The two front motors each generate 140 hp (105 kW) and 103 lb-ft (140 Nm) and share a 300 kW inverter. Meanwhile, the rear motors offer 415 hp (310 kW) and 261 lb-ft (355 Nm). The rear axle uses a 600 kW inverter that also handles a DC/DC conversion to power the suspension: some very clever 48 V spool dampers developed with Multimatic (and already used to good effect on Ferraris like the F80 and Purosangue).
The suspension should do a decent job of hiding the Luce’s curb weight, which at 4,895 lb (2,260 kg) makes it slightly heavier than Porsche’s stripped-out Taycan Turbo GT but a heavy adult lighter than either the Lucid Air Sapphire or Mercedes-AMG’s new GT. Then again, I think you might be able to buy all three of those for the price of a well-configured Luce; we expect pricing in Europe to start at 550,000 euros ($640,000).
Ferrari
These are the aerodisc wheels—23 inches up front, 24 inches at the rear. I’m told this yellow was a big hit with the Chinese media.
Ferrari
Part of the suspension on display at the Vela di Calatrava.
Part of the suspension on display at the Vela di Calatrava.
These are the aerodisc wheels—23 inches up front, 24 inches at the rear. I’m told this yellow was a big hit with the Chinese media.
Ferrari
Part of the suspension on display at the Vela di Calatrava.
It needs to be engaging
As you might imagine from a company that has spent decades perfecting electronic chassis control systems, the four motors are tightly integrated into the Ferrari’s handling. Governing the whole thing is what Ferrari calls the Vehicle Control Unit, which constantly monitors torque and grip at each corner, as well as driver inputs and other relevant data from the vehicle’s sensors, with different levels of intervention or torque vectoring depending upon your drive mode.
What we didn’t quite learn back in October is how those two aluminum paddles behind the wheel contribute to the experience. At the time, we assumed Ferrari was following Hyundai’s example with the Ioniq 5 N, which replicates a semi-automatic transmission by changing regenerative braking and throttle map profiles.
That’s actually not quite how the paddles work here. The one on the left increases regenerative braking through five levels, from 0.05–0.6 G, but as you increase regen, you also decrease power output. The right paddle decreases regen but increases torque delivery. So as you approach a corner and want some deceleration, you use the left paddle as you would to downshift a conventional Ferrari, then use the right paddle from the apex to add more power. It sounds intriguing, and I’m told it’s very intuitive.
