What’s the difference between an open and closed differential?

An open differential allows the left and right wheels on an axle to rotate at different speeds and typically sends torque to the wheel with the least resistance; a “closed” differential isn’t a standard technical term, but in common usage it refers to differentials that limit or prevent that speed difference—namely limited-slip and locking differentials—to preserve traction. In practice, the choice affects how a vehicle behaves in corners, on slippery surfaces, and under heavy loads, with modern vehicles often blending mechanical diffs with electronic traction aids for versatility.

Why terminology matters: what people mean by “closed”

In automotive engineering, “open” has a clear definition, but “closed” is colloquial. Most drivers using “closed” are talking about systems that resist or eliminate the speed difference between left and right wheels to keep both driving. Here’s how that maps to real hardware you’ll see in vehicles and spec sheets.

• Limited-slip differential (LSD): Allows some speed difference but biases torque to the wheel with more grip. Types include clutch/plate (clutch packs), helical/gear (e.g., Torsen, Quaife), and viscous (fluid shear).
• Locking differential (“locker”): Mechanically or electronically locks both axle shafts together so the wheels turn at the same speed when engaged; can be manual, automatic, electric, or air-actuated.
• Electronically controlled LSD (eLSD): Uses a clutch pack with computer control to actively vary locking force; common in modern performance and SUVs.
• Brake-based “virtual LSD”: Not a differential type; stability control applies the brake on a spinning wheel to mimic torque biasing through the open diff.

When someone says “closed differential,” they usually mean either an LSD (partially locking) or a locker (fully locking), both of which are designed to improve traction beyond an open differential.

How an open differential works

An open differential uses gears to split engine torque equally while allowing the wheels to rotate at different speeds, which is crucial for smooth cornering on dry pavement. However, it routes torque along the path of least resistance, so if one wheel loses traction, it can spin while the other effectively gets little drive.

• Cornering: Smooth and predictable because inner and outer wheels turn at different speeds.
• Traction: Weak when one wheel is on a low-grip surface (ice, mud, gravel, a lifted wheel off-road).
• Cost/maintenance: Simple, durable, and inexpensive with minimal upkeep.
• Compatibility: Works well with brake-based traction control to “fake” some torque bias.

Open differentials are widespread because they’re simple and refined on-road, and electronic aids can partially compensate for their traction limitations.

How “closed” systems—LSDs and lockers—change the behavior

By limiting or eliminating the speed difference between wheels, these systems keep torque flowing to the tire with grip, improving acceleration and control on uneven or slippery surfaces.

• Clutch/plate LSD: Friction clutches add resistance as slip occurs; tunable preload and lockup; may require special fluid and periodic service.
• Helical/gear LSD: Uses worm gears to bias torque without clutches; smooth, low maintenance, effective only when both wheels have some load.
• Viscous LSD: Silicone fluid shear provides mild, temperature-dependent locking; less common in new designs.
• Locking differential: When locked, both wheels turn together—excellent off-road and in deep snow; must be unlocked on high-grip pavement to avoid binding and tire wear.
• eLSD: Actively controlled clutch pack delivers variable lock; integrates with drive modes and stability systems for fast, targeted torque bias.

These systems trade a bit of simplicity for substantial traction gains, particularly in performance driving, towing, and off-road scenarios.

Real-world differences you’ll feel

The practical gap between open and “closed” (LSD/locker) shows up most in mixed-traction and high-load situations. Here’s what to expect in common scenarios.

• Dry cornering: Open is ultra-smooth; a well-tuned LSD adds traction on exit without drama; a locked diff should be unlocked for pavement turns.
• Split grip (ice under one tire): Open may spin the icy wheel; LSD/eLSD transfers torque to the tire with grip; a locker pushes you forward decisively.
• Off-road/rock crawling: Lockers are king; helical LSDs work if both tires are loaded but can struggle with a fully lifted wheel; plate LSDs help but may heat up.
• Track/performance: LSD reduces inside-wheel spin, improves drive out of corners, and stabilizes the rear; open diffs can overheat brakes if relying on brake-based aids.
• Towing/hauling: LSD/eLSD improves launch and stability on loose surfaces; open diffs can scrabble and trigger traction control frequently.

