Ferrari’s First All-Electric Supercar Packs 1,050 HP, and a Look That’s Splitting Fans

Ferrari just fired its loudest shot yet into the electric era, and it doesn’t sound like anything from Maranello’s past. The automaker’s first fully electric model, the Ferrari Luce, arrives with hypercar numbers, a tech-forward cabin reportedly shaped with help from famed designer Jony Ive, and a body designed more by airflow than nostalgia.

The headline stats are meant to end the debate before it starts: 1,050 horsepower, a 0–62 mph sprint in about 2.5 seconds, and ultra-fast charging up to 350 kW. But the bigger story may be the styling. The Luce is intentionally polarizing, an EV Ferrari that refuses to cosplay as a V12-era icon.

Ferrari’s message: This isn’t “an EV.” It’s a Ferrari that happens to be electric.

Ferrari is drawing a hard line in how it wants the Luce judged. The company’s pitch is simple: don’t compare it to the latest fast electric sedan and call it a day. This is a Ferrari first, an electric powertrain is just the new way it delivers the experience.

Even the name is part of the framing. “Luce” means “light” in Italian, and Ferrari is selling it as a forward-looking statement, not an apology tour for going battery-powered. The subtext is clear: electrification is being positioned as an expansion of the brand, not a reluctant compliance move.

Inside, Ferrari leans into “driver-first” cues, tactile materials, physical controls, and layered screens designed to support driving rather than dominate it. There’s even a minimalist glass key with an E-Ink display, a small but deliberate attempt to create new rituals in a world without engine noise and vibration.

Jony Ive’s design studio enters the cockpit, and Ferrari takes a calculated risk

One of the most talked-about choices is Ferrari’s collaboration with LoveFrom, the design firm founded by Jony Ive, best known for shaping Apple’s modern look. For a company famous for obsessing over every detail in-house, bringing in an outside tech-design heavyweight is a statement on its own.

The cabin reportedly goes for a highly controlled minimalism: digital interfaces arranged in layers, paired with real buttons and tactile interaction. The goal is a premium-tech feel without turning the car into a rolling touchscreen demo.

That approach will thrill some buyers and irritate others. Ferrari has long been associated with a certain Italian theatricality, bold shapes, dramatic cues, sensory excess. A cleaner, more “product design” interior could read as modern and confident, or as too clinical for a brand built on emotion.

Four motors, 800-volt architecture, and 350 kW charging: Ferrari goes straight for the top shelf

Underneath, the Luce is built on a new EV platform designed from the ground up. Ferrari says it uses four electric motors, one at each wheel, making room for extremely precise torque control and traction management, not just brute-force acceleration.

The battery is listed at 122 kWh, paired with an 800-volt electrical architecture and DC fast-charging up to 350 kW, numbers that put it in the same conversation as the quickest-charging performance EVs on the market. Ferrari claims more than 329 miles of range (530 km), aiming for something you can drive hard and still take on longer trips.

Ferrari also highlights the software brain behind it all: a vehicle control unit coordinating systems in real time, with adjustments said to occur 200 times per second. In an EV, that orchestration becomes part of the car’s “personality”, the way it builds power, rotates, stabilizes, and communicates grip.

To keep drivers feeling involved, Ferrari adds a feature it calls “Torque Shift Engagement,” using paddle inputs to let the driver shape acceleration. It’s an attempt to recreate a familiar performance language in an EV, though skeptics will call it theater. Ferrari seems fine with that. The brand has always been part engineering, part drama.

A shape dictated by aerodynamics, and a Ferrari silhouette that doesn’t play the hits

The Luce’s design is where the fight starts. Ferrari says aerodynamics led the project, targeting a drag coefficient of 0.254 without active aero, meaning it claims that efficiency without relying on moving wings and flaps. The payoff is a cleaner look and less complexity. The cost is that it doesn’t resemble the Ferraris people have memorized.

Freed from packaging a big front engine, Ferrari didn’t stick to the long-hood proportions that defined much of its history. The Luce is about 197.6 inches long, roughly the length of a Tesla Model S, and about 78.7 inches wide. Ferrari also says it sits around 2 inches lower than the Purosangue, its SUV-like model.

The body is described as sculpted for airflow: channels, strakes, and subtle surfaces that may not read well in photos but make more sense in person. That’s part of why reactions are so extreme. Traditional Ferrari beauty tends to land instantly. The Luce asks viewers to understand the function before they fall for the form.

Why the backlash may be part of the plan

The Luce is arriving with the kind of pre-release heat most automakers would kill for, and dread. Early chatter suggests the response is binary: love it or hate it. But polarizing design has a track record in tech and culture, where “weird” can become normal once the product proves itself.

Commentators have compared the moment to early reactions to Apple products that were mocked before they became mainstream, like the first Apple Watch or the original AirPods. A supercar isn’t a wearable, and buyers don’t upgrade every year, but the dynamic is familiar: if the experience is great and the status holds, the look can become the new standard.

For Ferrari, the stakes are bigger than one model. The Luce has to speak to longtime loyalists who worship internal combustion, new-money buyers who want the latest performance tech, and status-driven early adopters who see software and charging speed as part of luxury. If Ferrari nails the driving feel, and the ownership experience, the Luce won’t just be accepted. It’ll be copied.