According to ZF, the era of the software-defined vehicle is here
In 2025, German tech manufacturing company ZF declared: “With our production-ready steer-by-wire steering system, we are now launching the era of the software-defined vehicle (SDV).” Before discussing the steer-by-wire innovation, it’s worth clarifying what SDV, this latest automotive acronym, actually means
Jake Morris, ZF’s site leader for its UK R&D Hub and portfolio director, Steer by Wire, explains: “We define the SDV era as one in which vehicle functions are centrally coordinated by software rather than siloed in individual hardware ECUs. With our Chassis 2.0 platform, we connect smart actuators (steering, braking, damping, roll control, air suspension) to a scalable, centralised software layer so handling, comfort and safety can be tuned holistically and updated over time.”
The company’s ethos is simply that ‘everything comes together in the chassis’ and migrating application software from the actuator to a central controller is key to delivering modularity, flexibility and scalability. “At the core of this approach is cubiX, our centralised chassis software platform,” details Morris. “It orchestrates all chassis and driveline actuators simultaneously across longitudinal, lateral and vertical dynamics (regardless of supplier), unlocking features such as by-wire control and advanced manoeuvres that can’t be achieved by optimising components in isolation.”
The ‘by-wire’ name accurately sums up the concept here. In steer-by-wire, the concept involves removing the mechanical shaft between steering wheel and wheels and replacing it with a purely electronic, software-based connection. Morris describes ZF’s solution as offering “virtually limitless possibilities” for variable steering ratios, brand-specific steering feel, cockpit design freedom and seamless integration with driver assist and autonomous functions up to Level 4 and beyond. “It’s a foundational building block for SDVs,” he states.
TO THE WIRE
The significance of ZF launching a production-ready steer-by-wire system should not be underestimated. Various automotive players have been working on developing steer-by-wire systems for some decades now. The prohibitive costs associated with such a leap in technology were always a key hurdle, but as Morris observes, cost was far from the only challenge. “Steer-by-wire has taken time to reach production not because the concept lacked vision, but because the automotive ecosystem itself needed to evolve,” he emphasises.
“For decades, steering was a purely mechanical function supported by electronics. Removing the physical steering column meant replacing something inherently simple and fail-safe with a system capable of delivering steering force, feedback, precision and redundancy entirely through mechatronics – and doing so at automotive-grade reliability, cost and scale. That required more than just advanced components. It required a fundamentally different vehicle architecture.
“Today, the vehicle is transitioning from a mechanical machine into an intelligent, software-defined system. This shift is what makes steer-by-wire viable now,” he says.
THE ROAD AHEAD
Of course, ZF isn’t the only company producing steer-by-wire systems. Several automakers are developing their own proprietary systems, which seems to make good sense in the context of a holistic approach to various inter-connected systems that will eventually be overseen by a single control platform. So, what advantages are there in relying on ZF’s expertise instead of trying to develop systems in-house?
“Automakers are right to view steer-by-wire as part of a broader, software-defined vehicle strategy,” Morris begins his answer. “The question is no longer whether the steering system should be mechanical or electronic – it is how seamlessly it integrates into the overall vehicle motion architecture. And this is where our steer-by-wire solution stands apart.”
Morris says that ZF has played a pioneering role in the development of steer-by-wire, which is a natural progression of its 80+ years’ experience in chassis and vehicle dynamics technologies. “That heritage translates into a system designed not as an isolated steering solution, but as part of a fully integrated motion control ecosystem,” he comments.
The company’s steer-by-wire system is enabled via the combination of high-integrity front axle steering actuators; advanced handwheel actuators that recreate natural steering feel; redundant system architecture for operational safety; and software-based vehicle motion control via cubiX. According to Morris, that last point is a key differentiator: “cubiX brings the ability to coordinate multiple chassis actuators in real time. Steering becomes part of an integrated vehicle motion control system rather than a standalone function.
“This delivers predictable and harmonised vehicle dynamics, scalable safety architectures and the ability for OEMs to continuously tune driving characteristics through software. In essence, steer-by-wire is no longer about replacing a steering column; it is about enabling a new control architecture for the SDV.”
Morris suggests that, rather than building a standalone proprietary steering solution, automotive OEMs can leverage ZF’s already validated hardware-software while focusing their internal resources on differentiation at the vehicle level. “With actuator maturity, centralised architecture and increasing demand for software-defined driving experience, the industry has reached an inflection point,” he says.
STEERING A SAFE COURSE
Detractors of steer-by-wire systems (and there quite a few drivers who are dismissive of ‘game controller’-style steering) have always flagged safety as a potential problem. Morris concurs that, “Safety is the defining requirement for steer by wire, and we have engineered our system to be fail-operational rather than merely fail-safe.” He adds: “By removing the mechanical steering column, steering can no longer depend on fallback – it must be guaranteed through a robust, multi-layered safety architecture from the outset.”
ZF’s steer-by-wire system uses redundant steering actuators, ensuring that steering capability is maintained even if one actuator path is compromised. Morris notes: “This principle of redundancy is proven in our other applications as well, where dual-torque sources, parallel control paths and independent power supply routes eliminate single point failures in by wire steering. The system also leverages our handwheel actuator, which provides precise driver input sensing and recreates natural steering feel without a mechanical link. At the vehicle level, the cubiX software coordinates steering together with braking and damping, ensuring stable and predictable behaviour even in degraded scenarios.”
And, Morris points out, this isn’t all just theoretical: “Our fail-operational architecture is already deployed in series production, including on the Nio ET9, the first vehicle on the Chinese market with a full steer-by-wire system from ZF. With its layered redundancy and integrated control approach, our steer-by-wire system is designed to deliver steering performance and safety that meet or exceed the expectations set by traditional mechanical systems.”
DESIGNING FUTURE MOBILITY
When asked for his thoughts on the role of steer-by-wire systems within the context of the future mobility mix, Morris reiterates that when removing the mechanical steering column, steering becomes a fully electronic, programmable function. “This allows automated driving systems to interact directly with the vehicle’s motion control architecture, enabling the precision, responsiveness and predictability required for higher levels of autonomy,” he says.
“At the same time, eliminating the steering column opens up new possibilities in vehicle design and safety.” Such as? “Without a rigid mechanical linkage running into the cabin, engineers gain greater flexibility in cockpit layout and can optimise front-end structures to better manage crash energy and reduce intrusion risks,” Morris confirms.
He says that, for ZF, “Steer-by-wire is therefore not just about steering – it is about enabling future vehicle architectures. Through integrated motion control software such as cubiX, steering becomes part of a coordinated dynamics system that supports both safety and automation.”
Morris also notes that one of the key advantages of steer-by-wire driving is that steering feel and driving characteristics can be adjusted purely on a software basis. “Manufacturer-specific brand characteristics can thus be implemented without special mechanical solutions – with advantages for scalability and cost-effectiveness,” he details. “It is no longer necessary to design special mechanical configurations for different models and versions. This also shortens development and assembly times. In this way, steer-by-wire helps pave the path toward safer, more flexible and increasingly autonomous mobility.”
For more information visit: Homepage ZF Friedrichshafen AG – ZF
EARLY ADOPTERS
Following the 2025 launch, ZF has already entered series production of its steer-by-wire system and has secured multiple volume contracts globally. Morris reveals: “Vehicles such as the Nio ET9 are equipped with the technology, and Europe will see its first application when Mercedes-Benz introduces steer-by-wire in 2026. The cubiX platform is in series production today in vehicles such as the Lotus Eletre, where it orchestrates chassis functions to enhance stability, agility and driving precision.”
