Ferrari’s Electric Shock: First EV Unveil, Leaks, and Rival Showdowns

Key Facts at a Glance

• Historic First EV: Ferrari’s first fully electric car is set to break cover in a multi-stage unveiling starting October 2025, with a full world premiere by spring 2026 ^{[1] [2]}. First customer deliveries are targeted for October 2026 ^[3].
• Pricey & Exclusive: Co-designed by Apple’s Jony Ive, Ferrari’s EV is rumored to cost over $500,000 ^[4]. It’s described as an atypical Ferrari – larger than a typical supercar but not an SUV ^[5] – likely a grand tourer style to balance performance and daily usability.
• Under the Hood (Silently): Ferrari will reveal the EV’s “technological heart” (powertrain and battery tech) in October, followed by the interior design in early 2026, before the final exterior reveal later in 2026 ^[6]. Test prototypes in Maranello, cleverly cloaked in Maserati SUV bodies, hint at a bigger four-seater format (with fake exhausts for disguise), underscoring this won’t be a petite two-seat hypercar ^{[7] [8]}.
• Official Line vs. Rumors: Ferrari insists the project is on schedule – CEO Benedetto Vigna stated there’s “not a single hour of delay” ^[9] and quashed talk of additional EVs by noting “we never talked about a second or third electric car” ^[10]. However, insider leaks suggest Ferrari quietly pushed back a second EV model to 2028 due to “zero” current demand for high-priced electric supercars ^{[11] [12]}.
• Heritage Meets Tech: Ferrari has built a new high-tech EV production facility in Maranello and is developing proprietary electric motors and a signature “authentic” electric sound to give the car a soul ^{[13] [14]}. The company pledges to preserve its heritage – even promising its famed V12 engine will live on until regulations forbid it ^[15] – while targeting 40% of sales from EVs by 2030 (another 40% hybrids) ^[16].
• Rivals & Reactions: Competing marques are treading carefully too. Lamborghini’s first EV (the Lanzador 2+2 GT concept) has been delayed to 2029 ^[17], and Porsche is reportedly scaling back EV plans amid soft demand for its Taycan and forthcoming Macan EV ^[18]. Tesla’s Roadster – boasting a 1.9s 0-60 mph and 620-mile range – remains vaporware since 2017 ^{[19] [20]}. Even ultra-exotic EVs like the Rimac Nevera struggle to find buyers, as wealthy enthusiasts crave the visceral “sounds and smells” of combustion engines ^{[21] [22]}.

In-depth report with sources and commentary below.

A New Era for the Prancing Horse

Ferrari, a brand synonymous with screaming V12s and petrol-powered passion, is on the cusp of a watershed moment: the debut of its first ever fully electric vehicle. The upcoming EV marks the start of an electric era for Maranello’s famed Prancing Horse, albeit on Ferrari’s own terms. Company leadership has been clear that this is an evolution, not a revolution – “We’re not into an electric transition, we’re rather doing electric addition,” CEO Benedetto Vigna quipped, emphasizing that traditional engines will remain part of Ferrari’s DNA even as electrons join the stable ^{[23] [24]}.

This long-anticipated model fulfills Ferrari’s promise to deliver a pure EV by 2025–2026, a pledge first made by chairman John Elkann back in 2021. It also addresses a growing subset of Ferrari clientele (and prospective new customers) who have signaled they “will not become a Ferrari fan until we have an EV,” as Vigna noted ^[25]. At the same time, it tests Ferrari’s ability to translate its legendary driving emotion into a battery-powered machine – without alienating purists who see internal combustion as “part of the company’s heritage.” The balancing act is delicate: how to make an electric Ferrari that still feels like a Ferrari.

Unveiling Timeline: Staged Reveal of Ferrari’s First EV

Ferrari is eschewing the typical one-and-done car launch. Instead, the first EV will be unveiled through a three-stage reveal over several months ^[26]. The journey kicks off on October 9, 2025, when Ferrari will showcase the car’s “technological heart” during its Capital Markets Day event ^{[27] [28]}. This likely means we’ll see the EV’s underlying platform, battery, motor and perhaps some performance figures – the core engineering that Ferrari claims will “redefine performance for the electric era”. It’s essentially a peek under the hood (albeit a hood hiding batteries and motors rather than a V12).

Early in 2026, phase two will follow: revealing the “look and feel of the interior design” ^[29]. Ferrari is expected to pull the wraps off the cabin and user experience, showing how a marque renowned for driver-centric cockpits and Italian luxury adapts these traits to an EV. Finally, the process culminates in the full exterior debut in late 2026, a world premiere where we’ll finally see the car’s complete design ^[30]. By stretching out the rollout, Ferrari keeps excitement simmering and gives fans progressive insights – a strategy akin to stripping layers off a mystery.

Despite this drawn-out tease, Ferrari assures that customer deliveries are not far behind. The first lucky owners are slated to receive cars by October 2026 ^[31], indicating a relatively short gap between final reveal and production. In Ferrari’s view, this multi-step launch is a “unique and innovative” way to introduce their EV, befitting the significance of the moment ^[32]. It also allows time to convince any skeptics by highlighting the car’s technical prowess first, then its design and emotional appeal.

