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The two front motors each produce 140 hp (105 kW) and 103 lb-ft (140 Nm) and share a 300 kW inverter. Meanwhile, the rear motors deliver 415 hp (310 kW) and 261 lb-ft (355 Nm). The rear cable uses a 600 kW inverter that also works with a DC/DC conversion to generate the suspension: some very smart 48 V spool equipment made by Multimatic (and already used on Ferraris like the F80 and Purosangue).
The suspension should do a good job of hiding the weight of the Luce, which at 4,895 lb (2,260 kg) makes it slightly heavier than the stripped-down Porsche. Taycan Turbo GT but the main one is lighter weight than maybe Lucid Air Sapphire or Mercedes-AMG’s new GT. Then again, I think you can buy all three for the price of a well-designed Luce; we expect prices in Europe to start at 550,000 euros ($640,000).
These are aerodisc wheels — 23 inches front, 24 inches rear. I am told that this yellow was a big hit with the Chinese media.
Ferrari
These are aerodisc wheels — 23 inches front, 24 inches rear. I am told that this yellow was a big hit with the Chinese media.
Ferrari
Part of the proposed stop at Vela di Calatrava.
Part of the proposed stop at Vela di Calatrava.
These are aerodisc wheels — 23 inches front, 24 inches rear. I am told that this yellow was a big hit with the Chinese media.
Ferrari
Part of the proposed stop at Vela di Calatrava.
It should be compatible
As you can imagine from a company that has spent decades developing chassis control systems, these four motors are tightly coupled to Ferrari. What Ferrari calls the Vehicle Control Unit, which constantly monitors torque and grip at every corner, as well as driver input and other relevant data from the vehicle’s sensors, with different levels of input or torque vectoring depending on your driving style.
What we didn’t learn in October was how the dual exhaust paddles behind the wheel help in the process. At the time, we thought that Ferrari was following Hyundai’s example ioniq 5 nwhich also creates a semi-automatic transmission by changing regenerative braking and throttle map profiles.
This is not what works here. The one on the left increases braking regen through five stages, from 0.05-0.6 G, but as you increase the regen, you also decrease the force. Correct paddle reduces regen but increases torque delivery. So when you approach a corner and want to go down a bit, you use the left paddle like you would a regular Ferrari, then use the right paddle from the top to increase the power. It sounds interesting, and I’m told it makes sense.
