Love It or Hate It, the Ferrari Luce Is a Thrilling Drive

无论爱与恨，法拉利 Luce 都是一场令人心跳加速的驾驶体验

Some still believe that you can’t manage a car company unless you’re a fully paid-up “car guy.” Tell that to Benedetto Vigna, Ferrari’s CEO. He’s a physicist by education, hired to run the company in 2021 after a career in semiconductors, although he did significant business with automotive during that time. 有些人仍然认为，除非你是彻头彻尾的“汽车发烧友”，否则就无法管理一家汽车公司。去跟法拉利首席执行官贝内代托·维尼亚（Benedetto Vigna）说吧。他是一位物理学家，在半导体行业工作多年后，于 2021 年被聘请来执掌这家公司，尽管他在那段时间也与汽车行业有过重要的业务往来。

Vigna also helped develop a three-dimensional motion sensor first used in airbags, later adapted for the Nintendo Wii and the iPhone’s screen rotation function. An inventor, then. “I prefer innovator,” he once told me. “A lot of the time inventors are just thinking, but innovators conceive new things and make them happen.” 维尼亚还曾参与开发一种最初用于安全气囊的三维运动传感器，后来被应用于任天堂 Wii 和 iPhone 的屏幕旋转功能。那么，他是一位发明家吗？“我更喜欢‘创新者’这个称呼，”他曾对我说道，“很多时候，发明家只是在思考，而创新者则构思新事物并将其变为现实。”

This is all useful background to the Luce, Ferrari’s first fully electric car, engineered in Maranello, Italy, but designed in California by LoveFrom, the agency set up by renowned iPhone designer Jony Ive. It’s not Apple’s abandoned car, reskinned and rebooted for the world’s most famous automotive name, but more the product of a union between like-minded innovators—Italian spirit and attitude, Silicon Valley lateral thinking. 这些背景对于理解法拉利的首款纯电动汽车 Luce 非常重要。该车在意大利马拉内罗进行工程研发，但由著名 iPhone 设计师乔尼·艾维（Jony Ive）创立的 LoveFrom 设计公司在加利福尼亚州进行设计。它并非苹果公司那个被废弃的造车项目换个壳、重启后挂上全球最著名汽车品牌名号的产品，而是志同道合的创新者们——意大利精神与态度，以及硅谷横向思维——结合的产物。

But unless you’ve been hiding under a rock on Mars with Elon Musk these past few months, you’ll also know that the result didn’t land the way its creators would have anticipated. Ferrari’s immense global fan base is seemingly not on board with the idea of an electric car on a point of principle. And hiring Ive and his team to reimagine the aesthetic has proven as welcome as Kryptonite is to Superman. 但除非你过去几个月一直和埃隆·马斯克一起躲在火星的岩石下，否则你一定知道，这款车发布后的反响并不如其创作者预期的那样。法拉利庞大的全球粉丝群似乎在原则上无法接受电动汽车的概念。而聘请艾维及其团队重新构思美学设计，其受欢迎程度简直就像超人遇到了氪石。

Part of the frequently obnoxious discourse around the Luce centered around the idea that a Ferrari’s design should deliver an instant dopamine rush. These aren’t cars that require a PhD in design to understand; they’re meant to hit hard and fast, seeding desire the moment you see them. The Luce spectacularly breaks from tradition, and without the famous Prancing Horse badge, there’s little here that yokes it to perhaps the most revered automotive back catalog of all. But that was all part of the brief: Do something different. 围绕 Luce 的讨论中，一部分令人反感的观点认为，法拉利的设计应该能带来瞬间的多巴胺冲击。这些车不需要你拥有设计学博士学位才能看懂；它们旨在以强劲、迅猛的方式，让你在看到它们的第一眼就产生渴望。Luce 彻底打破了传统，如果去掉那枚著名的跃马标志，几乎很难将其与法拉利那备受推崇的经典车型系列联系起来。但这正是设计任务书的一部分：做点不一样的。

The driving experience amplifies this feeling. The Luce is a Ferrari, just not the sort we’re used to. “In the past 100 years, technology has changed for sure,” Raffaele de Simone, Ferrari’s chief test driver, tells me. “But what hasn’t changed is our bodies. We have two hands, two eyes and ears, and two feet. The interface is the same—steering, brakes and throttle—but the Luce has a different sort of driving emotion and a different way of announcing driving thrills.” 驾驶体验放大了这种感觉。Luce 是一辆法拉利，只是不是我们习惯的那种。“在过去 100 年里，技术确实发生了变化，”法拉利首席试车手拉斐尔·德·西蒙尼（Raffaele de Simone）告诉我，“但没有改变的是我们的身体。我们有双手、双眼、双耳和双脚。交互界面是一样的——转向、刹车和油门——但 Luce 拥有不同类型的驾驶情感，以及一种宣告驾驶快感的新方式。”

I was at a test track in northern Italy in May to find out how successfully that’s been achieved. I was in a preproduction car, still disguised at the time of driving because it pre-dates the car’s reveal in Rome. First impressions? The Luce’s cab-forward proportions mean you sit closer to the front axle than usual, and higher because there’s a large battery pack beneath the cabin. It’s clearly not low-slung or sporty. 今年 5 月，我在意大利北部的一个测试赛道上，试图探究这种目标实现得有多成功。我驾驶的是一辆预生产车型，由于当时该车尚未在罗马正式发布，它还处于伪装状态。第一印象如何？Luce 的前置座舱比例意味着你坐得比平时更靠近前轴，而且由于座舱下方有一个巨大的电池组，坐姿也更高。它显然不是那种低矮的跑车造型。