Why the Wait?

If it feels like Ferrari is taking its sweet time to fully unveil the EV, that’s by design. Ferrari has historically been a fast follower rather than first mover in technology – from turbocharging to hybrids, they observe and perfect rather than rush. Executives have repeatedly stressed they want their first EV to be “right, not just first.” In fact, Lamborghini CEO Stephan Winkelmann (a rival in the exotic arena) echoed this sentiment regarding Lambo’s EV plans, stating it’s “more important to have the right product than to be the first” ^[33]. Ferrari clearly agrees: while high-end competitors like Porsche launched EVs (the Taycan) years earlier, and even Lotus and Rimac have electric hypercars, Ferrari chose to wait until battery and motor tech (and perhaps market demand) met its standards for a “100% Ferrari” experience ^[34].

Internally, Ferrari set a target that 2025/2026 would be the time to pull the trigger on an EV – aligning with tightening emissions rules in Europe and the maturation of EV tech. A new assembly line – dubbed the “E-building” – in Maranello was constructed to test EV production processes as early as 2024 ^[35]. By mid-2024, spy photographers spotted the first test mule of the Ferrari EV on local roads, confirming progress. Interestingly, the mule wore a hacked-up Maserati Levante SUV body (with even fake exhaust pipes tacked on for misdirection) and Ferrari Roma headlights, an odd Frankenstein creation that nevertheless signaled the EV’s larger footprint ^{[36] [37]}. The presence of high-voltage warning stickers and silent running made its electric identity clear, despite the comical quad exhausts dangling from the rear ^[38].

Ferrari’s deliberate pace also allowed it to learn from others. The company watched rivals struggle with some EV pitfalls – Porsche’s Taycan sales, while strong early on, have cooled off ^[39], and Audi even canceled an electric supercar project. This cautious timing is part of Ferrari’s philosophy: as Vigna puts it, “When we do electric cars, we will produce them in the right way”, focusing on desirability over speed to market ^[40].

Design & Philosophy: A Different Kind of Ferrari

What kind of car will Ferrari’s first EV be? All signs point to something quite unlike the mid-engine gasoline supercars for which Ferrari is famed. According to insider sources, the EV is an “atypical model” by Ferrari standards – larger in size, a bit more grand tourer than outright supercar, and potentially offering more comfort and daily usability ^[41]. It will not be an SUV (Ferrari already ventured into that territory with the Purosangue crossover), but it could take the form of a four-seat GT or a crossover-coupe shape. The Maserati-based test mules reinforce this: the Levante is a mid-large SUV, suggesting Ferrari’s EV might have a roomy, 2+2 layout and a higher ride height than a low-slung sports car ^[42]. Think along the lines of a sleek shooting brake or a high-performance coupe with decent ground clearance – a machine that can comfortably cruise long distances and tear up a track, all in silent, electric fashion.

Under the skin, Ferrari is pouring its engineering know-how into ensuring the EV still delivers the driving emotion customers expect. The company is developing its own electric motors, inverters, and software in-house, seeking an edge in performance and integration ^[43]. One fascinating detail: Ferrari engineers are working on a unique “sound signature” for the EV ^[44]. While electric motors are nearly silent by nature (apart from a high-pitched whine), Ferrari intends to create an “authentic noise” that can stir the soul like a screaming ICE. They’ve hinted this won’t be a fake engine sound piped through speakers, but something new – perhaps leveraging the natural electric motor harmonics or using resonators to produce a distinct note. As Ferrari put it, pretence is not our modus operandi; at Maranello, they like to keep things real ^[45]. What exactly an authentic Ferrari EV sounds like remains to be seen (or rather, heard), but expect a carefully crafted auditory experience to accompany the instantaneous torque.

In terms of design, Ferrari has been extremely secretive. No concept sketches have been shown publicly. We do know legendary designer Jony Ive, famed for Apple’s iPhone and also a passionate Ferrari owner, had a hand in the car’s design ^[46]. Ferrari and Ive’s design firm LoveFrom collaborated on “something special” – a fusion of Ferrari’s styling DNA with Ive’s minimalist, user-focused ethos. This raises anticipation that the EV could introduce new design language or features (perhaps a radically clean interior interface, given Ive’s influence) while still being recognizable as a Ferrari. The only concrete hint came from Vigna, who joked the car will “have four wheels” and beyond that refused to divulge more ^[47].

One aspect that is somewhat known is the price and exclusivity. Make no mistake: this EV will be ultra-premium. Ferrari has not announced pricing, but multiple reports (and a Reuters scoop) say it will exceed $500,000 in base price ^{[48] [49]}. That puts it in the stratosphere with Ferrari’s special series like the SF90 Stradale Spider or even past limited editions, signaling that the EV is positioned as a halo car rather than a mass-market model. Indeed, sources say Ferrari views this first EV as a “low-volume, symbolic milestone model”, paving the way technologically while intentionally keeping sales numbers low ^[50]. Only around 5% of Ferrari’s total shipments in 2026 are expected to be this EV ^[51]. For context, Ferrari sells roughly 13-14k cars a year currently, so we’re talking on the order of 600–700 units in the first full year – truly rarefied. Each will be a showcase of what Ferrari can do with electrons when cost is no object.

