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News

Ferrari’s First EV: The 1000-hp Elettrica Is a GT From the Future—Not a Supercar

Ferrari doesn’t do timid. When Maranello finally steps into something new, it usually does so with a confident, unmistakable stomp. Next year, that stomp will be electric.

Meet the Ferrari Elettrica—the company’s first-ever EV. It’s a four-door, four-seat grand tourer with around 1000 horsepower, four electric motors, a massive 122.0-kWh battery, and a chassis stuffed with enough tech to make the SF90 look old-school. And yet, Ferrari’s top brass insist it’s not a supercar.

“This is not a supercar,” says CEO Benedetto Vigna, “but a new type of GT—one that widens what it means to drive a Ferrari.”

That’s an unexpected statement from the house that built the LaFerrari and the F80 hypercar. But it’s a calculated one. The Elettrica is meant to bring new buyers into the fold—the ones who love the idea of a Ferrari but also need space for friends, luggage, and maybe a little less drama.

Electric, Yes. But Still Ferrari.

The Elettrica’s design story reads like a collaboration between Silicon Valley and Maranello, because, well—it is. Ferrari teamed up with Jony Ive’s LoveFrom design firm (yes, that Jony Ive of iPhone fame) to craft a shape that’s sleeker and more aerodynamic than any Ferrari GT before it. Expect something longer than an SF90, closer in footprint to the Purosangue SUV, but lower and more coupe-like.

Underneath sits a bespoke EV platform, not shared with any other Ferrari. It features short overhangs, an unusually compact wheelbase, and a battery layout that keeps 85 percent of its mass low and central. The 122-kWh pack uses cells from SK On and boasts an energy density of 195 Wh/kg—the highest of any production EV today. Ferrari claims a 329-mile range, though range clearly wasn’t the main goal here.

Four Motors, One Mission

Power comes from four electric motors—two in the front, two in the back—each spinning up to 25,000 rpm and built entirely in-house, casings and all. The rear motors produce 832 horsepower combined; the fronts add another 282, for a system output of roughly 986 horsepower.

Ferrari isn’t quoting a torque figure, probably because it would sound absurd. After gearbox multiplication, the Elettrica’s rear axle can deliver 5900 lb-ft of twist to the pavement. That’s more than enough for a 0–62 mph sprint in 2.5 seconds and a 192-mph top speed.

Just as impressive is how the Elettrica moves. With full torque vectoring on all four corners and a disconnectable front axle, it can shift seamlessly from AWD traction to pure RWD playfulness in half a second.

Suspension of Belief

If the Elettrica feels alive, thank its 48-volt active suspension system, a heavily evolved version of the setup in the Purosangue. Each corner features a motorized damper that continuously adjusts height and stiffness, reacting to road conditions 200 times per second. The result? No coil springs needed while driving—the dampers do all the work.

Combined with four-wheel steering and torque vectoring, Ferrari claims the Elettrica offers “control over vertical, longitudinal, and lateral forces in all conditions.” In simpler terms, it’s the first Ferrari that can literally think in 3D.

Sound You Can Feel

Ferrari’s biggest engineering flex might be the sound. Instead of pumping in fake noise, engineers fitted sensors that pick up the natural vibrations from the motors and drivetrain, then amplify them through the cabin—like an electric guitar pickup.

“The sound of our electric Ferrari is not fake. Not fake at all,” says product development boss Gianmaria Fulgenzi.

When you’re cruising, it’s silent. But when you’re on it, you’ll hear a tone that’s mechanical, alive, and distinctly Ferrari—just without the gasoline.

Why Now?

While rivals like Lamborghini and Bentley delay their EV programs, Ferrari believes the time is right. Vigna insists that innovation has always been the company’s heartbeat, quoting Enzo Ferrari himself:

“If we do not innovate, we do not deserve to be called a market leader.”

The Elettrica is Ferrari’s attempt to prove that electric propulsion doesn’t have to dilute the brand’s DNA—it can enhance it. And the company is already looking beyond: internal combustion will remain, but by 2030, Ferrari expects 20 percent of its sales to be electric.

A GT for the Next Generation

More than just a showcase of tech, the Elettrica represents a strategic shift. Ferrari knows its classic two-seat sports cars appeal to purists—but to survive and grow, it needs to attract new kinds of buyers. A versatile four-seat GT with world-class performance and zero tailpipe emissions is the perfect entry point.

“If we electrified a two-seater, the improvement would be modest,” Fulgenzi explains. “But a more versatile car like this? That’s where electric technology truly shines.”

Production won’t be limited. Pricing—still under wraps—will define exclusivity instead. Ferrari expects to begin client previews in early 2026, followed by the final reveal later that year.

Ferrari’s Elettrica isn’t trying to be the loudest, fastest, or most extreme car from Maranello. Instead, it’s aiming to redefine what Ferrari performance means in a silent, digital age.

With 1,000 horsepower, active suspension wizardry, and a soundtrack rooted in authenticity, the Elettrica is shaping up to be a GT that can shame supercars—and convert skeptics in the process.