You can’t help but take in that interior, clearly Apple-inspired but positing a whole new approach to territory that has seen an entire generation of new cars lose sight of first principles. The three-spoke wheel’s design is inspired by a classic Ferrari’s, and it feels fantastic. The air vents pivot with a deeply engineered precision. Even the seat runners are elegant. The space in the rear is almost limo-like. 你无法不被那内饰所吸引，它显然受到了苹果风格的启发，但为汽车领域提出了一种全新的方法——在这个领域，整整一代新车似乎已经忘记了设计的初衷。三辐方向盘的设计灵感源自经典法拉利，手感极佳。空调出风口转动时带有深厚的工程精度。甚至座椅滑轨都显得优雅。后排空间几乎像豪华轿车一样宽敞。

One of Ive’s superpowers is being able to detect the level of care invested in a product’s design, and whether you like the Luce’s aesthetic or not, that’s indisputable. But he rejects the concept of a touchscreen inside a car, choosing instead to elevate haptic feel and the clarity of the dials to a level previously unseen in the automotive context. Ive is all about input and output. The Luce is a special place to be. 艾维的超能力之一是能够察觉产品设计中投入的用心程度，无论你是否喜欢 Luce 的美学，这一点是无可争议的。但他拒绝在车内使用触摸屏的概念，转而将触觉反馈和仪表盘的清晰度提升到了汽车领域前所未有的高度。艾维所关注的正是输入与输出。Luce 是一个独特的空间。

There’s a slickness to the first driving impressions, too. Ferraris have become less highly strung over the years, with greater emphasis now placed on daily usability. As befits its four-door, five-seat layout, the Luce is arguably the most accessible Ferrari in the company’s near-80-year history. Its major controls—the throttle and brake pedal—are beautifully calibrated, so it moves away effortlessly with an impressively and perhaps unexpectedly light touch. On some classic Ferraris, you have to let the gearbox oil warm thoroughly before going anywhere. This is not an issue on the Luce, despite its complex electronic drive units. 最初的驾驶印象也非常顺滑。多年来，法拉利变得不再那么“神经质”，现在更加强调日常实用性。正如其四门五座的布局所体现的那样，Luce 可以说是法拉利近 80 年历史上最平易近人的车型。它的主要控制装置——油门和刹车踏板——经过了精美的调校，起步毫不费力，触感轻盈得令人印象深刻，甚至有些出乎意料。在一些经典法拉利车型上，你必须让变速箱油充分预热才能出发。而在 Luce 上，尽管它拥有复杂的电子驱动单元，但这完全不是问题。

The structure is all new. The chassis consists of hollow castings, extrusions and aluminum sheets, to reduce weight and optimize load paths. The 800-volt battery architecture is integrated into the chassis, positioned as low in the Luce’s floorpan as the engineers could achieve. So it has a center of gravity that’s 95 mm lower than the Purosangue, Ferrari’s quasi-SUV, and a yaw moment of inertia 15 percent less than that car. That means it’s more agile and changes direction more keenly. 车身结构是全新的。底盘由空心铸件、挤压件和铝板组成，旨在减轻重量并优化载荷路径。800 伏电池架构集成在底盘中，被工程师尽可能地放置在 Luce 地板的最低处。因此，它的重心比法拉利的准 SUV 车型 Purosangue 低了 95 毫米，偏航惯性矩也比该车低了 15%。这意味着它更加灵活，转向也更加敏锐。

That’s physics in play. Ferrari’s commitment to technology is greater than ever, and the Luce deploys everything it knows to manage those external forces. It enjoys unprecedented control of each wheel in all three axes (lateral, longitudinal, and vertical), with particular emphasis on lateral body dynamics. A new “vehicle control unit” oversees power delivery and energy recovery, and updates target metrics 200 times per second. As with all high-end electric vehicles, the Luce’s master controller has a lot to do. 这就是物理学的力量。法拉利对技术的投入比以往任何时候都大，Luce 运用了其所掌握的一切知识来管理这些外力。它在所有三个轴向（横向、纵向和垂直）上对每个车轮实现了前所未有的控制，并特别强调横向车身动态。一个新的“车辆控制单元”负责监督动力输出和能量回收，并以每秒 200 次的频率更新目标指标。与所有高端电动汽车一样，Luce 的主控制器承担着繁重的任务。

The electric Ferrari has a 122-kWh battery and four e-motors, two on each axle, and optimum weight distribution. The front motors deliver 282 brake horsepower (bhp), the rears 831 bhp, so the total output is north of 1,000 bhp. And there’s mammoth torque: 5,900 pound-feet. 这辆电动法拉利配备了 122 kWh 的电池和四个电动机（每个轴上两个），并实现了最佳的重量分配。前电机提供 282 制动马力（bhp），后电机提供 831 制动马力，总输出功率超过 1,000 马力。此外，它还拥有巨大的扭矩：5,900 英磅-英尺。