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The MG CyberX SUV has been previewed on video ahead of its unveiling at the Shanghai motor show tomorrow.

Briefly shown in a video posted to Chinese social media platforms, it is a new electric SUV that will be the second model in the brand's Cyber line-up, established last year by the Cyberster roadster.

The early images reveal MG’s latest electric SUV will receive a more upright, boxy and rugged silhouette than its existing models and be positioned more towards lifestyle-minded buyers.

It also features illuminated badges and full-width LED light bars front and rear. Rivals are expected to include the new Smart #5.

MG's Cyber sub-brand has been created to target younger buyers and is initially aimed at China. But MG has previously confirmed global ambitions for its Cyber-branded models. The Cyberster, for example, is on sale in the UK.

In addition to the CyberX, MG plans to launch eight new models over the next two years across three product lines: sports cars, saloons and SUVs. 

The CyberX will be underpinned by parent company SAIC’s latest E3 electric platform and will be among the first MG models to adopt this new architecture.

It is described by SAIC as its “first fully electric, system-level architecture”. It is designed to support a wide range of models – from compact cars to large SUVs and sports cars – and has the flexibility to accommodate “various drivetrain configurations”.

At the heart of the structure is SAIC’s new CTB (cell-to-body) construction, where the battery structure contributes to the rigidity of the car's body, helping to reduce weight and improve efficiency.

MG says the new SUV will also be among the first models to receive its new Zebra 3.0 operating system and digital user interface. It is designed to offer more contemporary voice recognition and connectivity features than existing MG systems.  

New MG models based on the E3 platform will also use Horizon Robotics' J6 chip, which is expected to support new developments in driver monitoring, navigation and semi-autonomous functions.

Together, these systems will underpin the CyberX’s technical package, although full drivetrain specifications and battery specifications have yet to be revealed.

The radical BMW Vision Driving Experience is a quad-motor, high-performance test vehicle that is being used to hone the advanced technology that will power its next-generation of Neue Klasse electric vehicles – including the forthcoming M3 EV.

While the powertrain layout, featuring four high-power motors mounted on each axle, has clear parallels to plans for the next-generation M3, BMW insists the Vision Driving Experience serves a wider purpose as a rolling test rig. Because the focus is on vehicle development, BMW has not given a power output for the machine.

Other radical elements included the fitment of five fans designed to suck it to the ground - like the McMurtry Spéirling - and, a new addition for the Shanghai motor show, a see-in-the-dark livery which BMW says "underscores the innovativeness of the car".

Frank Weber, BMW’s development boss, said that the Heart of Joy system “enables us to take driving pleasure not just to the next level, but another one beyond that,” adding that the system would offer “efficient dynamics squared”.

Autocar was given access to the Vision Driving Experience for a ride in the car, and to talk to the engineers who have developed it.

First ride: inside the BMW Vision Driving Experience, and how it will develop a computer chip

"The engineers won’t even tell me how much power this has,” says development driver Jens Klingmann, as he casually hurls the BMW Vision Driving Experience into a corner fast enough for the tyres to howl in protest.

“But it’s a lot.” Given that my insides are still churning from the hit of acceleration at the start, he didn’t really need to say that last bit.

The Vision Driving Experience is, indeed, a lot. It’s a lot of car, with a lot of motors, a lot of fans (we will get to those) and a lot of performance.

And it has a lot of significance for the ongoing development of BMW’s next-generation Neue Klasse EVs, which will start to arrive this year. This isn’t just your average prototype, then.

But at heart that’s basically what it is: a quad-motor, high-power EV test mule styled on the next-gen 3 Series saloon, which has been pounding around various test facilities during recent months.

Four motors and a ridiculous power output? That sounds quite a lot like the forthcoming first electric M3, doesn’t it? Except BMW insists the Vision Driving Experience (let’s call it the VDE for short) isn’t a test mule for the next M3.

Instead, the firm describes it as a one-off test rig on wheels, a moving laboratory used to hone technology being developed for all future Neue Klasse models in an extreme environment.

The development work being done with it is as relevant to the next single-motor, entry-level iX3 SUV as it will be to whatever M division’s engineers concoct for their electric offerings.

Perhaps because of the development work for which it has been created, until now the VDE has been cloaked in secrecy – and we’re not just talking about its camouflage wrap.

