Testing a vehicle’s boundaries defines the spirit of motorsport. Experiencing a professional driver take you through a track in a test vehicle exemplifies sheer exhilaration.
This was the vision for BMW at its Performance Center in Spartanburg, South Carolina, last November. The objective was to showcase the prowess of its new “Heart of Joy” powertrain control unit, which will serve as the backbone of its Neue Klasse series of electric vehicles set to debut this year and beyond. BMW unveiled further details regarding the Heart of Joy power system on Sunday.
This control module effectively integrates motor systems, braking, charging, regenerative braking, and steering into one cohesive unit. According to BMW, it processes inputs ten times quicker than the separate systems found in its existing EV lineup, leading to a more responsive and smoother experience in acceleration, motor braking, steering, and overall vehicle dynamics.
This module will play a key role in four total control units designed for the Neue Klasse electric vehicles. Manufactured at BMW’s facility in Debrecen, Hungary, the flagship model in this new class will be an electric crossover anticipated to succeed the iX3 available in Europe and China. Following its release, the i3 sedan, which is set to compete in the same segment as the 3-Series, will follow in 2026.
Both models will feature an M3 performance variant, hinted at by the Vision Driving Experience (VDX) test rig last November. Dubbed “The Beast” by engineers, if the Neue Klasse M3s deliver even a fraction of what I experienced then, BMW’s electric future could be extraordinarily bright.
BMW’s Vision Driving Experience EV test rig
The test vehicle designed to validate this potential was a bare, camouflaged prototype capable of seating four, expertly driven by Jens Klingmann, the German racer with consecutive victories for BMW in the Italian GT Championship. Designed with the dimensions of a 3-Series but showcasing the muscular proportions of a futuristic performance car, the compact VDX featured a sizable rear spoiler and a prominent front splitter. The design may signal the conclusion of BMW’s contentious style evolution: even shrouded in camouflage, the VDX made an impression.
Broad wheel arches accommodated impressive 21-inch wheels fitted with Michelin Pilot Sport 4S tires. Klingmann managed to heat them up without completely wearing them out. They had staggered dimensions, but since our devices were confiscated during the demo, I am unsure of the precise specs. BMW has also withheld details about the rig.
Except for one: a staggering 13,269 lb-ft of torque. Confirming that this figure represented torque at the wheels and not from a presumed quad-motor setup in the VDX, BMW representative Jay Hanson noted that further specifications remain undisclosed.
“That’s the amount of torque the Heart of Joy is responsible for managing,” Hanson stated.
What I can assert was the adrenaline-inducing power, remarkable grip, and exceptional high-speed stability of the VDX. During three progressively intense laps with Klingmann at the wheel and three journalists strapped into the remaining seats, my initial impression was clear: “There are no words.”
The stability was exceptional. As we drifted out of a carousel, the rear end slipped away in a seemingly dreamlike manner, yet Klingmann propelled it forward in a straight line as if everything unfolded along a perfect trajectory. Executing this maneuver at speed without sending us crashing into the door panels felt as surreal as a simulation. The sensation of balance intensified within a sequence of three right-left winding turns, leading into another curve before a 90-degree angle onto the straight. The four-point harness barely exerted strain. Swift as lightning without an ounce of discomfort, the screeching motors accelerated to 100 mph before climbing corkscrew-style into the Spartanburg skyline, topping out at 124 mph before reaching the carousel. That was the highest speed I registered; it could have potentially soared higher.
Indeed, talented drivers like Klingmann demonstrate their expertise with the machine, whereas I merely scratch the surface of understanding; however, BMW’s VDX test rig left a lasting impression comparable to Klingmann’s exceptional driving skills. He too was amazed, but it’s important to remember he’s employed by BMW.
“The VDX is playfully easy to drive and pushes the boundaries of driving physics to an entirely new level,” he commented in a statement from his employer.
The VDX will not make it to production. However, the same Dynamic Performance Control module is integral to all new BMW electric vehicles at the, well, Heart of Joy. Built with in-house software, BMW claims there is virtually no latency in signal processing, with response times in “the millisecond range.” Fewer control inputs lead to more direct and consistent behavior, according to the company.
Moreover, most braking functions are activated via the motors, reserving friction brakes for emergencies. BMW guarantees a smooth regenerative braking experience due to the control unit’s rapid processing capabilities, although specific regeneration levels beyond the B setting used in current BMW EVs were not disclosed. Nevertheless, the Dynamic Performance Control module offers a 25% increase in efficiency, which should translate to enhanced driving range.
BMW has not shared additional information on motor sizes or battery packs, although it has confirmed that Neue Klasse vehicles will feature an 800-volt architecture to facilitate quicker DC charging times. The remaining three control units within the Heart of Joy will manage semi-automated driving, entertainment systems, and essential comfort, climate, and vehicle access functions.
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