Ferrari Luce: Marques Brownlee prova el primer Ferrari elèctric

All right, so the video you're about to

watch was shot

a long time ago, months ago actually. Uh

it was shot before I was able to

actually see the design reveal of the

Ferrari Luce.

And uh you can see how that went. So

basically my one day in Italy that I've

talked to you guys about, uh it was a

strange day and it went like this. I

started the day uh by getting uh the

engineering and design specs and

everything and then driving a camouflage

version of the Ferrari Luce on a private

track

with Ferrari engineers and designers and

things like that.

And I wasn't able to use my own

equipment for this. They took that away.

That's why you can see tape over my

smartphone cameras. So Ferrari holds on

to that footage for months until now.

Uh anyway, the second half of that day

is then

uh taking the sheets off of a uh

uncamouflaged version for the full

design reveal. Shot that video.

But then that video came out first,

which you guys have already seen on this

channel, which

I I feel like it's a little I mean

there's a lot weird there, but maybe

even that is a little backwards. Like

maybe they're hoping that the way this

car drives can overcome the everything

else about this car.

But I'll let you be the judge of that.

This is just the context for this video

so you guys understand why you can't see

the design of the car in it. So without

any further ado,

let's throw it back to a younger Marques

who hasn't seen the car yet. All right.

So now I'm about to be one of the first

people outside of Ferrari to test drive

the Luce. The fully electric car you're

seeing behind me. This is the

camouflaged one, which is why it doesn't

look exactly like the Luce you already

know what it looks like by the time you

watch this video. I haven't even seen

the uncamouflaged one yet, but you have

in that first video.

But now we get to feel what Ferrari

thinks the fully electric experience can

be. Uh

the prototype

physical look is temporary, but all the

final performance and the way it drives

should be representative of the final

thing. So, without any further ado,

let's

drive it. All right, first thing I'm

noticing just driving position. We've

got this uh

this I guess could be a glass roof at

some point, but a pretty steep

windshield in front of me. Then the

front of the hood drops off really

quickly, so I feel like I'm looking

right over the front.

Uh

and plenty of visibility. I think let's

just get rolling. So, I'm going to start

in range mode. All right, foot off the

brake and it immediately starts rolling.

So, this is what I'll feel like probably

if I'm just cruising and chilling most

of the time in range mode with our

highest efficiency.

Uh

taking my foot off the accelerator, it

coasts like a regular car.

It picks up

like a regular car.

And I can still use that paddle for

regen if I want, but

it's just kind of fun looking at the

gauges kind of bobbing back and forth.

Seeing real

movement back there as I go from regen

to

accelerating a little bit. And it's also

already I'm not doing much, but

incredibly flat. There's no bumps on

this track, so it's it doesn't have to

absorb much yet, but it is already

driving really smoothly. No surprise.

So, as I go along this drive, I'm going

to be moving between three different

drive modes. Starting in range mode,

then touring, then performance. So, as

you saw I started in range mode, which

is the most chill. I've got all the

numbers here in front of me today just

to make sure I get them right. 530 km of

total range on a single charge and 320

kW

of peak power. It's rear-wheel drive

only in range mode for most efficiency.

I'm using kilowatts cuz we're in Italy

today and I feel like I should, but I'll

put horsepower on the screen as well.

Then tour mode flips you to all-wheel

drive. That's your hybrid mode of the

most versatility. 460 kW of max power.

And then performance mode is going to

give you the entire 1,000 plus

horsepower. That is 725 kW all-wheel

drive. It'll do a 2.5 second 0 to 60.

And that is what we'll get to later in

this video. The steering is pretty

lightweight, too, in this mode. It's

reminiscent of other Ferraris. I mean, a

lot of Ferraris I've driven have had the

super light darting steering, and this

is

not a surprise if you've driven those.

So flat already.

It's not even in the sportiest mode yet.

And I'm not doing much, but

super impressive. And it is on big

tires, as you saw on the outside of the

car. It's 23 in at the front, 265 width,

and 315s on the back, I think, at a 24

in tire.

So

yeah, it is it is handling that weight

just fine.

And it's sitting on carbon-ceramic

brakes, as well. So even if I did have a

full battery and regen wasn't available,

I still have plenty of braking.

