Ferrari Luce electric car is sold out through 2027, CEO says

Ferrari's first electric model, the Luce, is already allocated through 2027, before customer deliveries have begun. CEO Benedetto Vigna told analysts on the company's third-quarter earnings call that every car Ferrari plans to sell next year is spoken for.

"All the Luce that we plan to sell next year basically are all allocated. If someone comes, he has to wait one year to get the cars," Vigna said, indicating demand is running ahead of planned supply. The first few cars are due on the road before the end of this year, with the customer rollout gathering pace in 2027.

No 2027 volume figure has been announced

Ferrari has not disclosed how many Luce units it intends to build or sell in 2027, and Vigna declined to give a specific sales target. So the size of that sold-out allocation is unknown from the outside: what is confirmed is that the planned 2027 output is fully taken, not how large it is.

The wider order book is just as tight. Ferrari's entire production run planned for 2027 is already booked, with some customers facing delivery in 2028. That is the context in which the Luce's allocation status sits: the brand's output for next year is committed across its range, not only on the electric car.

A new factory sets the pace

Capacity is a factor in how quickly the Luce reaches buyers. The car is assembled at a newly built facility dedicated to electric motors, battery packs and other key components as well as the vehicle itself, unlike Ferrari's other models. Bringing an entirely new plant up to speed takes time, so Ferrari will ramp production gradually rather than building the Luce at full capacity from the start.

That gradual ramp is a plausible part of why the 2027 allocation closed so early, and it also means the sold-out status reflects a supply curve still climbing rather than a fixed ceiling on how many cars Ferrari could eventually build. For a buyer, the practical consequence is a queue measured in months: Vigna's own framing was a wait of about a year for anyone ordering now.

Private viewings before test drives

Ferrari has not relied on the unveiling alone to generate interest. It has organised more than 50 private, local and premiere presentations across North America, Europe, the Middle East and Asia-Pacific, plus five public events. Vigna said seeing the car in person has helped potential customers understand what makes it different.

The next milestone is scheduled for the first quarter of 2027, when Ferrari plans international media test drives, followed by driving experiences for prospective clients. Vigna expects time behind the wheel could further shift perceptions of the electric model, particularly in markets where dealers still have room to build interest.

Ferrari says the Luce has drawn a balanced mix of customers and regions, with no dominant demographic or geographic pattern, though it has not said how many buyers are existing Ferrari owners and how many are new to the brand.

Pricing and the rest of the range

The Luce starts at $560,800 in the United States, $122,190 more than the V12-powered Purosangue SUV. Ferrari also intends to launch two new models before the end of this year, with one likely to be a 296 Challenge Stradale or something along those lines.

The online reaction to the Luce's design has been loud, but order books are the measure that matters commercially: a car that is fully allocated for its first full production year has found its buyers regardless of the comment sections. The open question is whether that early demand holds once deliveries begin and the car is judged on the road rather than in photographs.

Dodge's Direct Connection parts arm has unveiled a 1,025 hp crate engine, the Hellephant C170, as the head of a six-package Hemi V8 lineup shown at SEMA 2026. The supercharged 6.2-litre unit also makes 945 lb-ft of torque, but only on an E85 blend rather than pump gasoline.

All six packages are sold as turnkey swaps with matched electronics, and Direct Connection says they will be available to order in early 2027.

What the Hellephant C170 packs

Reaching the four-figure rating depends on flex-fuel. The C170 uses a 3.0-litre IHI supercharger with a 3.02-inch pulley, a 105 mm throttle body, an ethanol sensor, an upgraded fuel rail and higher-flow injectors, and the ethanol sensor lets the controller adjust timing and fuelling automatically as the blend ratio changes.

That fuel requirement shapes the build, not just the spec sheet. A buyer without reliable E85 access is effectively paying for output they cannot use, which makes the C170 a harder sell for a road car than for a weekend toy or a drag build.

For comparison, the earlier Hellephant A30 crate engine uses a 7.0-litre 426 Hemi and is rated at 1,000 hp without the flex-fuel tune. The 25 hp gap between the two peaks understates the difference: the newer 6.2-litre package gets there with a smaller displacement and hardware optimised around ethanol.

The rest of the range, from 385 hp up

The entry point is the 345 Hemi, a 5.7-litre unit offered in Street Strip and Super Stock trim, both rated at 385 hp and 417 lb-ft of torque. Street Strip uses a remanufactured block, while Super Stock gets a brand-new block and high-RPM valve springs borrowed from Redeye-spec engines.

Next is the 392, a 6.4-litre Gen III Hemi in the same two trims, rated at 485 hp and 475 lb-ft. It shares displacement and general output with the current Durango R/T, though the crate versions are packaged as performance swap engines rather than direct service parts.

Above that sits the Hellcrate Redeye, a supercharged 6.2-litre producing up to 885 hp and 787 lb-ft in High Octane Mode. That mode needs higher-octane fuel to unlock the full rating, a detail that matters to anyone budgeting a build around premium pump gas versus a flex-fuel tune.

What comes in the box, and the warranty

Each package ships with a wiring harness, a power distribution centre, a flashed powertrain control module and oxygen sensors, plus an accelerator pedal and starter relay. Automatic versions add a shifter, a transmission control module and a brake switch.

Builders can specify a TorqueFlite 8HP90 automatic or a TREMEC manual without sourcing a separate tuning solution. That pre-matched electronics set is the practical appeal here: the usual swap headache is making an engine talk to a gearbox and a pedal, and Direct Connection has removed that step from the order form.

Every package carries a 3-year/100,000-mile powertrain limited warranty, an unusual commitment for engines headed into swaps, restorations and race builds rather than factory installations.

The warranty is the sharper edge against the aftermarket. Independent shops offer crate V8s beyond 1,000 hp, but a factory-backed package sold as one validated unit is a different proposition for a buyer who wants a single supplier to stand behind the whole assembly.

Timing and what is still open

Direct Connection says the six packages will be available to order in early 2027, giving workshops time to plan installs around the rollout. Pricing has not been announced, and the sources do not state which markets beyond the US will receive the range.