But the fact that BMW recently strapped me (thankfully tightly) into the passenger seat for a short – but very fast – ride shows that Munich now wants to showcase exactly why it has been created. Although Klingmann’s inability (or perhaps refusal) to share its power output indicates that the veil of secrecy isn’t fully lifted.

What BMW has confirmed is that the VDE is powered by four electric motors – one for each wheel – and can produce peak torque of 13,269lb ft.

And no, that’s not a typo. There isn’t an ofofficial power output, but given its ridiculous torque output, you can probably guess it’s pretty high. BMW hasn’t given any performance stats, either, but after my ride in it, I would say the 0-62mph time can be described as ‘brisk’.

Beyond the four motors, the other thing we have been told about are those fans. Five of them, in fact. BMW calls them impellers, and they serve to literally suck the car to the ground.

Each fan requires 50kW of energy to run, but combined they add around 1000kg of downforce without creating any drag, in turn allowing Klingmann to push even harder in corners.

All of that torque and downforce is really there to develop one small but very significant black box full of computer chips and loaded with software.

That would be BMW’s new Heart of Joy, the unusually named hardware and software stack that will unify the computer systems that run the powertrain and driving dynamics systems on future EVs into a single unit.

It’s the first time BMW has unified those systems, and the firm claims the system has been developed entirely in-house.

“The Heart of Joy will run all the key driving functions of the car,” says BMW driving dynamics expert Christian Thalmeier. “But to develop those, we need to push the technology.

Even production cars with only one electric motor will gain advantages from the work we’re doing on a car with four motors.”

It might seem like overkill to build a superpowerful, fan-laden development hack just to test a computer processing unit, but the idea is that if the Heart of Joy can handle anything the VDE can throw at it in the real world, it can handle pretty much anything.

So how does it work? Traditionally, the powertrain and driving dynamics systems have been separate units.

The powertrain system takes the inputs from your foot on the accelerator and sends that as a request to the powertrain, whether a combustion engine or a single or pair of electric motors.

Meanwhile, a separate driving dynamics unit receives inputs from the steering wheel and brakes, along with any other data the car’s sensors might get from the external environment.

Those two systems run in parallel, so there’s a small but potentially significant lag when they need to send data to each other, and there are limitations on how closely they can operate together.

The Heart of Joy unites those systems into a single unit that receives all those inputs in the same place, processes them simultaneously and then sends the information to up to four motors along with the brakes, steering and so on. BMW says it allows for communication that’s up to 10 times faster than that used on cars that were on sale in 2021.

That’s a big boost when trying to precisely modulate power and braking to best fit the conditions. But there are other benefits too. On most current EVs, friction braking is controlled by the driving dynamics unit while regeneration through the motors is the responsibility of the powertrain system.

That’s why you can sometimes feel an imbalance if you’re slowing using the regen and then need to apply the brakes.

“When recuperation is only done by the powertrain, you can’t use the whole potential of it,” says Thalmeier. “You need the driving dynamics system to work out how to enlarge the recuperation.”

He cites the example of a rearbiased car – yes, future BMW EVs will still be rear-driven or rear-biased – cornering at speed. “

When there’s a load change, you can only put a certain amount of longitudinal force on the tyres before the car becomes unstable,” he says.

“So to keep the car balanced, you have to take away either lateral or longitudinal force. Because you’re cornering and you can’t remove the lateral force, you have to reduce the recuperation to keep the car stable. But that’s not what we want: we want to add stability by recuperation.

“Now, though, we’re so quick at taking data from the sensors on the car about yaw rate, lateral and longitudinal acceleration and how stable the car is that we can change things. If it’s still stable, we can do a bit of recuperation, and when it gets unstable, it will be quickly reduced.”

There’s another benefit: the Heart of Joy can take your braking inputs and work out the most efficient way of stopping the car, which in most cases will be via the motor.

That increases the use of regen, which BMW claims makes the car up to 25% more efficient. Not a huge amount but a useful gain, given that the aim is for most drivers to not know whether it’s the brakes or the motor slowing their machine.

The Heart of Joy won’t just help when you’re slowing down your BMW, though: it will help you go faster.

Again, a combustion car has a single power source, so systems such as variable four-wheel drive or torque vectoring have to go through various mechanical systems to divide up that power.