In short, LSDs and lockers preserve momentum when traction varies, while open diffs prioritize refinement and simplicity on uniform surfaces.

Pros, cons, and upkeep

Choosing the right differential involves balancing traction benefits against cost, complexity, and maintenance needs. Consider these factors before deciding.

• Open: Pros—simple, cheap, smooth; Cons—poor single-wheel traction, relies on electronics to compensate.
• LSD: Pros—strong traction with good road manners; Cons—costlier; clutch types need service and proper fluid.
• Locker: Pros—maximum traction when engaged; Cons—binding on high grip, tire wear if misused, driver attention required unless automatic.
• eLSD: Pros—best all-around control with drive modes; Cons—most expensive/complex, specialized fluids and calibration.

Maintenance varies from nearly none on open/helical units to periodic fluid changes and clutch inspections on plate-type LSDs and eLSDs; lockers add actuators or air systems to service.

Common misunderstandings

Many owners assume traction control equals an LSD. Brake-based systems can help an open differential by slowing a spinning wheel, but they add heat to the brakes and may feel less consistent than a mechanical LSD. Likewise, a 4WD or AWD vehicle can still have open differentials at the axles; without LSDs or lockers, it may get stuck when diagonally opposite wheels lose grip.

How to tell what you have

If you’re unsure which differential your vehicle uses, a few basic checks can help you identify it without guesswork.

• Window sticker/build sheet: Look for codes like “LSD,” “eLSD,” “locker,” “G80” (GM automatic locker), or brand names (Torsen, Quaife).
• Owner’s manual: Often lists differential type and fluid requirements.
• Physical test (RWD, safely lifted): Spin one wheel—if the other spins the opposite way, it’s likely open; same direction suggests some form of LSD/locker.
• Axle tag/housing: Many axles have ratio/type codes stamped on a metal tag or etched on the housing.

When in doubt, a technician or dealer can decode your VIN and confirm the factory-installed differential and any electronic aids.

Summary

An open differential prioritizes smooth cornering and simplicity but sends torque to the wheel with the least grip. What many call a “closed” differential is typically an LSD or locker that resists or prevents wheel-speed differences to maintain traction. LSDs offer the best everyday balance of grip and refinement, lockers deliver maximum traction off-road, and modern eLSDs blend mechanical biasing with electronic brains. Your ideal choice depends on where and how you drive—and how much maintenance and cost you’re willing to accept for extra traction.

What is the difference between open and closed differentials?

An open differential allows wheels on the same axle to rotate at different speeds, which is necessary for cornering on normal roads but can result in power loss to the wheel with less traction. A closed differential, which refers to a locked differential or welded differential, forces both wheels to rotate at the same speed, significantly improving traction in off-road conditions but hindering normal driving and cornering on high-grip surfaces.
 
Open Differential

• Function: Allows each wheel to spin at different speeds, accommodating the varying distances traveled by the inner and outer wheels during a turn. 
• Torque: Distributes torque equally between the wheels, meaning if one wheel has no traction, all the power is sent to it, causing the vehicle to be stuck. 
• Pros: Smooth and predictable handling for everyday driving on normal roads. 
• Cons: Poor traction in slippery conditions or when one wheel loses grip. 
• Use: Standard in most passenger vehicles. 

Closed (Locked/Welded) Differential

• Function: Forces both wheels on the axle to rotate at the same speed. 
• Torque: Locks both wheels to the same rotational speed, ensuring equal power is sent to both, regardless of traction. 
• Pros: Provides excellent traction and control in off-road situations, such as mud, snow, or rocky terrain. 
• Cons: Impairs normal driving and cornering on high-grip surfaces, potentially causing tire hop, excessive strain on drivetrain components, and understeer. 
• Use: Primarily found on off-road vehicles for enhanced capability. 

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.

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.