The upside of this approach is that Ferrari doesn’t need to compromise. With such a high price and low volume, they’re free to use exotic materials (for weight saving to counter heavy batteries), cutting-edge battery tech, and intricate design details. The downside is obvious: this will be a Ferrari EV for the elite of the elite, not exactly moving the needle on global EV adoption. But it’s a start – and future models should (in theory) become more “accessible” as tech improves and economies of scale grow.

Ferrari’s Cautious EV Strategy: Demand Worries and Official Reassurances

Behind the scenes, Ferrari’s management is navigating a complex chess match of strategy. On one hand, they publicly broadcast confidence in the EV program. CEO Vigna has repeatedly stated he is “very confident” in the first EV’s success ^[52]. In the company’s Q2 2025 earnings call, he addressed recent media speculation head-on. A Reuters exclusive had reported that Ferrari’s second EV model (which was tentatively slated for 2026) was being delayed to 2028 due to lack of buyer interest ^[53]. The article even quoted insiders saying demand for a high-performance electric Ferrari was essentially “non-existent” at present ^[54]. This news made waves, suggesting Ferrari might be pumping the brakes on its EV ambitions.

Vigna’s response was a bit prickly but illuminating: “We never talked about a second or third electric car,” he clarified, implying that you can’t delay a model that hasn’t even been officially announced ^[55]. In other words, Ferrari’s public stance is that only the first EV exists in the roadmap, and anything beyond that is speculation. By refuting the premise of the question, Vigna sought to reassure that there’s been no change to Ferrari’s disclosed plans – which promise the debut of the first EV in 2025/2026 and nothing more yet. He emphasized that the project is on track with “not a single hour of delay” in development ^[56]. In fact, Vigna revealed he personally test-drove the prototype and came away “excited” for what’s to come ^[57].

However, reading between the lines, Ferrari does acknowledge that broad market demand for electric supercars is unproven at best. The company is intentionally limiting volume on the first EV, essentially making it a rolling test case for demand. One Ferrari source candidly described that internally this model is seen as a symbolic milestone, fulfilling Ferrari’s promise to join the EV age, whereas the real transformative EV – one aimed at higher volume (relatively speaking) – will come later when the market is more ready ^[58]. That future “second EV” is envisioned to align with Ferrari’s typical 5-year, ~5,000-unit model run ^[59]. But as of now, Ferrari appears content to dip a toe, not dive headlong. If the appetite isn’t there, why force it? This careful approach mirrors what’s happening across the supercar industry (more on that in the next section).

Ferrari’s caution is also financial. As a publicly traded company, Ferrari has been immensely profitable selling high-dollar ICE and hybrid cars – there’s no urgent business need to bet the farm on EVs yet. Their stated target is a mix of 20% ICE, 40% hybrid, 40% EV sales by 2030, which leaves room to maneuver ^[60]. They can ramp up EVs if demand soars, or lean on hybrids and ICE if many customers still want the old-school thrills. So far, that strategy is working: Ferrari’s hybrids (like the SF90 Stradale and 296 GTB) are selling well, and special editions like the V12-powered 812 Competizione and Daytona SP3 have waitlists of eager collectors. In other words, Ferrari isn’t under the same regulatory or market pressure as a mass-market automaker to electrify its entire lineup quickly. The supercar segment has a bit of an emissions exemption aura – low volume manufacturers have later deadlines for phasing out ICE in some regions, and many governments carve out exceptions for boutique brands.

Interestingly, Vigna has downplayed any notion that Ferrari customers are resistant to EVs in principle. He pointed out that if there was truly zero demand, Ferrari wouldn’t have sold any hybrids – yet hybrids have been embraced since the LaFerrari in 2013 and now make up a big chunk of sales ^[61]. “We have people asking when they can order an EV, and people saying they won’t buy an EV. Some say they will only buy an EV. It’s not a battle; there are all kinds of people,” Vigna explained, highlighting the diverse opinions among Ferrari’s clientele ^[62]. So the official line is that customer interest is there, at least among a subset, and Ferrari is happy to serve each segment in due time. That said, the very fact Ferrari won’t even hint at a second EV publicly suggests a “one step at a time” philosophy. They’ll see how the first one fares before committing to more.

Meanwhile, to keep traditionalists happy (and meet ongoing demand), Ferrari is doubling down on its core ICE models. The company recently unveiled the Ferrari 12Cilindri, a retro-futuristic 2-seater coupe powered by a glorious 6.5-liter naturally aspirated V12 – a $600,000 tribute to old-school Ferrari greatness ^{[63] [64]}. They’ve promised to keep producing V12s until “it is outlawed” by regulations ^[65]. And just this July, Ferrari launched the Amalfi, a new front-engined V8 grand tourer that replaces the popular Roma coupe ^[66]. The Amalfi, with 640 horsepower from a turbo V8, is strictly combustion-powered (no hybrid assist) and aims to deliver a “less extreme but equally fun” driving experience for those who still want a classic Ferrari GT ^[67]. With a price around €240,000 and first deliveries in early 2026, the Amalfi ensures Ferrari’s petrol lineup remains fresh even as the EV arrives ^{[68] [69]}.

