Open vs. “Closed” Differentials: What Drivers, Builders, and Off‑Roaders Need to Know

An open differential lets left and right wheels rotate at different speeds but splits torque evenly—so if one wheel slips, usable torque drops to the wheel with the least grip. By contrast, what many people call a “closed” differential typically refers to a locking or limited-slip differential that restricts or eliminates speed difference to send more torque to the wheel with traction. In practice, “closed” isn’t a formal industry term; it usually means a locking diff or an LSD that resists slip.

What Each Term Really Means

In automotive engineering, the vocabulary matters. “Open differential” is precise; “closed differential” is colloquial and can mean different traction-aiding designs. Here’s how the core designs differ in purpose and behavior.

Open Differential

An open differential uses gears to allow the two drive wheels on an axle to rotate at different speeds—crucial for smooth cornering. Torque is split equally in theory, but the maximum torque both wheels can receive is limited by the wheel with the least traction. If one wheel is on ice, both can effectively receive near-zero drive torque.

What People Call “Closed”: Locking and Limited-Slip Differentials

When drivers say “closed,” they generally mean one of two traction-aiding devices:

The following list outlines the two common interpretations and how they function.

• Locking differential (locker): Mechanically or electronically locks the axle so both wheels turn at the same speed. This maximizes traction off-road or in deep snow but can cause tire scrub and understeer on high-grip pavement.
• Limited-slip differential (LSD): Uses clutches, gears, viscous fluid, or an electronically controlled clutch pack to resist a speed difference across the axle. It biases torque to the wheel with more grip without fully locking. Performance varies by design (clutch-type, helical/Torsen, viscous, or eLSD).

Both designs mitigate the open diff’s main weakness—loss of drive when one wheel slips—but they do so with different trade-offs in comfort, handling, and wear.

How They Behave in Real Conditions

Drivers feel the differences most in low-traction and cornering scenarios. Below is a practical look at typical on-road and off-road situations.

• Wet grass, ice, or a diagonal ditch: An open diff often spins the lightest-loaded wheel and goes nowhere; a locker will drive the vehicle forward; an LSD usually pulls away, though not as forcefully as a full lock.
• Cornering on dry pavement: An open diff is smooth and predictable; an LSD adds traction exiting corners but can slightly increase understeer; a locked diff may chirp tires and push wide if left engaged.
• Highway cruising: Open is quiet and efficient; modern eLSDs are unobtrusive; manual lockers are typically disengaged on-road.
• Track days or spirited driving: An LSD improves power-down traction and lap consistency; an open diff overheats inside tire and wastes power; a locker is generally unsuitable for paved performance driving.

The takeaway: open diffs prioritize civility; LSDs balance civility with traction; lockers prioritize traction above all else and are best used selectively.

Pros and Cons at a Glance

The following lists summarize benefits and drawbacks, helping you align hardware with use case.

• Open differential: Pros—lowest cost, smooth cornering, minimal wear, light weight. Cons—poor performance with one wheel unloaded or on low-μ surfaces; traction control must intervene aggressively.
• Limited-slip differential: Pros—better traction off the line and out of corners, improved stability, generally unobtrusive. Cons—added cost/complexity; clutch types need service; behavior varies by design.
• Locking differential: Pros—maximum traction in off-road, ruts, rocks, snow. Cons—tire scrub, potential axle/driveline stress if misused, poor manners on high grip if locked.

In short, choose open for simplicity, LSD for all-weather and performance balance, and a locker for serious off-road traction when used appropriately.

Inside the Tech: Types Commonly Meant by “Closed”

Different “closed” solutions achieve torque biasing or locking through different mechanisms. Here are the most prevalent systems and how they work.

• Clutch-type LSD: Preload springs and friction plates transfer torque when a speed difference appears. Serviceable and tunable; plates wear over time.
• Helical/Torsen (gear-type) LSD: Helical gears create internal friction and torque bias without clutches. Smooth and durable; needs some baseline traction to function.
• Viscous LSD: Silicone fluid shears between plates to resist slip. Simple, but can fade when hot and is less precise.
• eLSD (electronically controlled): An electric motor or hydraulic unit modulates a clutch pack for on-demand biasing; integrates with stability and traction control.
• Automatic/mechanical locker: Locks under torque and unlocks while coasting or in turns (e.g., lunchbox lockers). Affordable but can feel abrupt.
• Selectable locker: Driver-engaged via air/electric command; open when off, fully locked when on (e.g., ARB Air Locker, OEM off-road packages).

Each type targets a different balance of traction, refinement, durability, and cost; performance cars often prefer helical or eLSD, while rock crawlers favor selectable lockers.

Torque Flow, Bias, and Control Systems

An open differential equalizes torque but caps it at the lowest-traction wheel. LSDs create a torque bias ratio (e.g., 2:1 to 5:1), allowing more torque to reach the grippier wheel. Lockers override differential action entirely. Modern vehicles also use brake-based traction control to mimic an LSD by slowing a spinning wheel, effectively raising the torque ceiling; this works but generates heat and can feel less seamless than a mechanical LSD.

Which One Should You Choose?

Match the differential to how and where you drive. Consider terrain, performance goals, and maintenance tolerance.

• Daily driving in mild climates: Open diff or mild helical/eLSD for unobtrusive operation.
• All-weather street/performance: Helical or clutch LSD for confident launches and corner exits.
• Mixed on-road/off-road and overlanding: Selectable locker or robust clutch LSD; retain open mode for pavement.
• Rock crawling, deep mud/snow: Front/rear lockers (selectable preferred) for maximum control.
• Budget builds: Brake-based traction control plus open diff works, but consider an LSD upgrade for durability and feel.

A thoughtful choice prevents driveline stress and maximizes performance where it matters most to you.

