Ferrari is stepping into the electric era with a car that reads like a technology manifesto. The company’s first EV, called Electtrica for now, is set to debut next year, and early details paint a picture of a grand tourer that chases emotion as hard as numbers.

The format skews GT rather than pure supercar, with a forward seating position and a relatively short 116.5 inch wheelbase that hints at agility. Both the 800 volt battery and the motors were developed in house and will be built in Maranello, which matters for a brand that has always tied its identity to proprietary engineering.

Headline figures are hard to ignore. In Boost mode the four motor system produces more than 986 horsepower and targets a 0 to 62 mph run in 2.5 seconds with a 192 mph top speed. The 122.0 kWh gross battery is quoted at 329 miles on the WLTP cycle, so figure closer to 300 miles or less once EPA numbers arrive. Power delivery skews rear biased thanks to a pair of stout rear motors rated at 416 hp each that spin to 25,000 rpm, while two front motors contribute 141 hp apiece and can decouple entirely when not needed.

The chassis story is equally ambitious. Ferrari’s active suspension tech returns with Multimatic dampers that feature a 48 volt motor driving a ball screw inside each unit. That setup can add its own forces to control body motions with a level of precision you feel in both ride and handling. Independent rear wheel steering joins the tool kit, allowing each rear wheel to steer on its own axis for crisp rotation and high speed stability. With four motors managing torque at each corner, the car can shape its balance in real time, blending brains and brawn in a way that suits both mountain passes and high speed cruising.

Packaging is clever. The battery is integrated into the structure using 14 modules of 15 cells, with most modules placed behind the driver and under the rear seats. The result is a 47 percent front and 53 percent rear weight distribution and a target curb weight of about 5,070 pounds. That is substantial, yet comparable to the Purosangue, and the active systems are designed to make the mass fade into the background when you start pushing.

Sound and feel get deliberate attention. Instead of synthesizing an engine note, Ferrari uses an accelerometer at the rear axle to capture real drivetrain harmonics and then amplifies them inside the cabin. The company also rethinks the idea of shifting for an EV. Five distinct power and torque maps simulate gear steps that you toggle with the familiar upshift paddle, while the downshift paddle commands a tailored regeneration profile to mimic engine braking as you set up for a corner. It is theater with purpose, connecting driver inputs to sensations that feel natural rather than gimmicky.

There is still plenty we do not know, including pricing and final design, but the outline is clear. Ferrari is not phoning in an EV to check a box. Electtrica aims to deliver the immediacy and bandwidth expected from the badge while using electrification to expand what a modern grand tourer can be. If this is the benchmark the brand sets for its first electric, the rest of the segment has work to do.