Ferrari has lifted the lid on the production-ready underpinnings of its first all-electric model, with the spotlight firmly on a battery that doubles as structure, safety cell and thermal machine in one.
Structural battery lowers CoG by 80 mm
Designed and assembled entirely in-house, the Elettrica’s battery is integrated into the floorpan rather than mounted as a stand-alone “skateboard”. Ferrari says that approach drops the centre of gravity by 80 mm versus an equivalent ICE layout and helps deliver a front/rear weight split of 47:53. Around 85% of the module mass sits in the lowest possible position under the floor; the remainder tucks beneath the rear seats to keep the wheelbase short and inertia low.
Crucially for repairability and longevity, the pack is bolted to the chassis at 20 central anchor points and is removable/repairable using a dedicated carrier, allowing individual modules or electronics to be replaced without disturbing body structure or finish.
Each module includes a flex PCB and cell supervision controller (CSC) that talks to a Ferrari-developed Battery Management System (BMS) housed in the E-Box alongside fuses, relays and sensors. The high-current central busbars are packaged to minimise external cabling while maintaining safe conductor cross-sections in tight spaces.
Cooling as structure — and safety
Thermal management is executed with three integrated cooling plates (two on the housing plus a smaller upper plate) and internal coolant galleries that manage multiple flows through a single metal unit. Supply and return share the same plates to maintain uniform temperatures and extend cell life. The pack circuit is fully integrated into the car’s primary cooling system, linking front and rear components.
Ferrari has pushed integration further by using the cooling water and thin aluminium shell as part of the crash strategy: coolant mass helps keep CoG low and can absorb energy in an impact. Cells are suspended from the floor, creating an energy-absorbing gap to protect against underfloor strikes while allowing the protective shield to be lighter and thinner.
Because the battery is a structural member, the chassis itself provides the first line of protection. Cells are concentrated inboard within each module; the surrounding zones and the sill gap act as crumple areas and house cooling lines. Up front, energy paths route through the shock towers and the packaging of the front e-axle/inverter to dissipate loads before they reach the nodes. Transverse die-cast compression plates inside the pack add stiffness and provide the pack’s mounting points to the body.
Despite the extreme integration, Ferrari says serviceability is preserved: the pack can be dropped to access modules or electronics, and the car’s rear “elasticised” subframe allows the rear axle, suspension and battery to be serviced independently. That’s significant for collision repairers and high-voltage technicians alike—battery removal and targeted module replacement are baked into the design rather than an afterthought.