Ferrari Elettrica chassis structure
The structure shown represents the full chassis of the Ferrari Elettrica, the company’s first fully electric vehicle. The chassis is constructed primarily from aluminum, with Ferrari stating that approximately 75 percent of the material used is recycled. This approach, according to the company, reduces production-related carbon emissions by about 6.7 metric tons of carbon dioxide per vehicle. The architecture is designed to integrate the high-voltage battery pack directly into the structure, improving stiffness and crash performance.
The overall layout positions the driver near the front axle and places major components within a low central plane to achieve a balanced weight distribution. The integrated battery contributes to a center of gravity 80 millimeters lower than a comparable combustion-powered Ferrari. The design allows short overhangs, which are typical of the brand’s mid-engine proportions, while still accommodating the needs of an all-electric powertrain layout.
The Elettrica’s chassis also supports new manufacturing methods developed at Ferrari’s Maranello facility. These include modular assembly techniques and structural adhesives that enhance torsional rigidity. The underbody incorporates several cross-members designed to channel airflow for both aerodynamic and thermal management purposes. Ferrari developed this chassis entirely in-house, maintaining its practice of controlling all aspects of vehicle development.
Ferrari Elettrica battery integration
This view highlights the integration of the Elettrica’s 122-kilowatt-hour battery pack into the chassis. Ferrari designed the battery to serve as a structural component of the vehicle, bonded within the floor pan to improve rigidity and safety. Approximately 85 percent of the battery’s modules are positioned low within the chassis, which helps achieve the vehicle’s 47-to-53 front-to-rear weight distribution. The battery’s housing is made from lightweight materials to reduce overall mass while maintaining protection from impact.
The battery pack operates at up to 880 volts and supports charging rates up to 350 kilowatts. Ferrari reports an energy density of 195 watt-hours per kilogram, reflecting a focus on maximizing power output and minimizing weight. The unit is designed to be removable and serviceable, with modular cells allowing for maintenance or replacement without major disassembly of the chassis.
In addition to its structural and energy functions, the battery system plays a key role in the vehicle’s cooling and noise isolation strategy. The pack includes integrated channels for liquid cooling, ensuring consistent cell temperatures under sustained load. Ferrari developed the system internally at its e-building in Maranello, ensuring that both design and manufacturing remain proprietary.
Ferrari front axle assembly
This close-up shows a portion of the Elettrica’s front axle drive unit, which contains one of the vehicle’s two electric propulsion systems. Each axle features a pair of permanent magnet synchronous motors, for a total of four across the vehicle. These motors are directly derived from Ferrari’s Formula 1 hybrid experience, with a focus on compact packaging and power density. The front axle achieves a power density of 3.23 kilowatts per kilogram, operating at 93 percent efficiency under standard conditions.
The inverter visible above the gearing unit converts direct current from the battery into alternating current for the motors. Ferrari reports that the front inverter is capable of delivering up to 300 kilowatts of output and weighs approximately nine kilograms. This integration allows shorter wiring paths and lower transmission losses, improving both efficiency and packaging simplicity.
The drive unit also incorporates a mechanical differential and reduction gearset to optimize torque delivery to the front wheels. The assembly uses lightweight alloys and precision machining to maintain rigidity under high loads. Cooling channels and electronic monitoring systems are integrated into the casing to ensure stable performance under continuous operation.
Ferrari rear axle assembly
The image shows the Elettrica’s rear axle drive system, which houses another pair of permanent magnet synchronous motors. According to Ferrari, the rear axle achieves a higher power density than the front, rated at 4.8 kilowatts per kilogram. Like the front motors, these units operate with 93 percent efficiency. The combined output of all four motors exceeds 1,000 horsepower when operating in boost mode, enabling acceleration from zero to 100 kilometers per hour (62 miles per hour) in 2.5 seconds.
The rear assembly includes power electronics, cooling systems, and a mechanical coupling that allows independent torque distribution between the rear wheels. The configuration supports both rear-wheel and all-wheel-drive modes, depending on driver selection. The eManettino control interface on the steering wheel manages this system, providing options such as Range, Tour, and Performance modes.
Each motor on the rear axle is mounted within its own housing and connected to a common subframe. This arrangement reduces vibration and allows precise control of torque vectoring. The motors’ compact size enables Ferrari to maintain proportions similar to its traditional sports cars, despite the inclusion of a dual-axle powertrain.
Ferrari Elettrica battery module
This image shows one of Elettrica’s modular battery units, which together form the 122-kilowatt-hour high-voltage pack. The unit’s casing is made from aluminum, providing strength while keeping weight to a minimum. Ferrari’s design allows for efficient heat transfer through built-in cooling channels located beneath the module’s surface. Each module is individually monitored by the vehicle’s control system for temperature, charge, and health status.
The pack’s architecture operates at an 880-volt nominal voltage and uses liquid cooling to manage performance during high-demand driving or charging. Ferrari reports that the battery supports a 350-kilowatt maximum charge rate, which is intended to reduce charging times. The modules are arranged to form a flat structure, contributing to a low center of gravity and even weight distribution.
Ferrari emphasized that the battery system was developed entirely in-house, with engineers designing the mechanical, thermal, and electronic elements together. The integration of the pack into the chassis is part of Ferrari’s strategy to maintain the vehicle’s dynamic characteristics while transitioning to electric propulsion. The company also indicated that the battery was engineered for long-term serviceability and recycling efficiency.
Ferrari Elettrica rear suspension system
Pictured here is the rear suspension assembly of the Elettrica, part of Ferrari’s third-generation 48-volt active suspension system. This setup is derived from systems used in the Purosangue and F80 models but has been modified for the weight distribution and response characteristics of an electric vehicle. The system continuously adjusts forces at each wheel to maintain optimal contact with the road surface and improve comfort.
The suspension incorporates electronically controlled dampers capable of applying both compression and rebound force adjustments in real time. Sensors monitor body motion, wheel travel, and road surface data to alter damping behavior instantly. The arrangement helps to mitigate the effects of the added mass from the electric powertrain while maintaining handling consistency.
The subframe structure supporting the suspension has been designed to minimize noise and vibration while preserving rigidity. It connects directly to the battery structure, forming part of the overall chassis stiffness. Ferrari’s approach allows for a balance between comfort and precision, which is critical for maintaining the brand’s dynamic standards in its first electric model.
Ferrari Elettrica electric motor unit
This image provides a detailed view of one of the Elettrica’s permanent magnet synchronous electric motor units. Each motor is paired with its own inverter and reduction gearbox, forming a self-contained drive module. The motors are designed to achieve a balance between efficiency and power density, allowing compact packaging within the front and rear axles.
The visible copper windings and laminated stator cores contribute to the motor’s efficiency, while the integrated inverter controls current flow and phase timing. Ferrari’s engineers developed both components in-house to ensure precise calibration with the vehicle’s proprietary control software. The inverter is cooled separately from the motor housing to maintain stable operating temperatures under load.
This design enables rapid power delivery and high rotational speeds while minimizing energy losses. The combined output of the Elettrica’s four motors allows the vehicle to reach a stated top speed of 310 kilometers per hour (193 miles per hour). Ferrari’s use of a multi-motor system also enables advanced torque vectoring, improving cornering stability and overall traction.