In short, Ferrari is hedging its bets. The company’s message to investors and fans is: We’re entering the EV world confidently but carefully. We’ll offer an EV for those who desire it, but we’re not abandoning the roaring engines and analog thrills that built our brand. It’s a dual path that they hope will keep both camps – the futurists and the purists – satisfied, at least for this transitional decade.

Expert Commentary & Industry Reactions

Ferrari’s foray into EVs comes amidst a broader industry reality check on electric supercars. While Tesla proved that EVs can be blisteringly quick in a straight line, the emotional experience of high-end sports cars is a different matter. Many experts and rival executives note that the typical buyer of a $300k+ supercar still prioritizes the visceral sensations – the sound of the engine, the manual gear changes, the smell of high-octane fuel – as much as raw performance numbers. This has led to some candid commentary:

• Aston Martin’s Hesitation: Aston Martin, which has yet to launch its first EV, openly voiced skepticism. CEO Lawrence Stroll explained last year that their delay in delivering an electric sports car was because customers simply weren’t asking for it. He memorably said buyers want “sounds and smells” from their sports cars, underscoring that the theater of a combustion engine is hard to replicate ^[70]. This aligns with Ferrari’s own heritage-heavy approach. It’s telling that even as Aston partners with Mercedes on EV tech, it’s focusing on hybrids first (like the Valhalla) and taking its time with a pure EV.
• Maserati’s EV U-turn: Fellow Italian marque Maserati initially announced an electric version of its MC20 supercar (the MC20 Folgore), only to quietly cancel the project a few years later. Officially, Maserati cited a “perceived lack of commercial interest” for an electric mid-engine supercar ^[71]. In other words, they feared not enough people would actually buy a battery-powered halo car versus the gasoline MC20. This real-world example likely weighed on Ferrari’s mind – the companies share some customer base and if Maserati’s well-heeled clients weren’t ready to embrace an EV sports car, Ferrari’s may not be vastly different.
• Exotic Hypercar Doubts: Christian von Koenigsegg and Horacio Pagani – founders of their eponymous hypercar brands – have both publicly expressed that their customers haven’t shown interest in full EVs. Pagani went so far as building a prototype EV hypercar a few years back only to shelve it after client feedback. Mate Rimac, head of Bugatti-Rimac, delivered perhaps the most eye-opening remark: after pushing the envelope with the 1,914-hp Rimac Nevera electric hypercar, he admitted “wealthy clients don’t want electric hypercars” anymore ^[72]. Indeed, despite its world-record acceleration and 258 mph top speed, the $2M Nevera has struggled to find buyers, and production is extremely limited ^[73]. This revelation from the very company that built what is arguably the pinnacle of EV performance is telling – raw speed alone isn’t enough for the super rich; they crave the engagement and nostalgia of combustion.

These industry reactions form a chorus that essentially validates Ferrari’s cautious approach. It’s not that an electric Ferrari won’t be amazing to drive – it very likely will be brutally quick and technologically brilliant – but there is a question of how many traditional supercar buyers truly desire one right now. By pricing it into the stratosphere and limiting volume, Ferrari creates artificial exclusivity (which never hurts in the luxury market) and ensures that demand will exceed supply, at least among the most forward-looking of its collectors.

Ferrari’s own leadership also sheds light on their thinking. Enrico Galliera, Ferrari’s marketing and commercial chief, noted that Ferrari doesn’t want to chase volume with EVs: “We don’t want to do a few models with a lot of volumes… this is against the desirability”moveelectric.com. Translation: Ferrari would rather sell 500 ultra-expensive EVs than 5,000 cheaper ones, because exclusivity preserves the brand cachet. This runs somewhat counter to the mass-market EV ethos of getting as many EVs out as possible to reduce emissions, but Ferrari operates in a rarified air of its own.

It’s also worth noting the tone of Ferrari enthusiasts online. When the topic of a Ferrari EV comes up on forums or social media, opinions are divided. Some fans are excited that Ferrari will marry cutting-edge electric tech with its racing know-how, anticipating that the result will be a uniquely thrilling yet environmentally cleaner Ferrari. Others lament the impending loss of engine noise and mechanical purity. One popular refrain among skeptics is that an electric Ferrari “won’t feel alive” or that it’s antithetical to what Ferrari stands for. Ferrari, clearly aware of this narrative, has tried to reassure that any car wearing the Cavallino rampante (prancing horse) badge – whether gas, hybrid, or electric – will drive like a Ferrari. As Vigna insisted: “It’s going to be a Ferrari” first and foremost ^[74].