Ferrari’s electric future, it seems, still runs on passion. Just not on petrol.

Source: Reuters; Photo: Ferrari

NEW CARS

2026 Polestar 3 Gets More Power, Faster Charging, and Up to 635 km of Range

Polestar is polishing its flagship EV SUV for the upcoming model year, and the updates go deeper than a new badge or a subtle tweak to the headlights. The Swedish brand’s three-row electric hauler, which shares its bones with the Volvo EX90, now packs more power across the lineup, a quicker-charging 800-volt system, and efficiency-minded software that helps it stretch range past 600 kilometers.

From 400 Volts to 800

The big news is the switch from the old 400-volt architecture to a cutting-edge 800-volt system. That’s not just a bragging point—real-world charging times should shrink dramatically. In Dual Motor trim, the 106.0-kWh pack can now handle up to 350-kilowatt charging, good enough to take the battery from 10 to 80 percent in just 22 minutes. Even the entry-level 92.0-kWh Rear Motor model isn’t left behind; it can gulp electrons at 310 kilowatts.

Powertrain Choices: One, Two, or Two Turned Up to Eleven

Polestar now offers the 3 in three distinct flavors:

  • Rear Motor – A single-motor, rear-drive setup with 333 horsepower and 480 lb-ft of torque. That’s up from 299 hp, and enough to push the SUV to 60 mph in 6.5 seconds. Range clocks in at 604 kilometers (WLTP).
  • Dual Motor – Adding a front motor brings total output to 544 hp and 740 lb-ft, slashing the 0–100 km/h sprint to 4.7 seconds. It’s also the champ of the lineup when it comes to range, managing up to 635 kilometers per charge. To save juice, the system can decouple the front motor during low-demand cruising.
  • Performance – The wild one. Two motors working in concert for a stout 680 hp and 870 lb-ft. This version hurls the Polestar 3 to 100 km/h in under four seconds, yet still manages up to 593 kilometers of range.

Efficiency Meets Muscle

Despite the power hike, Polestar has clearly aimed to balance outright performance with long-haul usability. The brand claims that careful thermal management and the motor-shutoff strategy in Dual Motor and Performance trims play a big role in keeping range competitive, even with the uprated output.

Looking Ahead

The refreshed Polestar 3 is set to arrive next year, and while pricing hasn’t been announced yet, expect it to sit above today’s version thanks to its upgraded hardware and positioning. With rivals like the BMW iX and Tesla Model X in its sights, the Polestar 3 finally looks ready to deliver both the power and practicality luxury EV buyers demand.

Source: Polestar

CONCEPT CARS

Škoda Reimagines the 110 R Coupe as a Futuristic EV Concept

Sometimes the smartest way forward is to look back. Škoda has done just that with a new digital concept that channels the spirit of its classic 110 R coupe, the cult-favorite two-door that once brought a whiff of sports car glamour to Eastern Bloc roads. Now reinterpreted for the electric era, the project is the latest in a series of design studies that use heritage as a springboard for future ideas.

The original 110 R debuted in 1970 as the sporty sibling to the Škoda 100 sedan. It wasn’t powerful—just 62 hp from a rear-mounted 1.1-liter four-cylinder paired with a four-speed manual—but its rear-wheel-drive layout and sleek fastback shape made it a beloved, attainable coupe for enthusiasts behind the Iron Curtain.

Fast forward more than 50 years, and designer Richard Svec, who joined Škoda in 2023 after a stint at Italdesign in Turin, has reimagined the 110 R for the EV age. Rather than leaning into retro pastiche, Svec focused on proportion, stance, and form to capture the coupe’s essence while pushing its style into the future.

The result is a compact two-door, two-seat electric coupe with a low roofline and fastback tail. Its face nods to the past with headlamps that echo the “melancholic” look of the original, now rendered as sharp rectangles with retractable, body-colored covers. A recessed front end incorporates Škoda’s new “Tech Loop” design language, previewed on the Vision O concept.

Performance cues abound. Inflated fenders wrap around large center-lock wheels with aero covers, while hood ribs, a visible protective cage, and deep side intakes reference the original’s racing pedigree. Out back, hidden taillights and a thin LED strip mirror the car’s front-end graphics, giving the coupe a unified look from every angle.

Škoda has yet to disclose powertrain details, but speculation suggests a rear-mounted electric motor—true to the original’s layout—would be the logical choice. If it borrows from the brand’s current EVs like the Elroq or Enyaq, output could hit around 286 metric horsepower, a number that would make this lightweight coupe plenty quick.

As with most digital concepts, Škoda has no plans to put the 110 R Coupe into production. Still, the design exercise hints at what could be possible if the company’s bread-and-butter EVs continue to succeed. With mainstream profits secured, Škoda could have the flexibility to indulge in halo products like this—cars that connect emotional heritage with a forward-looking identity.

For now, the 110 R digital coupe remains a tantalizing glimpse of what might be: a reminder that heritage can still guide the future, even in the age of electrification.

Source: Škoda