Ferrari unveils the Luce electric supercar after eight years of teasing

At a glance:

• Ferrari Luce debuts with four in‑wheel motors delivering over 1,000 hp and a 0‑62 mph time of 2.5 seconds
• The 122 kWh battery promises more than 329 miles of range and supports 350 kW fast charging on an 800‑volt architecture
• Production starts late 2026, deliveries early 2027, with a base price around $640,000

The long road to an electric Ferrari

Ferrari first hinted at an electric supercar back in January 2018 at the North American International Auto Show in Detroit, when former chairman and CEO Sergio Marchionne said, “If there is an electric supercar to be built, then Ferrari will be the first.” The statement set a tone of ambition that would echo for eight years, through a series of teases that included the codename Elettrica, a power‑train reveal in October, and an interior preview in February that bore the unmistakable imprint of Jony Ive’s LoveFrom agency.

The final reveal, staged in Rome, lifted the last veil from the project now known as the Luce – Italian for “light”. Ferrari describes it as the most consequential vehicle the marque has produced in decades, a claim underscored by the sheer scale of its technical specifications and the radical design language that departs from the brand’s historic aesthetic.

Powertrain and performance specs

• Motors: Four independent in‑wheel motors (one per wheel)
• Combined output: Over 1,000 hp in Boost mode
• • Rear axle: 832 hp, 7,750 Nm
• • Front axle: 282 hp, 3,400 Nm
• Acceleration: 0‑62 mph in 2.5 seconds
• Top speed: 192 mph
• Battery: 122 kWh, one of the largest in any production EV
• Charging: Up to 350 kW on an 800‑volt system
• Range: More than 329 miles per charge (claimed by Ferrari)
• Curb weight: 4,982 lb (2,260 kg), only ~200 lb heavier than the Purosangue SUV despite the massive battery pack
• Drive architecture: All‑wheel drive with each wheel independently controlled for power, braking, suspension, and steering (rear wheels steer up to 2.15°)

These numbers place the Luce squarely in hypercar territory, yet the vehicle is marketed as a five‑seat GT‑style machine – a first for Ferrari. The all‑wheel‑steer system, borrowed from the Purosangue, promises razor‑sharp handling, while the high‑voltage architecture enables full power delivery in less than a second.

A design partnership unlike any other

Ferrari broke with tradition by bringing external designers into the heart of the project. LoveFrom, the studio founded by Jony Ive after his departure from Apple in 2019, was tasked with shaping both interior and exterior. The result is a cabin that feels more akin to Apple’s cancelled car project than a classic Ferrari cockpit.

Key interior features include:

• Brushed aluminum, glass, and leather surfaces with rounded corners
• A steering wheel described by the design team as “truly a thing of beauty”
• Physical switchgear and circular OLED displays
• A center screen mounted on a ball‑and‑socket joint, allowing pivot toward the front passenger
• A Corning glass gear‑shift knob pierced with 13,000 laser‑etched holes
• A key fob resembling a miniature iPhone

Ferrari also introduced an innovative sound system: an accelerometer mounted on the rear axle captures motor vibrations, filters out unwanted whine, and feeds the resulting tone into the cabin. Sound quality manager Antonio Palermo calls the setup “an instrument,” offering a unique auditory experience that replaces the traditional synthetic engine note.

Exterior that rewrites the Ferrari language

The Luce’s exterior is defined by what Ferrari calls “the glass house, an uncompromised, shell‑like form.” A massive windscreen stretches down to the nose, creating a continuous glass surface that improves aerodynamics and yields what Ferrari claims is “by far the lowest drag coefficient in the history of Maranello’s road cars.”

To preserve the sleek glass line, wipers are positioned beside the A‑pillars rather than at the bottom of the windscreen. Wheel sizes are staggered – 23 inches up front and 24 inches at the rear – the largest on a series‑production Ferrari. Transparent front and rear light panels are integrated into the bodywork, while halo tail lights pay homage to the 360 Modena and 458 Italia. The suicide‑style rear doors complete a silhouette that reviewers compare to a hybrid of Tesla, Alfa Romeo, and classic Ferrari genetics.

Market positioning and competitive landscape

Ferrari CEO Benedetto Vigna emphasizes that the Luce is an addition, not a pivot. Production is slated for late 2026 with deliveries in early 2027, and pricing starts at roughly $640,000. The company’s 2030 target envisions 20 % of sales fully electric, 40 % hybrid, and 40 % combustion. This balanced approach contrasts with rivals: Lamborghini has pushed its first EV to 2029, Bentley extended its all‑electric deadline to 2035, and Porsche has recently re‑emphasized combustion power.

The Luce arrives amid a period of uncertainty for luxury EVs. In June 2025 Ferrari delayed its second EV to 2028 due to weak demand, and the brand’s shares fell more than 16 % in October 2025 after investors expressed disappointment over long‑term financial targets. Whether the Luce can win over purists and attract a new generation of buyers will be a key test of Ferrari’s electrification strategy.

What’s next for the Luce and Ferrari’s electric future?

Ferrari has confirmed that the Luce’s production will begin in late 2026, with the first deliveries expected in early 2027. The company plans a limited initial run, though exact production numbers have not been disclosed. The vehicle’s high price point positions it as a halo model, intended to showcase technological prowess while preserving the brand’s core combustion‑driven clientele.

Looking ahead, Ferrari’s roadmap includes a second EV slated for 2028, following the Luce’s launch. The automaker’s broader strategy aims for a gradual shift toward electrification without alienating its traditional customer base, a delicate balance that will be closely watched by analysts and enthusiasts alike.

Jeremy White is senior innovation editor at WIRED, focusing on EVs and luxury automotive coverage.