Finally, automotive analysts point out that Ferrari is in an enviable position. Unlike some performance brands that must go electric sooner due to regulation or corporate mandates, Ferrari has the luxury of strong demand for its current models and relatively small production runs, meaning its fleet emissions can be managed with hybrids for a while. This gives Ferrari leverage to introduce EVs on its own timeline. Many industry watchers actually praise Ferrari’s strategy as smart: they are capitalizing on every last drop of ICE enthusiasm (witness the sold-out V12 models and the new hybrids) and preparing for the future with a halo EV, thus hedging both sides. If the EV supercar market suddenly booms, Ferrari is there with a product. If it fizzles, Ferrari’s core business of ICE/hybrid supercars can carry on a bit longer.

In summary, the expert consensus is that Ferrari’s move is bold but measured. There is excitement to see how the prancing horse interprets electrification – especially given the brand’s racing pedigree in F1 hybrid tech – but also acknowledgment that Ferrari is wisely not over-committing until the demand picture clarifies. As one commentator wryly noted, “Impossible to know if Ferrari is lying [about the second EV delay]… they haven’t contradicted themselves” ^[75] – implying that Ferrari’s public denial of any second EV plans might just be wordplay, and that Reuters’ report of internal delays could well be accurate. In any case, all eyes are on Maranello to see how this gamble pays off.

The EV Supercar Showdown: Ferrari vs. Tesla, Porsche, Lamborghini & More

When Ferrari’s electric GT/supercar finally hits the road, it won’t be alone in the elite electron-powered club. Here’s how it stacks up against some key rival EV performance cars – both existing and upcoming:

• Porsche Taycan: Porsche beat Ferrari to the punch by several years with the Taycan, which launched in 2019 as a four-door performance EV. The Taycan (and its Audi e-tron GT cousin) proved that a storied sports car brand can make a successful electric car: it’s fast, handles sharply, and carries Porsche’s design and quality. However, the Taycan is a very different beast – a four-door sports sedan starting around $100k, produced in relatively high volume (over 34,000 sold in 2022). Ferrari’s EV will be far pricier and exclusive. Interestingly, Porsche’s early EV lead has come with some setbacks. Softening demand for the Taycan (and delays in their next EV, the Macan SUV) have caused Porsche to scale back its EV sales targets ^[76]. It shows even Porsche’s affluent buyers aren’t all trading in their 911s for EVs just yet. In terms of performance, Ferrari’s EV will likely eclipse the Taycan Turbo S (which does 0–60 in 2.6s) in acceleration and have a higher top speed, given Ferrari’s hypercar expertise. But as a driving experience, many expect the Ferrari to have a more emotive, exotic character compared to the very civilized Taycan. The two might appeal to different clients: one who wants a practical electric sports sedan versus one who wants a no-compromise electric super-GT.
• Tesla Roadster (Next-Gen): Tesla’s much-hyped second-generation Roadster is perhaps the closest conceptual competitor to Ferrari’s EV in spirit – both aim to be showcases of electric performance. Unveiled as a prototype in 2017 with eye-popping claims (0–60 mph in 1.9 seconds, 620 miles range, $200k base price), the new Roadster captured imaginations… but eight years on, not a single unit has been delivered ^[77]. Elon Musk has delayed the project multiple times, and as of mid-2025, Tesla now says a “mind-blowing” Roadster demo is planned for late 2025 ^[78], suggesting earliest production in 2026. This timeline means Tesla’s first Roadsters might hit the market around the same time as Ferrari’s EV reaches customers. If so, we’re in for an epic face-off: Tesla will tout raw specs and tech (there’s even talk of a “SpaceX package” with cold gas thrusters to boost acceleration), while Ferrari will emphasize craftsmanship, handling finesse, and brand prestige. The Roadster’s projected stats (200+ kWh battery, 1,000+ horsepower, possibly 4 seats, and all-wheel drive) are extreme, and it would undercut Ferrari on price by more than half ^{[79] [80]}. But as one Motor1 journalist wryly noted, supercar buyers aren’t exactly flocking to EVs, and the Roadster may end up appealing mainly to “wealthy Tesla loyalists” rather than traditional supercar aficionados ^[81]. That could actually leave room for Ferrari’s pricier, more exclusive EV to capture the hearts of those who wouldn’t bat an eye at spending half a million for a more bespoke machine. In any case, a Ferrari vs. Tesla drag race would be quite a sight – Silicon Valley speed versus Italian stallion speed, both likely capable of sub-2.5-second 0–60 sprints.
• Lamborghini Lanzador: The arch-rival from Sant’Agata, Lamborghini, has charted a course similar to Ferrari’s. Lambo showcased the Lanzador concept in 2023 – a wild-looking 2+2 electric GT with crossover-esque proportions, rumored to pack ~1300 horsepower from dual motors. Initially slated for 2028, Lamborghini recently pushed the launch to 2029 ^[82]. Moreover, Lambo hinted Lanzador might incorporate some form of combustion engine via a plug-in hybrid, indicating even Lamborghini is hesitant to go pure electric immediately ^[83]. By the time Lanzador arrives, Ferrari’s EV would have been on the market for a couple of years (assuming no further delays). The two Italian rivals seem to be taking slightly divergent philosophies: Ferrari’s first EV is low-volume and super-high-end, while Lamborghini has indicated the Lanzador will be a regular series-production model (though still limited by demand). In terms of design, Lanzador’s concept featured a higher ride height and a very futuristic interior; Ferrari’s design is still unknown but expected to be elegant and less radical externally. Performance between the two will likely be comparable (both north of 1000 hp, 0–60 in ~2 seconds, etc.). The real comparison may come down to emotional appeal – which brand’s interpretation of an electric grand tourer captures the essence of Italian performance better? For fans, it’s almost like living the 1980s Ferrari-vs-Lambo battles all over again, but with kilowatts instead of cubic inches.
• McLaren, Audi, Others: McLaren has yet to announce a full EV, focusing on hybrids like the Artura for now, but an electric McLaren is expected by the end of the decade. Audi’s R8 E-tron project died on the vine years ago, and as part of the VW Group, Audi’s high-end EV efforts are tied to Porsche (and Lamborghini) initiatives. There’s also the Pininfarina Battista, an Italian cousin to the Rimac Nevera, which offers an electric hypercar experience (1900+ hp, ~€2 million price) in an even more exclusive package than Ferrari’s EV. However, Battista and Nevera production is extremely small (dozens of units), and those cars are more about brute force acceleration and design statement than everyday drivability. In contrast, Ferrari likely envisions its EV being driven regularly by owners, much like one would use a Ferrari GTC4Lusso or 812 Superfast – fast grand tourers that see road time. As a result, Ferrari’s competitive set for the EV spans from hypercars to luxury GTs.
• Internal Competition – Hybrids: It’s worth mentioning Ferrari’s internal rivals: its own hybrid models. The new EV will inevitably be measured against the likes of the SF90 Stradale (a 1000-hp plug-in hybrid V8) or the upcoming LaFerrari successor (expected to be a hybrid V12). These cars deliver electrified performance but keep a combustion heart. Some Ferrari clients might cross-shop the EV with a hybrid and wonder: do I want the avant-garde silent speed machine, or the screaming hybrid that blends the best of old and new? Ferrari has to ensure the EV offers something unique enough that it doesn’t simply drive hybrid loyalists into sticking with what they know. Perhaps that’s partly why the EV is not a direct successor to any current model, but almost a new category for Ferrari.