But the new system can take power from one, two, three or four motors and continuously adjust where it’s sent to, keeping the car better balanced and more stable. Besides simply adding raw power, Thalmeier says adding motors will make a big difference to future Neue Klasse models.

“We’re influencing the driving dynamics,” he adds. “If you think of three electric motors with one on the front axle and two on the rear, you can help steer with the rear axle by making one wheel faster and the other slower.

"So you can make the car agile purely through running the electric motors at different speeds. Any existing actuator or rear-wheel steering system isn’t as quick as our new electric motors will be.”

Which brings us back to the passenger seat of the VDE, with Klingmann laughing as he jams the throttle and sends the machine down the straight of the BMW Spartanburg Performance Centre test track at something approaching warp speed.

It’s actually surprisingly comfortable inside, with comfy sports seats and a working version of BMW’s new iDrive system on the dashboard. Even in its test hacks, Munich does premium well.

But can you feel the Heart of Joy at work? Being honest, no, not really, but that’s in part because on a cold day in South Carolina tyre grip is limited and Klingmann confesses the road-legal rubber is the limiting factor.

But as my innards slowly settle once I’ve escaped the passenger seat, the performance of the Vision Driving Experience – and the systems underpinning it – is clear.

The closest comparison I can make is with a passenger ride in an electric rallycross supercar. Impressive, then. And it certainly whets the appetite for the potential of a quad-motor electric M3.

Why five impeller fans are needed to make the car suck

The BMW Vision Driving Experience’s five impeller fans are the car’s undoubted party piece, as demonstrated when its engineers fired them up for a demonstration when it was back in the garage.

For a comparison of how loud they are, imagine standing underneath the wing of an Airbus A380 when the pilot presses the start button. Essentially, they serve to stick the car to the ground, adding grip without creating aerodynamic downforce. But could they ever reach production?

“You won’t see anything like this in a production car,” says Thalmeier. “It’s just too expensive. They are just for the system on this car. If you have a lot of downforce and then you add a lot of torque, it makes it very hard to accelerate. What we’re interested in with this car is how to deal with the acceleration in the software.

“It’s purely a development tool. It’s not even a driving dynamics tool; it’s just another thing that makes it faster for us to develop functions.”

Mercedes-Benz will launch its first car equipped with by-wire steering next year, a system  which will also replace its traditional steering wheel with a yoke.

The system replaces the mechanical connection between the steering and the front wheels with an electronic connection – the ‘wire’ – that is said to provide a greater bandwidth of feedback.

For example, the steering quickens at low speeds to reduce the physical effort required for manoeuvres such as parking.

And, because the wheel no longer needs to be spun through multiple revolutions to achieve full lock, Mercedes has done away with the traditional wheel.

It is now a flat-bottomed yoke similar to that in the recently updated Lexus RZ, which is due to become the first car sold in Europe with a steer-by-wire set-up.

This new design is said to free up knee-room, making it easier to get in and out of a car, as well as provide a better view of any interior display screens.

Mercedes claimed the new set-up also brings a more natural interaction with the rear-wheel-steering set-up available on its flagship models, such as the S-Class and EQS saloons. The latter has been used as a test mule for the system, and given it is due a facelift within the next year suggests it could be the first to be equipped with the new technology.

Mercedes added that the removal of the physical linkage between the steering wheel and the front end of the car “almost completely” removes the feel yielded by rough road surfaces.

The set-up is backed by a second (‘redundant’) group of sensors and cables, meaning you could still steer a car in the event that its main steer-by-wire system fails.

“Steer-by-wire is another big step towards the mobility of tomorrow, and we’re proud that we will be launching such a system in 2026,” said Mercedes tech boss Markus Schäfer.

He added that the technology also “enables a unique customer experience that goes far beyond steering alone”. He suggested that, in combination with Level 3 conditionally automated driving – hands and eyes off the road in certain situations – the “flat steering wheel provides a better view of the display when streaming your favourite show”. Level 3 is not yet legal in Europe.

The wait list for the radical Renault 5 Turbo 3E has opened, pricing the extreme hot hatch from £135,000.

An electric reincarnation of the 5 Turbo of 1980, it is said by Renault to have created an entirely new segment: the 'mini-supercar'. 

