Maintain a leading advantage over the competition with our patent-pending "Variable Torque Biasing" System for Torque-Biasing differentials. Our VTB system can be adapted to various common Torque-Biasing differentials currently on the market.

Infinitely Adjustable
Through our patent-pending VTB system, users can fine-tune their Ramp-Up torque response and Cam Timing simply by changing the cam-angles and cam-profiles on our replaceable cam gears and, by adding/removing coil springs (with varying spring rates), torque-bias ratios can also be adjusted. Most Torque-Biasing differentials on the market range from 66-75% torque bias depending on internal gear angles and are non-adjustable. By incorporating our VTB System, the user has full adjustability of bias, timing and response.

Coil Springs
Unlike all other pre-load systems currently available for Torque-Biasing Differentials, our VTB system uses a coil spring pre-load system, NOT Belleville spring washers. Our coil springs provide a smoother transition of load and do not lose their spring rate like spring washers do.



As can be seen from the comparison chart above, a Torque-Biasing Differential that uses Belleville spring washers to pre-load the internals will lose 10% of it's torque-biasing effect after the 1st use! What's more, due to dimensional restrictions (there are no dimensional restrictions with coil springs), the more pre-load you add with additional washers, the less TBR you will achieve.

Dual-Pulsing Cams
With our patent-pending VTB system, which utilizes dual-pulsing cam technology, both axles are drive-locked to the VTB cam, yet can still rotate independently of each other (unlike a Spool), similar to a regular Torque-Biasing Differential. Due to being in a 100% constant state of torque-biasing, a Torque-Biasing Differential with our VTB system installed will function both on & off throttle, similar to a Salisbury-type LSD.

By changing the ramp angles on the cam, the ramp-up response rate and cam timing can also be fine-tuned. Whilst the maximum pre-load amount will not change, a more aggressively angled ramp will pre-load the system quicker, resulting in a significantly increased amount of torque transferred to the wheels up to the maximum as determined by the TBR. Various angles can be manufactured based on the performance requirements.



The above comparison chart details the difference between a Non-Cam system (the majority of Torque Biasing Differentials), a Single-Cam system (Wavetrac®) and a Dual-Cam system (any Torque-Biasing Differential with our VTB system installed). As can be seen from the chart, a Single-Cam system has significant issues with ramp-up response and how it delivers pre-load into the system. So much so that even a Non-Cam system will provide smoother and more predictable power delivery to the wheels, provided there isn't a low-load/zero-load situation occurring. The dotted lines on the Dual-Cam graph give an example of more aggressive ramp-up response angles.

Low-Load/Zero-Load Issues
A common misconception is that a torque-biasing Differential is useless under a low-load/zero-load situation (e.g One wheel in the air). Although true to an extent, this situation does not apply to the modern day car with Traction Control (or eDiff). Of course, any Torque-Biasing Differential with our VTB system installed, with or without traction control, will not have this issue due to our use of Dual-Pulsing cam technology.

Additionally, a Single-Cam system will only function consistently on one wheel during a low-load/zero-load situation, dependent on which axle the cam is driving. Due to the opposing axle functioning via a friction-based mechanism, this is rather hit-and-miss, as proven by real-world performance reviews. In most FWD vehicles, the cam will be driving the left axle. What this means is that, if your right axle is subject to a low-load/zero-load situation, there is a significant chance of losing all power to your drivetrain, similar to a Non-Cam torque-biasing differential or Open Differential. With a Dual-Cam system, this will never be an issue as drive will always be provided to both axles, much like a Salisbury-type LSD would.

Manufacture

• All of our Bar Stock is imported from Japan to ensure the purest steel grades
  - Cam housing is made from SAE 8620 Steel
  - Cams and Cam Followers are made from SAE 4320 Steel


• All OZ Performance Drivetrain components are Forged. We do not use inferior Cast or Billet processes
  - Forged components are upto 30% stronger & tougher than the equivalent 'Billet' component


• Advanced material processing, heat treatment & finishing techniques offer superior strength, durability and quality
  - Primary Heat Treatment: After the forged parts come off the press, they are Normalized and Annealed to relieve residual stresses and make them machine workable
  - Machining: After the forged blanks are completed, we use Industry-leading Multi-Axis Kashifuji and Mitsubishi CNC/CAM equipment to machine the parts
  - Secondary Heat Treatment: State-of-the-art Case Hardening procedure achieved via computer-controlled Gas Carburization and Quenching
  - Double-Tempering: A superior heat treatment technique used to decrease the brittleness and increase the toughness of our parts
  - Surface Grinding: Through the use of our state-of-the-art Klingelnberg grinding machines, we ensure all parts are smooth, precise, and free of burrs
  - Cryogenic Tempering: An advanced treatment technique whereby the parts are cryogenically hardened at -185°C, realigning the steel's crystalline structure for maximum strength, then heat tempered again for a 3rd time to ensure maximum toughness (resistance to fracture)
  - 3-Stage Nano-Peen Process: Parts are subject to hyper-velocity bombardment with our proprietary nano media, creating a highly compressed outer surface, increasing durability by 30%!
  - Molybdenum Disulfide (MoS2) Coating: Cam housings are subjected to an advanced MoS2 surface coating to significantly decrease friction
  - Ceramic Coating: In our final treatment stage, cam surfaces are subjected to an advanced ceramic surface coating, significantly decreasing surface friction and increasing surface hardness by 30%!

Quality Control

• ISO Regulated, multi-level quality control procedures ensure only the best products
• Designed and Manufactured to the latest AGMA gear standards
• State-of-the-art TESA, Zeiss Contura, Klingelnberg P40 and Osaka Seimitsu Kikai CMM's (Coordinate Measuring Machine) for extreme precision
• Strict Test Protocols, including advanced microscopy inspections, ensure the OZ Difference

At OZ Performance Drivetrain, we are proud to design & manufacture the most technologically advanced drivetrain products on the market. As a full-service R&D company, we do not deal directly with the public. All designs are proprietary and are subject to minimum order quantities (MOQ).

Due to the complexity and number of components in our VTB System, which are customised to the clients' requirements, production is subject to a 50pc MOQ per fitment.

If you have any questions at all, please feel free to Contact Us.