In summary, Ferrari’s first EV will debut into a niche but growing arena of luxury high-performance EVs. It won’t have a direct apples-to-apples competitor on day one – the field ranges from four-door sedans (Taycan) to long-promised roadsters (Tesla) to concepts years away (Lanzador). However, it will inevitably be compared to all of them as enthusiasts and media seek to declare which brand is winning the electric supercar race. If Ferrari delivers a car that feels every bit as special as its price suggests, it could set a new benchmark and force others to play catch-up. If it falters in delivering the emotional connection or falls short of the hype, competitors will be all too happy to fill the void. One thing’s for sure: the late 2020s are shaping up to be an exciting showdown of high-end EVs, and Ferrari is determined to be a key protagonist rather than a bystander.

Beyond the EV: Ferrari’s Upcoming Models and Future Outlook

Even as the buzz around the electric Ferrari builds, the company has a busy pipeline of other models, both hybrid and traditional. In fact, Ferrari plans to launch six new models in 2025 alone, with the EV being just one of them ^{[84] [85]}. This product onslaught ensures that Ferrari’s lineup remains fresh and broad, catering to all preferences:

• Ferrari Amalfi (2025): Unveiled in mid-2025, the Amalfi is a new front-mid-engine V8 coupe that replaces the Ferrari Roma ^[86]. It features a 3.85-liter twin-turbo V8 pumping out 640 hp, good for 0–100 km/h in ~3.4 seconds and a top speed over 320 km/h ^[87]. The Amalfi maintains Ferrari’s GT tradition: it’s a 2+2 with a (small) back seat, blending everyday elegance with performance. Notably, it’s purely petrol, no hybrid assist, reflecting Ferrari’s commitment to keep ICE alive for customers who want that classic driving feel. Deliveries start in Q1 2026 (just months before the EV arrives) ^[88]. Priced around $280,000, the Amalfi targets a very different buyer than the EV – likely one who isn’t ready for electric and still cherishes the sound of a high-revving Ferrari V8 on a coastal road.
• 296 GTB and 296 GTS Speciale: Ferrari’s V6 hybrid platform (the 296 GTB coupe and GTS spider) got a track-focused upgrade in 2025 with the launch of the 296 GTB Speciale and a convertible version ^[89]. These cars strip weight, add aero and perhaps boost power beyond the standard 830 cv, offering an even more hardcore experience from the 2.9L V6 plug-in hybrid. They underscore Ferrari’s success with hybrid tech: the 296 and SF90 have shown that adding electric motors can enhance performance (instant torque filling and better lap times) while still delivering stirring engine sounds. For some Ferrari faithful, these hybrids – which still have ICE soundtracks – hit the sweet spot that a silent EV might not.
• Daytona SP3 and Icona Series: In late 2022, Ferrari released the Daytona SP3, a limited-series V12 mid-engine targa as part of its Icona line, celebrating past designs (in this case, 1960s prototypes). With only 599 made and a price around $2.2 million, the SP3 sold out immediately. It’s not “upcoming” (it’s in production now) but it shows Ferrari’s strategy: even as EV looms, they continue crafting masterpieces for collectors powered by old-school engines. Rumor has it the next Icona model is already in development, possibly based on a classic like the 250 GTO or another famed racer, and it will almost certainly be ICE or hybrid.
• LaFerrari Successor: Ferrari’s next top-tier hypercar (the successor to 2013’s LaFerrari) is expected around 2024–2025. It’s believed to pair a mid-mounted V12 with hybrid electrification, potentially reviving the “XX” program for track versions. This car will, in a way, be a foil to the EV: it represents the ultimate expression of Ferrari’s traditional technology (with electric assist but not full EV). How it’s received versus the EV will be an interesting comparison of where Ferrari’s fan base lies. If both sell out (they likely will), it reinforces that Ferrari’s two-prong strategy can work in parallel.
• Purosangue SUV Variants: Ferrari’s Purosangue, the high-riding four-door with a 715 hp V12, was introduced in 2022 and saw huge demand. Ferrari had to pause orders to avoid overbooking it. While the Purosangue currently only comes with the V12, there is speculation that Ferrari could introduce a Purosangue variant with a hybrid V8 (similar to the powertrain in the SF90) to both meet emissions and offer a lower entry price. Ferrari hasn’t confirmed this, but such a model could appear in a couple of years. It would directly compete with Lamborghini’s upcoming Urus hybrid and other super-SUVs. Again, this shows Ferrari leveraging hybrid tech as a stepping stone.

