Ferrari Built an Electric Car. It’s a Five-Seater. Designed by the iPhone Guy.

On May 25, 1947, a little barchetta called the 125 S won the Gran Premio di Roma and gave Ferrari its first-ever victory. On May 25, 2026 — exactly 79 years later, in the very same city — Ferrari unveiled a five-seat electric car with no engine, no exhaust note, and styling by the man who designed the iPhone. The symbolism was immaculate. The internet was not.

This is the Luce — Italian for “light” — the first fully electric Ferrari, the first five-seat Ferrari, and quite possibly the most argued-about Ferrari of the modern era. It makes 1,050 cv, costs €550,000, and has already fetched $40 million at auction. Yes, you read that correctly.

Full disclosure: The Torque Wrench hasn’t driven it — this is the verified breakdown, not a road test. First customer cars arrive in Italy this month, and our press invitation appears to have been lost in the mail along with our dignity.

Start with the thing everyone is yelling about. Ferrari didn’t hand this car to its own Centro Stile alone — it brought in LoveFrom, the studio of Sir Jony Ive and Marc Newson, who spent roughly five years rethinking what a Ferrari even looks like when the engine isn’t in the room. The result is a single teardrop of metal and glass: a full glasshouse stretching below the beltline, floating aero wings at both ends, transparent light panels, and halo taillights nodding to the 360 Modena and 458 Italia.

It is, by every account, polarizing — Ferrari’s own word. The windshield wipers park upright against the A-pillars for aero. The rear doors are coach-style, hinged at the back like a 1960s grand tourer. The wheels are 23 inches up front and 24 at the rear, the largest stagger ever fitted to a series Ferrari. Ferrari claims the lowest drag coefficient of any road car it has ever built. The tifosi looked at all of this and had feelings.

The feelings were loud. Ferrari’s share price slid the trading day after the reveal, and former chairman Luca di Montezemolo went on the record to say he didn’t like it — a bold critique from a man whose tenure gave us the 612 Scaglietti. But the car world has been here before: the 1974 Dino 308 GT4 and the 2012 FF both got laughed at before they got collected. Controversial Ferraris have a habit of aging into icons.

Now the part the engineers want you to notice. Four permanent-magnet motors, one per wheel, for a combined 772 kW — 1,050 cv, 1,036 horsepower — with 990 Nm at the motors and a claimed 11,500 Nm at the wheels under launch control. Zero to 100 km/h in 2.5 seconds, zero to 200 in 6.8, top speed of 310 km/h. Ferrari also gave it active suspension and four-wheel steering, because 2,260 kg of Italian grand tourer needs all the help physics will allow.

The battery is the flex: 122 kWh — 210 cells in 15 modules — running at up to 800 volts, with 350 kW DC fast charging. The cells come from Korea’s SK On, the one part Ferrari will admit it buys. Everything else — the pack, the motors, the inverters — is designed and assembled in-house, inside the new E-building at Maranello. Ferrari’s argument is that building it themselves protects the car’s future: decades from now, Maranello — not a supplier — can keep it running. That is a quietly radical promise in an industry that treats EVs as disposable.

The honest asterisks: 2,260 kg is a lot of Ferrari, even if it’s light for the class. And 530 km of Ferrari-estimated range (pending homologation) is merely fine — at this money, rivals already stretch further. You are not buying efficiency here. You are buying the only electric car on Earth with a prancing horse on the nose, and Ferrari knows exactly what that’s worth.