CarExpert got hands-on access to the Ferrari Luce before its public debut and walked through the full specification sheet: four electric motors producing over 700 kW combined, a 120 kWh battery pack, 800-volt charging architecture rated at 350 kW DC, and a claimed range of 530 kilometers on the turbine wheel variant. The car weighs approximately 2.2 tonnes, a figure Ferrari's engineers managed in part by integrating the battery directly into the body structure, improving torsional rigidity in the process. Regenerative braking can recover over 500 kW before the carbon-ceramic brakes are engaged, which amounts to more than half a g of deceleration force going back into the battery rather than dissipating as heat. The active suspension system is inherited from the F80 supercar and uses 48-volt actuators on each corner.
The 120 kWh battery is large even by electric GT standards. For comparison, the Lucid Air Grand Touring uses a 112 kWh pack and achieves over 500 miles of EPA-rated range in its most efficient configuration, a meaningful benchmark given that Ferrari's 530 km figure works out to roughly 330 miles from a car that is considerably heavier and less optimized for pure efficiency. Getting 530 km from 120 kWh implies a consumption rate of around 22.6 kWh per 100 km, which is reasonable for a 2.2-tonne performance car but not exceptional by current electric sedan standards. Australia is expected to price the Luce above one million dollars. CarExpert also noted the battery replacement warranty Ferrari is offering at approximately the eight-year mark, which addresses one of the more significant resale concerns with high-voltage EVs as the market matures.
The four-motor layout, one per wheel, enables genuine torque vectoring with near-infinite granularity over power distribution. Each wheel's inverter also manages the 48-volt active suspension, four-wheel steering, and regeneration function independently. The result is a system architecture that Ferrari describes as closer to aircraft control logic than conventional automotive engineering. The single reduction gear on each motor is not a gearbox in the traditional sense; it steps down the motor's peak rotation speed to the wheel, with the torque shifting function Ferrari promotes designed to simulate the engagement of downshifting into a corner by increasing regeneration and progressively limiting power delivery on the way out. Top speed is rated at 310 km/h. The 0 to 200 km/h sprint is claimed at 6.8 seconds.
Bottom line: The specifications are formidable but the range figure relative to the battery size is the number worth watching. Ferrari is spending 120 kWh to deliver 330 miles. Competitors get more from less in more aerodynamically focused packages. That gap is partly a design priority choice, partly a physics consequence of the car's weight and performance headroom. For Ferrari buyers the driving feel will matter far more than the efficiency number, and Ferrari knows it. But for the rest of us, the efficiency question is exactly where you look to understand what this car is and is not trying to be.