On the electric front beyond the first EV, as discussed, Ferrari is officially silent. But Reuters and industry insiders believe Ferrari does have a second EV in early development – likely a different format, perhaps a smaller two-seater sports car or maybe even a four-door GT – which could see the light around 2028 if market conditions are favorable ^{[90] [91]}. By then, battery technology will have advanced (we might see solid-state batteries or at least significant energy density improvements), charging infrastructure will be better, and perhaps consumer acceptance of EV sports cars will be higher. Ferrari’s long-term vision does include reaching that 40% EV sales figure by 2030, so more EV models will have to come. A logical progression might be: first the ultra-expensive GT in 2026, then a more “mainstream” (by Ferrari standards) sports model in 2028, and eventually an electric version of whatever the mid-engine V8/V6 line is (maybe by early 2030s). Also, as autonomous tech becomes more common, Ferrari has signaled it will resist full self-driving features – their cars are about driving passion – but they might include advanced driver aids to satisfy safety or regulations.

In the near term, Ferrari’s plate is certainly full. They are essentially managing three powertrain eras simultaneously: pure combustion (Amalfi, 812, etc.), hybrid (SF90, 296, future hypercar), and soon pure electric. It’s an engineering and manufacturing challenge, but also a hedge to keep every type of customer engaged. The company is financially strong, with years-long backlogs for most models, giving it the cash and confidence to invest in these new programs.

Conclusion: The Road Ahead for Ferrari’s Electric Ambition

As the curtain prepares to rise on Ferrari’s first EV, the automotive world waits with bated breath. It’s not often that we witness the birth of an entirely new kind of Ferrari. The company is approaching this moment with a mix of reverence for its past and resolve for its future. On one hand, they continue to celebrate and even expand the legacy of roaring V8s and V12s – a clear message that Ferrari hears its traditional fans. On the other hand, by inviting Jony Ive to help design the EV and investing in state-of-the-art electric drivetrains, Ferrari is declaring that it will not be left behind in the technological race. This dual strategy could set Ferrari apart from rivals who are either going all-in on EVs or clinging solely to the past.

Industry experts will be watching how the market responds. Will the Ferrari EV spark a new rush of orders from the global elite for electric supercars, effectively legitimizing the segment? Or will it remain a niche trophy car, admired but bought only by a select few, while most Ferrari customers stick to hybrids and ICE for the time being? The answer will influence not just Ferrari’s next moves but potentially the direction of Lamborghini, McLaren, Aston Martin, and others. If Ferrari proves that an electric GT can still command half a million dollars and a year-long waitlist, others will surely follow suit (or feel pressure to). If even Ferrari struggles to find buyers beyond the initial hype, it could caution the segment to pace themselves in this transition.

From a technology standpoint, Ferrari’s entry into EVs could also drive innovation. The brand’s racing programs (like Formula 1 and Le Mans Hypercar) now involve hybrid systems; lessons from high-performance battery use and energy recovery could trickle into the road EV. Ferrari might develop novel solutions for cooling high-output motors, or for reducing weight (a constant EV challenge). For example, integrating the battery pack as a structural element in the chassis, or using exotic light materials to offset battery mass, might be areas where Ferrari excels. We know they’re aiming for that with handcrafted battery modules integrated into the chassis for optimal weight distribution ^[92]. Success here would mean the EV handles with the agility of a much lighter car, which could be a major selling point against heavier rivals.

