PHASE 5

iv. EXCELLENT ON ROAD HANDLING

2WD on road handling is the best available and a front fitment has no affect, even with the hubs locked (exception : not suitable for C4WD).

Off road steering with a front fitment is virtually unchanged - you may experience a slight tightening of the steering wheel in some situations but is barely noticeable except where the effects of tail shaft windup can occur on hard surfaces (as it does without). This is because you are feeling the effects of both wheels driving with 100% traction on the round. Depending on the terrain and driving style there may be some element of under steer but it is minimal.

v. ELIMINATES THE HARSH NOISY ACTIONS

1. A correctly installed LOKKA to a vehicle in sound condition will be a pleasure to drive and will rarely yield a noise much louder than a metallic clicking. An occasional metallic clack can occur in some circumstances and if occurs frequently should be checked.

vi. PREVENTS ONE WHEEL SPIN UP

1. The single cause of one wheel spin up and the resultant axle and drive train damage that occurs when the spinning wheel suddenly bites onto something solid is caused by an standard differential allowing all power to flow through the path of least resistance and differentiate in the ratio 100:0 ie 100% drive to one wheel on a poor traction surface and 0% on firm ground.

2. With LOKKA this can never occur - it is not physically possible to drive one wheel faster than the other - thus with two wheels constantly driving at exactly the same speed you will negotiate slippery obstacles in a controlled fashion and alleviate the sudden stress loading of drive train components. However the increased traction of a vehicle will often result in the vehicle negotiating seemingly impossibly difficult obstacles and as such common sense and due care are required for the vehicle to ensure the safety of the occupants and prevent damage to the vehicle.

vii. APPROACH OBSTACLES AT LOWER SPEED

1. If a vehicle has adequate traction on the ground it does not require such large amounts of momentum, thus a LOKKA equipped vehicle will be able to negotiate difficult obstacles that were previously only possible with the use of high speed and momentum. By eliminating speed from your obstacle negotiation you will be able to drive more safely, with better planning, improve reaction times and in particular keep all 4 wheels on the ground thereby improving traction even further and saving your car, your belongings, passengers, drive train and suspension from damage. Better yet you don't have to be an expert driver to do so because with good traction you need only drive normally.

2.3. AUTOMATED INTER-AXLE DIFFERENTIAL LOCKING SYSTEM ACTUATION  ENHANCEMENT

The just-mentioned characteristic of the Torsen differential may be best appreciated in comparison with the inherent torque transfer characteristics of an 'open' or conventional differential. The drive axles associated with an open differential are interconnected by a bevel gear set designed to divide equal torque between drive axles. This arrangement will not support any substantial torque difference between the drive axles and, as a consequence, offers very little resistance to differentiation. Virtually any attempt to deliver an increased amount of torque to one of the drive axles will result in rotation of the gear set as evidenced by differential rotation between drive axles. For example, if one of the drive wheels should lose traction, any attempt to deliver additional torque to the other drive wheel having better traction will result in undesirable 'spin up' of the wheel having poorer traction. The maximum amount of torque conveyed by the drive axles collectively is limited to approximately twice the amount of torque supported by the drive wheel having the least traction. It is this type of problem which is most often identified with the need for improved traction management. The Torsen differential addresses this need by providing for a torque proportioning characteristic between drive axles by interconnecting the drive axles with an Invex gearing arrangement. This gearing is designed to support a predetermined ratio of torques between drive axles.