Ferrari’s first fully electtric model, the Elettrica, utilises a structural battery pack, making the large-capacity 122kWh unit an integral part of the chassis rather than a separate component mounted beneath the floor.
This approach aligns with Ferrari’s philosophy for electrification, which focuses on achieving optimal rigidity, weight distribution and driver control.
In most electric vehicles (EVs), the battery sits in a frame that is bolted to the body, but in the Elettrica it is built directly into the aluminium structure and attached at 20 points that connect it to the car’s load paths.
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Ferrari claims the design enhances overall stiffness while lowering the centre of gravity by approximately 80mm compared to an equivalent internal-combustion model.
About 85 per cent of the battery’s weight is located under the floor, with the remaining modules positioned behind the seats to keep mass centralised and the wheelbase short. The resulting front-to-rear weight distribution is 47 to 53 per cent.
The battery uses a dual-shell aluminium housing with integrated cooling plates. This thin shell forms part of the chassis, contributing to overall torsional rigidity. The base incorporates energy-absorbing gaps to protect against impacts from below, while side structures between the cells and sills act as crumple zones.
Cells are suspended from the floor to reduce exposure to impact, while cooling lines are routed through the side gaps to assist thermal management and maintain low weight.
The pack consists of 15 modules containing a total of 210 SK On nickel-manganese-cobalt (NMC) cells (14 each), rated at 159Ah. The configuration comprises six dual-row modules, one single-row module and two upper modules.
Each module features internal cooling channels, conductive partitions, and thermal paste for enhanced heat transfer. Integrated within every module is a flexible PCB and a dedicated Cell Supervisory Controller that communicates with Ferrari’s proprietary Battery Management System (BMS).
Both the BMS and its governing algorithms are developed in-house. The system, along with fuses, relays and sensors, is contained within the E-Box, which also manages communication across the vehicle network.
The battery operates at 800 volts and can deliver up to 1200 amps of peak current. A three-millisecond fuse cut-off protects against short-circuits exceeding 2000A. The continuous current rating is 550A. The pack achieves an energy density of about 195Wh/kg and a power density of 1.3kW/kg.
Three liquid-cooled plates maintain cell temperatures. Two are fixed to the housing, and one smaller plate cools the upper modules. The system circulates coolant through both supply and return channels in each plate to ensure uniform temperature across all modules.
The battery was designed for complete serviceability. It can be removed using a dedicated carrier, allowing individual modules or electronics to be replaced without affecting the vehicle’s structure. This supports Ferrari’s Forever maintenance program, ensuring the Elettrica remains serviceable throughout its life.
Ferrari Elettrica battery specifications:
| Specification | Detail |
|---|---|
| Type | Structural lithium-ion NMC battery |
| Supplier (cells) | SK On |
| Total capacity | 122kWh |
| Modules / cells | 15 modules, 210 cells |
| Cell capacity | 159Ah |
| Voltage | 880V (maximum) |
| Peak current | 1200A |
| Continuous current | 550A |
| Fuse cut-off time | 3ms above 2000A |
| Energy density (pack) | ~195Wh/kg |
| Energy density (cell) | >305Wh/kg |
| Power density | ~1.3kW/kg |
| Mounting points | 20 |
| Centre of gravity | 80mm lower than the equivalent ICE model |
| Cooling | Three liquid-cooled plates integrated with the vehicle system |
| Weight distribution | 47% front / 53% rear |
| Replaceable modules | Yes, 15 individually serviceable |