringing the peak to 765 kW during the launch sequence. Battery, charging, and structure The battery pack is designed, validated, and built in Maranello. It comprises 210 cells arranged in series for a gross capacity of 122 kWh, with cells co-developed with SK On using a high-nickel nickel-manganese-cobalt cathode and a graphite anode. Fast charging is rated at up to 350 kW, and Ferrari quotes 70 kWh of energy added in 20 minutes. The pack is integrated into the floorpan as a structural element of the vehicle, with Ferrari claiming a 25 percent increase in bending rigidity and a 35 percent increase in torsional rigidity over previous four-door Ferraris. The chassis and body use exclusively high-strength aluminum extrusions and sheets, with steel entirely removed from the structure. The extensive use of recycled secondary-alloy aluminum is reported to reduce CO2-equivalent emissions during production by around 70 percent relative to overall vehicle weight. Ferrari also describes the body-in-white and battery housing combination as among the lightest in its class for a vehicle of this specification. Sound, dynamics, and software One of the more unusual technical decisions on the Luce is its approach to in-cabin sound. Ferrari says it has rejected synthesized sound entirely in favor of capturing the actual mechanical vibrations of the rear axle through a precision accelerometer and reproducing them inside and outside the vehicle in a way the company compares to an electric guitar amplifying a string. Twenty-one loudspeakers, 24 channels of amplification, and 3,000 watts of power handle interior sound. An external amplification system also makes the car audible from outside, with sound intensity tied to the position of the e-Manettino. The Luce is the first Ferrari to use what the company calls the Vehicle Control Unit, a centralized controller that integrates powertrain and chassis dynamics. The unit updates its control targets 200 times per second and coordinates a new dynamics platform called Side Slip Control X, which integrates four-wheel torque vectoring, active suspension management, four-wheel steering, and a new control logic called Ferrari Lateral Optimisation Wheeltorque. Ferrari claims the chassis behaves as if the car were about 400 kg (882 pounds) lighter than its actual weight, due to a lower center of gravity and reduced yaw inertia compared with the Purosangue. The interior pairs a 12.9-inch OLED instrument display, a 12-inch central display, a 10.1-inch passenger panel, and a 6.3-inch rear screen, all developed exclusively for the Luce by Samsung Display. The key incorporates Corning Gorilla Glass and an E Ink display that Ferrari claims is an automotive first. The three-spoke steering wheel is machined from 100 percent recycled aluminum and combines mechanical control modules with the e-Manettino, Manettino, and torque-control paddles. Where it fits in the broader luxury electric vehicle market For US buyers, the Luce competes in the same broad category as the new Cayenne Electric from Porsche, the Lucid Air, and the upper trims of the Tesla Model S Plaid, with the obvious caveat that a Ferrari competes more on brand than on direct price comparison. The Luce is not a practical rival to the Cayenne or the Air in terms of packaging, but it does land in a market where high-performance electric vehicles are now a serious segment rather than a curiosity. Ferrari has not announced US pricing, though competitive context suggests the Luce will be well above the $400,000 mark when North American deliveries begin, with optional equipment likely pushing many examples into seven figures. The car comes with Ferrari’s seven-year extended maintenance program at no additional cost, with scheduled inspections at 20,000 km (12,427 miles) or 12-month intervals. An eight-year warranty covers the front and rear axles, the battery, and the charging system. Ferrari has also committed to long-term support of the electric components, including batteries, as part of what the company has branded its Ferrari Forever philosophy. Ferrari did not announce US deliveries, pricing, or production volumes at the Rome reveal, and final WLTP energy consumption figures remain under homologation. The company has indicated that further information will be released in the months ahead. With the Luce now public, Ferrari becomes the latest legacy automaker to offer a fully electric vehicle alongside hybrid and combustion options, a strategy the company has consistently described as technological neutrality. Photo gallery