For over a decade, Ferrari has maintained an EV will only come when it is ready, not when the market or regulations demand it. Today that threshold has finally been crossed, as Maranello unveils the production ready platform of the Ferrari Elettrica.

The name is just a placeholder for now, and we’ll have to wait until spring 2026 to see the exterior styling, but the technical details nevertheless make for fascinating reading. That’s because they reveal the finished article will feature not only four seats, but four doors – could we also be on the verge of Ferrari's first saloon?

Whatever form it takes, Ferrari claims their first EV is 16 years in the making. Naturally, the F1 connection is being exploited, with Maranello making out the Elettrica is a culmination of R&D stretching back to the 2009 hybrid era, via the 2013 LaFerrari hypercar, and the recently revealed 849 Testarossa.

The reality is the Elettrica is the result of a five-year programme, engineered from the ground up with all critical components – battery layout, drivetrain, inverters, castings – designed and built at Maranello. Over 60 patents have been filed, and the platform will include many firsts for the brand, such as a split rear subframe. The car is also big on sustainability, with 75 percent of the aluminium involved coming from recycled sources. Ferrari claims this saves over 6.7 tonnes of carbon dioxide during the manufacturing process.

The platform also houses four electric motors, integrated cooling, custom inverters, and a battery design that could become one of the most structurally efficient in any roadgoing EV. Ferrari is particularly proud of the 195 Wh/kg battery density, higher than any EV currently on sale.

But the real question is how all this translates into the driving experience. The performance is certainly worthy; the front motors produce 282bhp while the rears summon 831bhp. Peak power isn’t as simple as adding the two figures together, although Ferrari confirms the total will be in ‘excess of 1,000bhp’ in boost mode. That’s enough to propel the 2,300kg car from standstill to 62mph in 2.5 seconds, and onto a top speed of 193mph – matching the Purosangue. 

To counter the one-dimensional power delivery of electric cars, Ferrari’s Torque Shift Engagement system introduces staged torque build-up, operated by paddleshifters behind the steering wheel. Unlike the Hyundai Ioniq 5 N’s virtual gearshift system, said paddles do not attempt to mimic a conventional ICE gearbox by manipulating the throttle and dulling acceleration as the ‘gears’ go up. Instead, the right-hand paddle lets drivers select from five increasing levels of thrust, with each step adding both duration and intensity, while the left paddle control governs regenerative braking. One-pedal driving however, is off the table – Ferrari has chosen to replicate the weight transfer of combustion deceleration instead.

Dynamically, Ferrari has deliberately targeted packaging to maximise agility, keeping the wheelbase as short as possible. Ferrari says the Elettrica will deliver the agility of a car weighing 400kg less, and major contributors will be the torque vectoring system shuffling power across the four motors, and rear-wheel steering capable of turning up to 2.15 degrees in each direction – even toeing in at higher speeds for stability.

The familiar Manettino handles stability systems, offering modes from Ice to ESC-Off, while a new Dry mode slots between Wet and Sport as the default daily setting. Energy use is governed by the new eManettino – Range mode runs rear-drive only, Tour balances all-wheel drive with smooth transitions, and Performance mode activates the full 880V system with all components online. 

There’s no conventional battery tray or isolated pack; the batteries are embedded within the floor structure, supported by 20 direct mounting points to the chassis spine. The overall weight distribution is 47:53 front to rear, and over 85 percent of the mass is centred low in the car and between the axles – Ferrari claims a CoG 80mm lower than an equivalent combustion engine model.

Bolted to it is a third-generation 48V active suspension system. First seen on the Purosangue and evolved for the F80, the setup has been revised specifically for EV duty. The recirculating ball screws now use a 20 percent longer pitch, reducing inertial forces transferred to the chassis under vertical impact while improving compliance. Thermocouples integrated into each damper monitor oil temperature in real time, maintaining consistent damping response whether cold or heat-soaked. Each corner operates independently, managing body control and cornering loads.

As mentioned, the rear subframe is a first for Ferrari – its first ever elasticised mount. Rather than relying on a single rigid point, it uses elastomeric bushings to allow a limited amount of vertical and longitudinal flex, while preserving lateral stiffness for cornering. Hollow casting techniques keep weight down, and the rear inverters mount directly into the subframe to use their mass for additional damping, eliminating the need for separate isolation. All this is in the name of refinement, as a lack of a combustion engine and transmission means certain NVH concerns are no longer masked.

What about efficiency? To reduce power drain during light load, Ferrari has developed a system it calls “toggling” – the rear inverter cycles between active and standby at roughly 100Hz, maintaining throttle fidelity while gaining around ten miles of extra range during motorway cruising. WLTP range is expected to exceed 310 miles, while charging capability will be 350kW via DC. 

The final piece of the puzzle is perhaps the most emotional and difficult to replicate - the soundtrack of Maranello. Here, Ferrari has opted for authenticity over mimicry, mounting an accelerometer to the inverter to collect vibration data, which is then channelled through an amplifier to the vehicle's occupants. Think of it acting like an electric guitar compared to acoustic. The system only activates under torque demand or paddle input, staying quiet at idle or cruise. 

Another EV obstacle is the dreaded D word – depreciation – a topic of particular sensitivity for Ferrari given the way the SF90 is performing on the secondhand market. To that end, Maranello has aimed to futureproof the Elettrica by making it easy to replace or upgrade the batteries as technology evolves.

It looks set to be the biggest talking point of the Elettrica alongside the styling, speculation of which will continue until the exterior visuals are revealed in spring 2026. Before then, Ferrari promises we’ll see some interior previews. 

We do know the first deliveries are scheduled for Q4 2026, with right-hand drive production included from launch. UK-specific specifications are still in the wind, but pricing is expected to begin above £350,000 before options.

Despite committing to its first EV, Ferrari isn’t abandoning combustion just yet. Its revised 2030 roadmap still caps EVs at 20 percent of total production, with the rest split between hybrids and traditional ICE cars. Only time will tell if the market is ready for such a machine, even if Ferrari is.