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 manages a DC/DC conversion to power the suspension: some very clever 48V spool dampers developed together with Multimatic (and already used to good effect in 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 the stripped-down Porsche. Taycan Turbo GT but a heavy adult lighter than any of the Lucid Air Sapphire either The new GT from Mercedes-AMG. On the other hand, I think you could buy all three for the price of a well-configured Luce; We expect pricing in Europe to start at €550,000 ($640,000).
These are the aerodisc wheels: 23 inches at the front and 24 inches at the rear. I’m told this yellow was a big hit with the Chinese media.
ferrari
These are the aerodisc wheels: 23 inches at the front and 24 inches at the rear. I’m told this yellow was a big hit with the Chinese media.
ferrari
Part of the suspension exhibited in the Vela di Calatrava.
Part of the suspension exhibited in the Vela di Calatrava.
These are the aerodisc wheels: 23 inches at the front and 24 inches at the rear. I’m told this yellow was a big hit with the Chinese media.
ferrari
Part of the suspension exhibited in the Vela di Calatrava.
It has to be attractive
As you might imagine from a company that has spent decades perfecting electronic chassis control systems, all four motors are tightly integrated into the Ferrari’s handling. Governing everything is what Ferrari calls the Vehicle Control Unit, which constantly monitors torque and grip in 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 on your driving mode.
What we didn’t learn in October is how those two aluminum paddles behind the steering wheel contribute to the experience. At the time, we assumed Ferrari was following Hyundai’s lead with the Ioniq 5Nwhich replicates a semi-automatic transmission by changing the acceleration and regenerative braking map profiles.
Actually, that’s not how paddles work here. The one on the left increases regenerative braking by five different levels, from 0.05 to 0.6 G, but as regen increases, power output also decreases. The right paddle decreases regeneration but increases torque delivery. So the idea is that when you approach a corner and want some deceleration, you use the left paddle like you would to downshift in 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.