Maintenance, Cost, and Longevity

Ownership experience varies by design. Here’s what to expect in service and upkeep.

• Open differential: Lowest cost; standard gear oil changes per manufacturer intervals.
• Clutch LSD: Requires friction modifier in fluid; plates wear and may need periodic rebuilds.
• Helical/Torsen: Generally low maintenance; change gear oil as specified.
• Viscous LSD: Limited serviceability; performance can degrade as fluid ages.
• eLSD: Software-calibrated; needs proper fluid and occasional software updates; repairs can be pricier.
• Lockers: Selectable systems need air/electric components maintained; improper on-road use accelerates tire and component wear.

Following the correct lubricants and service intervals is essential to preserve torque-bias characteristics and reliability.

Bottom Line

An open differential prioritizes smooth turning and simplicity but struggles when one wheel loses grip. A “closed” differential—usually a locking diff or an LSD—intentionally resists or eliminates internal slip to deliver more torque to the wheel that can use it. Your ideal setup depends on whether you value refinement, performance, or uncompromising traction.

Summary

Open differentials allow wheel speed differences and are cost-effective but fail to deliver torque when one wheel slips. What many call “closed” differentials are traction-aiding units: locking differentials force both wheels to the same speed for maximum grip, while limited-slip differentials bias torque toward the wheel with traction without fully locking. For daily use and sporty road driving, an LSD is a strong middle ground; for extreme off-road, a selectable locker is king; for budget simplicity, the open diff remains the baseline, often supplemented by brake-based traction control in modern vehicles.

What are the benefits of open diff?

Open differentials offer several key advantages. They provide excellent driveability, are relatively easy and inexpensive to manufacture, and are lightweight and efficient, making them ideal for a wide variety of both front-wheel drive and rear-wheel drive vehicles, including passenger cars, light trucks, and SUVs.

What is the difference between open and closed differentials?

An open differential allows both wheels on an axle to spin at different speeds, which is excellent for cornering but provides less traction in slippery conditions because power goes to the wheel with less resistance. A “closed” differential, which is a locked or limited-slip differential, forces both wheels to rotate at the same or nearly the same speed. Locked differentials excel in off-road situations by sending power to the wheel with traction, while limited-slip differentials offer a balance between the two, distributing torque to the wheel with more grip when one loses traction.
 
This video visually explains the differences between open, limited slip, and locking differentials: 1mRacingDiffs OfficialYouTube · Jul 28, 2022
Open Differential

• How it works: The engine’s power is split evenly (50/50 torque) between both wheels, but the vehicle’s computer sends power to the wheel with less resistance when speeds differ. 
• Pros:
  • Smooth and independent wheel movement during turns. 
  • Simpler and more affordable design. 
• Cons:
  • Limited traction in low-traction situations, as power goes to the wheel with no grip. 
  • Can’t perform a drift or a burnout in a straight line without losing power. 

Locked Differential (Closed Differential)

• How it works: This type of differential physically binds both wheels, forcing them to turn at the same speed regardless of surface conditions. 
• Pros:
  • Provides maximum traction, as 100% of the power is sent to the wheel with the most grip. 
  • Ideal for severe off-roading and steep obstacles. 
• Cons:
  • Compromises drivability on regular roads. 
  • Causes tire scrub and increased wear during turns. 

Limited-Slip Differential (LSD)

• How it works: An LSD is a compromise, designed to distribute power to the wheel with more traction when one wheel starts to slip. 
• Pros:
  • Provides a balance of performance for both everyday driving and off-road use. 
  • Can help a car get unstuck from mud or snow. 
• Cons:
  • More complex and expensive than an open differential. 
  • Power distribution can be less predictable than with a locked differential. 

Is it possible to drift with an open diff?

Yes, you can drift with an open differential, but it is significantly more difficult, frustrating, and dangerous than with a limited-slip or welded differential. An open diff sends most power to the wheel that has the least traction, making it hard to initiate a controlled slide and causing the inside tire to spin while the outside tire retains grip. This leads to a loss of momentum, unpredictable behavior, and a lack of control, making sustained drifts and transitions nearly impossible. 
Challenges of Drifting with an Open Diff

• Loss of Traction on One Wheel: When you try to slide, the inside tire loses grip, and the open differential directs almost all the power to it. 
• Difficulty Initiating a Drift: You can’t easily break traction on both wheels simultaneously, which is necessary to start a drift. 
• Difficulty Maintaining a Drift: The car can suddenly gain grip on the spinning wheel or lose power entirely, causing it to straighten out unexpectedly. 
• Unpredictable Transitions: Changing direction mid-drift is challenging because the open differential can’t effectively send power to the outside wheel, leading to a loss of momentum or an unwanted shift in the car’s path. 
• Increased Risk: The unpredictable nature of an open diff can lead to loss of control and potentially cause a driver to write off their car, according to Driftworks users. 

How to Compensate (If You Must)

• Continuous Flicking: You might need to continuously flick the car back and forth to maintain a slide, which is less practical on a track than in an open area. 
• High Power Input: You may need to apply a lot of power to get and keep the car sideways. 

Recommendations 

• Get a Differential Upgrade: Opens in new tabA limited-slip differential (LSD) or a welded differential would make drifting significantly easier, more predictable, and more controllable.
• Consider a Welded Diff for Budget Drifting: Opens in new tabIf you are on a tight budget, a welded differential is a cheaper alternative to an LSD and can be effective for drifting, though it has its own drawbacks like increased wear and noise.

Is an open diff good for daily driving?

Open diffs are fine so long as you’re not on a split mu surface (eg parking on the side of the road in winter and right hand tires are on an icy patch) and both tires maintain reasonably equal loading.