Renault Group design chief Laurens van den Acker said: "Essentially there were no restrictions with this. I think we're living in quite a good era in design at Renault Group at the moment. All our dreams seem to be coming true, and to do a little car with these proportions is a dream."

This was achieved through a one-of-a-kind role reversal between designers and engineers, he said: "We had designed a car before the engineers got their hands on it and then the engineers made it happen, whereas in a normal world it would be the other way around."

The 5 Turbo 3E is loosely based on today's retro-styled Renault 5 electric supermini but with a bespoke platform, its own bodywork and a pair of in-wheel motors. 

These combine to produce a claimed 3540 lb ft of wheel torque, although the torque transferred to the road is likely to be more like 10% of that figure.

The resulting performance is a 0-62mph time expected to take less than 3.5sec, 0-120mph in under 9.0sec and a track-only top speed of 168mph.

The in-wheel motors are said to deliver their power to the rear wheels more immediately than conventional ones, while enabling more precise control of each wheel and providing a "significant" weight and space saving at the axle. 

The technology – which Autocar understands has been supplied by British specialist Protean Electric – removes the need for an electronic differential.

The motors draw their power from a 70kWh battery pack that is fitted in a way that optimises agility and offers "spectacular" drift capabilities, claims Renault. It even has a dedicated drift mode and a rally-style vertical handbrake.

The battery pack is good for a range of 250 miles, although Renault has admitted that it will last between 15 and 20 minutes when driven flat-out on a track.

Given its track credentials, the thermal management of the battery is such that it can be driven at speeds of up to 168mph before being fast-charged at 350kW, enabling it to charge from 15% to 80% in 15 minutes.

Renault CEO Fabrice Cambolive said: "For me, it was very important to be able to have as extensive as possible coverage in terms of customer needs for the 5 - beginning with a very interesting price bracket but opening the adoption of this car to people who want extreme sensations.

"When you have such a car which is such fun to drive, why not push the boundaries?"

The all-aluminium platform was developed by Renault’s sporting sister brand Alpine and has been designed to achieve no compromise in performance, lightness, agility or efficiency. It aims to be "in line with supercar standards".

The platform sits under a bespoke body made of lightweight materials, with only the mirror, door handle and taillights carried over from the standard Renault 5. Its carbon composite structure means it has a kerb weight of around 1450kg, which is just 1kg more than the Renault 5 despite its larger battery pack, extra performance and additional motor.

It has been designed to look like a supercar while referencing the original 5 Turbo and 5 Turbo 2, with aero-optimised front and rear bumpers as well as a front splitter and a large air outlet on the bonnet to maximise downforce. It also has side scoops to funnel air under the rear lights and make it as slippery as possible, along with rear wing extensions, large intakes to cool the motors, 20in alloys and a squat overall appearance.

The menacing appearance has been achieved thanks to a change in dimensions. It's 158mm longer, 256mm wider and 118mm taller than the standard 5, with the windscreen moved back and the wheelbase extended to help it achieve "the length of a city car for the width of a supercar". 

Talking about the challenges faced when designing the car, van den Acker said: "The big enemy is weight because of the battery. This car is 1450kg and we're trying to get it lower knowing that an Alpine A110 in aluminium is 1000-plus kilos. This is the biggest drawback: weight and price. Weight is a never-ending battle."

When asked about the subsequent learning curves during development, van den Acker said: "I think we've learned that conceptually it's possible to put our dreams on the road. I've had a long career in design and we've stood there in front of a concept car and said 'this gives you an impression of the future direction, but it won't be like this, because A, B, C, D, F'. The biggest eye-opener to us is how close to the concept we can get if the company is behind it."

Inside are a pair of bucket seats upholstered in Alcantara, hand-woven tartan cloth on the dashboard, six-point harnesses, a raft of weight-reducing carbon and the same 10.1in instrument display and 10.25in infotainment touchscreen from the standard 5, although in this the instrument display will have its own, 1980s-inspired look. The driver's seat will be upholstered in its own colour.

Cambolive previously suggested to Autocar that there could be more performance models in the pipeline for Renault after this. "I prefer to speak about Turbo 3E, and after that to see what we can do on top of that if Turbo 3E is a success," he said. "Let's build our 'sportivity' step by step."

Just 1980 examples will be built, in reference to the launch year of the original 5 Turbo, and deliveries will begin in the first half of 2027.