Are manufacturers holding off on adding torque vectoring until the next gen of EVs? For example, BMW includes M Sport Differential on most M models, and Audi offers it on S and RS models, with some options even in the SQ6.
Even the Hyundai 5N only has an eLSD, which is more of a locking diff, limited to a 50/50 torque split.
So far, these advanced systems seem reserved for high-end performance and off-road trucks or pickups.
After learning how open diffs work when a wheel slips, I decided to wait for a BEV with active torque vectoring. I made sure my wife’s X3 M40i had it.
Michael said:
Maybe they’re planning to do a motor-for-each-wheel setup in the future, which would make a traditional differential unnecessary.
Good point! BMW did test an M BEV prototype with four in-wheel motors.
BorgWarner’s eTVD, like on the Polestar 3, is good news too. Doesn’t have to be the fanciest torque vectoring, just something better than basic ESC or brake-based systems.
Michael said:
Maybe they’re planning to do a motor-for-each-wheel setup in the future, which would make a traditional differential unnecessary.
Having tri and quad motors has some downsides too. With single-motor setups, you can apply more torque to a single wheel, which is especially useful when traction is limited. Multi-motor setups split torque, limiting how much each wheel can receive unless you have oversized motors.
Michael said:
Maybe they’re planning to do a motor-for-each-wheel setup in the future, which would make a traditional differential unnecessary.
That could work, but you’d still need similar control logic for independent motors to manage torque effectively. It might change the mechanical setup, but the software would be similar.
Torque vectoring doesn’t actually need a differential. You can control yaw by slowing one wheel, not just increasing power. Brakes and traction systems can handle it.
Connie said:
Torque vectoring doesn’t actually need a differential. You can control yaw by slowing one wheel, not just increasing power. Brakes and traction systems can handle it.
Yep, and it’s way easier to do with EVs since they have such quick torque response. Losing some power to heat up brakes isn’t a huge deal with all that available torque.
Connie said:
Torque vectoring doesn’t actually need a differential. You can control yaw by slowing one wheel, not just increasing power. Brakes and traction systems can handle it.
Agreed, there are some solid options for eTVD out there. BorgWarner’s system looks promising.
@chozen
My original post answers most of this, but mid-range to me is around the cost of a BMW M Performance ICE, plus maybe $5-10k for the BEV premium.
I get your point about cost though, BEV prices are creeping up there. At least battery warranties tend to be good!
What exactly are you after with ‘torque vectoring’? Modern cars have traction control to balance torque to whichever wheel needs it, and dual motors shift torque between them. Tesla’s track mode does both of these things.
@Robert
A torque vectoring differential goes further by directing torque independently to each wheel, which helps handling, stability, and grip, especially on corners or in poor traction.
Basic Differentials: Traditional systems send equal torque to both wheels on an axle, but if one wheel slips, it sends power to the wheel with less traction, which can cause spin.
Torque Vectoring Differentials: This tech distributes torque based on wheel speed, steering, and yaw. It can:
Enhance Grip: Sends more torque to wheels with better traction.
Improve Handling: Distributes power to help with cornering.
Increase Stability: Balances power for better control in tricky driving conditions.
Most AWD vehicles use it, and in EVs, individual motors on each wheel give precise control and performance.
Benefits include:
Better Cornering: Minimizes understeer or oversteer.
Safety: Better control in bad weather.
Performance: Keeps the car stable in more intense driving.