And yep,

plenty of braking. This car has what

Ferrari's calling their third generation

of active suspension. The first

generation was in the Purosangue. The

second generation was in the F80.

And this is the third generation. And

all that really means is it's the most

advanced, but it's also built around a

car like this that's going to be on the

street a lot. So that's what's keeping

this car incredibly flat through a lot

of the banked sections of the track I'm

driving on, as you'll see. And it's

managing all of the weight of these

wheels. This is a 23 in front wheel and

a 24 in rear wheel.

And the more I drive it, the more

impressed I am by how complicated and

impressive the suspensions are on these

EVs. There's a huge difference between

the hard, medium, and soft suspension

and all the different manettino modes

from dry to sport to wet.

It's it's a lot. It's very capable, and

the performance envelope is wide because

of the suspension. So then let's bump it

up a little bit. Let's go to tour. Flip

that switch. A nice little animation

shows up.

Now I'm all-wheel drive.

More power. This theoretically is a more

balanced mode that you'll probably drive

in every day if you're not trying to max

out your range. And it's still

ridiculously flat. That active

suspension is doing a lot of work. I

almost can't help comparing it to what

I've called the best electric car I've

ever driven,

which is the Lucid Air Sapphire.

Uh very different setup, very different

car,

but also incredibly capable. And they

did a ton of work with the torque

vectoring and the electronic traction

control

and things like that that I'm not going

to feel on the street most of the time,

but it has a ridiculously big

performance envelope.

And I'm already feeling just driving

regularly right now in tour mode that

this car this is also going to have a

ridiculously big performance envelope.

On a street, this is more than enough.

But you know what? It's a Ferrari.

So, there's there's one more mode to

explore, which is performance mode. It

says "Perfo" on the steering wheel. So,

I switch that. I get another really nice

animation.

And now I've unlocked all of the power,

over 1,000 horsepower.

Uh

and I can even switch Let's go sport,

actually. Just to get a little bit more

playful.

And you see all the the ESC settings and

the four-wheel steering and everything

all of the indicated settings change

pretty visibly with that ice tactile

click. So, here's where it's a little

bit a little bit different and there's

some explaining to do. All right?

I do still have paddle shifters.

And I think a lot of the articles and

people talking about this car early were

thinking about what what's Ferrari going

to do with paddle shifters in their

electric car? Maybe they'll have

gear shifting simulation like the Ioniq

5 N for example. That car was fun.

This is not exactly the same thing. When

I hit that left paddle,

which is on the steering column, by the

way, not actually on the wheel,

uh you can almost start to hear a little

bit of a sound.

And what happens in front of me is I see

this little blue light above the

tachometer, which indicates a lower

torque mode that I'm shifting into. So,

when you were to downshift a gas car,

for example, on a track,

you'd actually feel a little bit of

engine braking, and you'll start to

decelerate a little bit. That also

happens when I hit that left paddle as

I'm coming up to a corner on the track

in the Lucid. You can downshift. There's

five of these.

And then when you exit that corner, and

you start to accelerate, a yellow line

appears above the tach to indicate that

I can unlock more torque by upshifting,

in a way, to a higher torque mode. It's

really intuitive, again, if you've

driven a gas car. It behaves the way

you'd expect, but now you have the

sounds to match.

And it's sort of like a

not an engine whine, but a little bit

more of a deep

sound, but it's definitely associated

with the accelerometer and the RPMs of

the motor, I feel like.

And then you have this ridiculously

Oh, man.

Really, really powerful

quad motor EV that now can kind of feel

a little bit more tossable and

responsive because you have that

confidence of

knowing what it's doing at all times.

You actually can

sort of change the balance of the car by

shifting, in a way. It's different. It's

It's really high performance. It's

really driver engaged. It's really

focused.

And every time you unlock more power, my

god,

does it give it to you, you know?

There's not that many EVs that are

genuinely fun to drive on a track. I'm

not just saying that. Like, there's a

reason I prefer gas cars for sporty

driving.

But,

if I could trust anyone to put the

engineering required into an EV to

make it

capable on a track, not just capable,

but actually really fun and engaging to

drive,

it makes sense that Ferrari's on that

very short list. See, this is the good

stuff. This is why I talk about cars on

Autofocus. These are pieces of tech that

help you so much while you're driving.

