Ferrari Luce EV unveiled: Jony Ive interior, 1,050 hp

Ferrari has shown the exterior of its first electric car. The Luce — a five-seat, four-door liftback unveiled in Rome on 25 May — is also the first Ferrari ever to seat five, and the first to carry an interior designed by Jony Ive’s LoveFrom studio. Headline numbers: more than 1,000 hp from four motors, 0–100 km/h in 2.5 seconds, 530 km of WLTP range, and a starting price of €550,000.

It is, by Ferrari’s own framing, a deliberate departure rather than an electrified continuation of the existing range.

What it is

The Luce uses four independent permanent-magnet motors — one per wheel — for a combined output that InsideEVs puts at around 1,035 hp, with Motor1 reporting peak figures as high as 1,050 hp depending on drive mode. Either way, this is comfortably the most powerful EV Ferrari has built. Acceleration to 100 km/h is 2.5 seconds in Launch Control mode; 200 km/h arrives at 6.8 seconds; top speed is 310 km/h.

The battery is a 122 kWh pack — about 112 kWh usable — built on an 800-volt architecture for 350 kW DC fast charging. WLTP range is 530 km. That is competitive with mainstream luxury EVs but not class-leading — a Mercedes EQS or Lucid Air will go further on paper, though neither will keep up with the Luce in a straight line.

Dimensionally, the Luce is large. At 5.02 metres long and 2.00 metres wide, it is closer to a BMW i7 or EQS than to anything else in Ferrari’s lineup. Coach-style rear-hinged back doors, 23-inch front wheels and 24-inch rears, active suspension and rear-wheel steering are all standard. There is a 600-litre boot — the largest Ferrari has ever fitted to a road car.

Why the interior is the actual story

The five-year collaboration with LoveFrom — the design firm founded by ex-Apple design chief Jony Ive and industrial designer Marc Newson — is the part of the launch worth pausing on.

The cabin is built around physical controls: switches, toggles, dials, a mechanical clock. There is a central display, but it does not occupy the dashboard. The instrument cluster looks like a Ferrari instrument cluster — round binnacles with what Ive’s team has rendered as digital faces of analogue gauges.

A side-mounted screen carries climate and trip data, but the climate controls themselves are physical buttons beneath it.

For the better part of a decade, “luxury EV interior” has effectively meant “one or more large screens.” Mercedes’ Hyperscreen, the Tesla Model S yoke and landscape display, the BMW iX’s curved unit — the design language has converged. The Luce does not. The argument LoveFrom appears to be making is that the screen-centric cockpit is not a function of electric powertrains; it is a fashion choice, and a debatable one.

Whether the market agrees is a separate question. For Ferrari clients accustomed to physical switchgear and the manettino on the steering wheel, the bet is probably a safe one.

Pricing and timing

The Luce starts at €550,000 — about AU$905,000 at current exchange rates — making it slightly more expensive than a current Ferrari SF90 Stradale. First customer deliveries begin in October 2026, and the order book is already open. Ferrari has not announced a production cap.

The battery carries an 8-year, unlimited-kilometre warranty, which is above the segment norm — most premium EVs cap battery coverage at 160,000 km or thereabouts.

What we don’t know

Several things still aren’t on the table:

• Australian pricing and allocation. Ferrari Australasia has not confirmed local pricing or delivery timing. A straight currency conversion lands near AU$905k before luxury car tax, GST, on-road costs and dealer margin — which would put the Luce well into seven-figure territory once it’s wearing Australian plates.
• Real-world range in Australian conditions. WLTP figures are generous on highway-heavy drive patterns; the kind of run a Luce buyer would actually make — Sydney to Bowral, Melbourne to Phillip Island, Perth to Margaret River — is exactly the regime where WLTP optimism unwinds.
• Service and charging support. Ferrari’s existing Australian dealer network is set up for V8 and V12 service, not 800V high-voltage work. A 350 kW DC charger is a real thing in Australia — Evie and Chargefox both run them in the major metros and along key corridors — but is not yet the network norm outside those routes.
• Production volume. Ferrari has not said how many Luces it will build per year, which matters at this price point because allocation, not money, is usually the binding constraint.

Bottom line

The Luce is the most consequential design statement in luxury EVs since the original Porsche Taycan, mostly because it argues that the prevailing design language of electric cars is wrong rather than just preferring something different. Whether the rest of the segment follows depends on whether Ferrari clients buy it. At €550,000 the answer almost certainly involves a queue, but the more interesting question is what Bentley, Rolls-Royce and the next Mercedes-Maybach EV do once they have seen this car in the metal. That is the part worth watching.