I don’t think the Ferrari Luce is ugly. It’s just off-brand. Way off-brand.
I was quoted in Fast Company recently on brand refreshes, and the advice that keeps coming back for me is that brand work has to carry what people already believe about the company. That’s why the Jaguar logo rebrand and the Cracker Barrel blowback had the same shape. The object can be fine in isolation; the reaction is to what it asks people to forget.
Abigail Bassett, writing for The Verge, gets at that with Ferrari’s first EV:
“The reaction illustrates how intrinsically the brand identity, expectations, and design are tied together,” Derek Jenkins, the SVP of Design and Brand at Lucid, told The Verge. “I can see a couple of things in the exterior design that still reference the brand. The taillights for one, the red color option, and finally, the logo. Everything else — proportions, lack of visual agility, even the expression of performance — is missing from the exterior. The face of the car isn’t identifiable… It’s a mismatch with the brand.”
Identity isn’t the badge at the end. It’s the set of expectations the badge has trained you to bring. Ferrari can make an EV. But if the only recognizable Ferrari parts are the color, taillights, and logo, then the product is borrowing equity it isn’t paying back.
Bassett also gets to the LoveFrom question: Ferrari hired LoveFrom, Jony Ive’s design firm, and the firm’s product-design strengths don’t automatically transfer to automotive design.
As Raphael Zammit, chair of transportation design at the College for Creative Studies in Michigan, explained, industrial design and automotive design are two very different disciplines, and the skills from one do not consistently translate to the other. Ive’s Apple iPhone design made the physical phone disappear, Zammit said, and was “100 percent appropriate for a digital communication device that you hold in your hand.” But a Ferrari is not an iPhone.
Ferrari’s decision to hire LoveFrom was a choice with a built-in logic, Zammit argued. “Ive is a brand,” he said. “When you hire Brad Pitt, you expect to get Brad Pitt.” The interior of the Luce has been praised for its blend of analog and digital touchpoints. But the interior language would likely be much more at home in a small premium city car, he added, such as a Fiat 500 or a Cinquecento, not a supercar that retails for half a million dollars.
I do love the interior, as it screams consideration on every surface. But Zammit’s distinction is right: the iPhone’s best trick was making the object recede behind the software. Ferrari is nearly the opposite problem. The object is the story.
Zammit again, on the exterior:
Among automotive designers, the criticism is no less blunt. “It is brutally bland, actually. It really does look as if it was designed by AI. It’s like a mathematical averaging of many different themes,” Zammit said, adding that, “it’s almost alarmingly vacant of identity.”
There’s a lot that critics hate about the Luce. The stance and proportions, for example, are all wrong for Ferrari, which is known for its lithe and aggressive lines. The front end of the vehicle is generic, even with the air vent over the front glass (a video of executives showing the car to Pope Leo demonstrates that you can pass your entire arm through it).
“It’s not a sports car, it’s not a city electric, and it’s not really luxury,” Zammit said. “It seems like they might have gotten a little bit snowed or oversold by LoveFrom… The strategy is very muddy, because of what they’re doing versus what they’re saying on different parts of the vehicle.”
“Alarmingly vacant of identity” is brutal because it separates competent surface from brand truth. There are plenty of bland cars in the world. There aren’t supposed to be bland Ferraris.
Bassett closes the loop in the piece’s final section:
Ferrari’s whole cultural function, as a signal, a provocation, an investment, depends on being unmistakably true to itself, its heritage, and, most importantly, its design.
When you remove the engine, the most emotionally resonant element in Ferrari’s history, you have to replace it with something compelling, Zammit points out, and the Luce’s design doesn’t do that.
Despite the design flop, Zammit was careful to separate it from the brand’s long-term health, calling it “a bit of a stumble, both in concept and in execution,” but said Ferrari had too strong a record to be permanently damaged.
One thing is clear in the face of all the negative coverage: In trying to signal a new era for Ferrari, the Luce has made everyone suddenly more interested in the old one.
That’s what makes the Luce a brand-design story, not just a car-design story. The Luce may turn out to be strategically useful for Ferrari. But the design problem is simple: it asks the bolted-on badge to do too much of the work.

How Ferrari bungled the design of its first EV
Ferrari’s Luce EV draws criticism not for technical failure but for failing the brand identity test—a car that borrows Ferrari’s badge without paying back the legacy that badge carries.


