In terms of brand image, the electric Ferrari will also be a litmus test. Can an electric motor deliver the same goosebumps as a howling Italian V12? Ferrari is almost betting its legacy on this, which is why they’ve been so meticulous. If they pull it off – if journalists come out of that test drive saying “it still feels like a Ferrari, just instantaneous and eerily quiet” – it will validate the brand’s ability to evolve. If not, Ferrari risks a product that pleases the tech crowd but not the tifosi (die-hard fans). The stakes are high.

One thing is certain: Ferrari’s EV premiere will be one of the biggest automotive events in recent memory. Expect a spectacular reveal in Maranello come spring 2026, likely with Ferrari showcasing not just the car but also its vision for the next decade of performance. The car’s name, still a secret, will be eagerly awaited – will Ferrari break from its alphanumeric conventions to mark this milestone? Perhaps a name evoking lightning or a famous stallion? Speculation abounds.

In closing, Ferrari’s first electric vehicle isn’t just a new model; it’s a symbol of the changing times. It represents the convergence of Ferrari’s illustrious past and the imperative of a cleaner, electric future. As the company boldly states, “This car will be 100% Ferrari” ^[93] – a phrase that carries both promise and expectation. If that promise holds true, the Prancing Horse is poised to gallop into the electric age with the same fervor that has defined its first 75 years. Buckle up, because the starting lights for Ferrari’s electric era are about to go green.

Sources:

• Reuters – Ferrari will present its first EV on Oct. 9, 2025 (Capital Markets Day), with a multi-stage reveal into 2026 ^{[94] [95]}; Ferrari’s CEO confirms first EV timeline and denies any second EV delay ^{[96] [97]}; Exclusive details on Ferrari’s EV development, Jony Ive involvement, and pricing ^[98]; Ferrari insiders say second EV delayed to 2028 due to “zero” demand ^[99]; Lamborghini and Porsche scaling back EV plans amid weak demand ^[100]; Maserati canceled electric MC20 for lack of interest ^[101].
• Motor1 – Ferrari’s staged EV reveal (tech heart, interior, then full debut) ^[102]; Test mules using Maserati Levante hint at grand tourer format ^[103]; Vigna quotes (“no second car”, “not a single hour of delay”, drove prototype) ^{[104] [105]}; Expected price >$500k and low-volume strategy ^[106]; Ferrari plans 40% EV sales by 2030, will keep V12 alive in new models like 12Cilindri ^[107]; Lamborghini Lanzador delayed to 2029, possibly as PHEV; Koenigsegg/Pagani see no EV interest; Bugatti Rimac CEO says wealthy clients don’t want electric hypercars (re: Nevera) ^{[108] [109]}.
• Car and Driver – Summary of Reuters leak: “zero demand” for electric Ferraris, second EV pushed to 2028 ^{[110] [111]}; Aston Martin CEO on customers wanting “sounds and smells” from sports cars ^[112]; Maserati’s cancellation of MC20 Folgore due to lack of interest ^[113].
• EVXL / Interesting Engineering – Ferrari’s CEO optimism in Q2 2025 call, multi-phase launch with “technological core” reveal on Oct 9, 2025 ^[114]; Ferrari’s target of 40% EV + 40% hybrid by 2030, while still celebrating V12 models ^[115]; Competitor context: Lamborghini delayed EV, Bugatti Rimac notes waning demand for EV hypercars ^[116].
• ElectricCarScheme / AutoExpress – Ferrari building dedicated EV factory in Maranello, developing sound signatures for EV to provide “authentic noise” ^[117]; Vigna quote: “It’s going to be a Ferrari… it will have four wheels” ^[118]; Vigna sees mixed customer attitudes (some waiting for EV, some against it), says it’s not a battle – indicating Ferrari has both audiences ^[119]; Lamborghini CEO Winkelmann: more important to get product right than to be first (re: 2028 EV) ^[120]; Second Ferrari EV in early development per Reuters, but focus remains on timing and emotional appeal ^{[121] [122]}.
• Reuters – Ferrari launches Amalfi V8 coupe (Roma successor) as part of mixing ICE/hybrid models ahead of EV launch ^{[123] [124]}; Amalfi details: 640 hp V8, elegant 2+2 GT with deliveries Q1 2026 ^{[125] [126]}.
• Motor1 (Spy shots) – First Ferrari EV test mule spotted (Levante body, Roma lights, fake exhausts), Ferrari promises EV will have “authentic” sound, rumored >$500k price (Vigna declined to confirm) ^{[127] [128]}; New factory in Maranello for EV, not intended to massively boost production (staying around 15k units/year for exclusivity) ^[129]; Ferrari projects first EV ~5% of 2026 shipments; Reuters notes second EV in works but not imminent ^[130].
• Motor1 (Tesla Roadster update) – Next-gen Tesla Roadster still in development since 2017, promises 620-mile range, 0–60 in 1.9s, top speed 250+ mph, base price ~$200k ^{[131] [132]}; Tesla exec calls it the “last best driver’s car” before autonomy, aiming for late 2025 demo ^[133]; Observation that supercar buyers prefer gas engines, and Roadster likely to appeal mainly to Tesla faithful; Rimac’s admission that Nevera isn’t selling well as high-end buyers want analog feel ^{[134] [135]}.

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