Take the turn into the beginning of a

sharp turn, for example. You're not

downshifting, but moving into that lower

torque mode, which gives you that engine

braking via regen, which moves the

balance of the car onto the front tires

to give you a little bit more

confidence. And that active suspension

and the motor on each wheel is adjusting

them at 200 Hz, 200 times per second.

Then you get into the turn, and it's

giving you all that confidence, and then

you get your extra torque, and you

accelerate firing out of the turn, and

you have all that power.

It's just It's a symphony of computers

that are helping you feel connected as

if there was no computer. The things

that stand out the most to me when

driving around this track, which is uh

kindly provided to us to shoot this,

it has some some

obviously uh turns, but also some crests

and some hills and undulations.

And this whole time, this car is

incredibly flat, super planted.

Doesn't feel like I haven't even been

told the weight number yet. I honestly

couldn't tell you if it feels much

heavier than any other gas car. Like, a

Purosangue feels lightweight. It's not

super lightweight, but it feels

lightweight. And this has a really,

really advanced suspension uh to keep it

feeling flat through all of these turns.

So, the sound that you're hearing, that

I'm hearing,

is obviously amplified a bit inside the

cabin, but it's outside the cabin, too,

and you'd hear it on the outside. But, I

think it's mainly it's not really for

the show boat a loud car thing. It's

It's feels much more focused on actually

giving you feedback on the way the car

is moving, the way it's accelerating or

decelerating.

Yeah, it's not like It's not like any

other car I've driven, and that's It's a

compliment. It's really I feel like if

you drive it like this long enough, you

can kind of calibrate yourself to

knowing when you want more torque or

when you want to engine brake depending

on the radius of the corner you're

coming up to. But, it's a pretty It's a

unique driving experience for sure. I'm

going to switch back to tour real quick.

So, if I go to tour,

the sound goes away.

So, now it's silent It's really silent

again. I mean, I don't even hear

any of that coil whine or that

lightweight whine you might hear in some

less insulated cars. Full Full attack,

it's totally silent, but I still can use

the paddles and actually do some of the

same

balance shifting, if you want to call it

that. I wonder if there's an official

Ferrari term for this. But, I can still

see the graphics and I can still see the

points where I might want to unlock more

torque or drop down into less torque

with those blue and yellow lights.

So, tour mode is kind of the balance of

all this stuff,

but it is silent. You can also decouple

the suspension mode from the driving

mode that you're in. So, I can switch

right now to the softest suspension

setting and keep it in performance mode.

So, now I have all of my torque, the

sound is back,

but it's still in the softest

suspension.

Might be good for a road you're already

thinking of.

But, then I can move up to hard

suspension.

And I can't tell the difference on this

road cuz it's perfectly smooth, but I do

like the ability to decouple. And the UI

is just It's smart. I'm seeing

everything I want to see all the time,

all the traction control level, you

know, steering level, power level, all

of that is constantly displayed to me,

so I never forget about it. And I don't

feel like I'm missing any information.

It's a really nice information density

in front of me. I'm impressed by these

active suspensions these days. You just

saw probably my review of the Taycan

Turbo GT, aka the Audi RS e-tron GT.

These cars are so smart at just keeping

themselves level when you want or just

giving you a massive range of of

behavior from the suspension, which is

really nice. I am I am very impressed

again. Now, here's the thing. This is

This is going to be basically peak EV,

right? We have all these EVs out now. If

you want the most engaging, most

driver-focused one, that's what this is

aiming to be.

I think they've done a great job with

the combination of information density

right in front of me.

The way it feels in the cockpit, the

steepness of this windshield and how low

it is in front of me, that's all

awesome. My only complaint, because I

actually like playing with these

paddles, is that they are not mounted to

match the wheel. They're column-mounted,

so sometimes if I'm like full

hand-over-hand here, I'm missing the

paddle when I want to move up into a

higher torque level.

Outside of that,

it's it's truly one of one. It's very

unique. It's really really unique, and

you can tell a lot of thought went into

it. And that's what you like to see when

you're when you're obviously getting

some of the best of the best.

Hats off.