The torque split across axles, between left and right wheels, has been achieved through the various evolutions of the quattro system, through a driver-selectable manually locking differential (rear axle only), and, eventually, through open differentials with "Electronic Differential Lock" (EDL). EDL is an electronic system, utilising the existing Anti-lock Braking System (ABS), part of the Electronic Stability Programme (ESP), which brakes just the one spinning wheel on an axle, therefore allowing the transfer of torque across the axle to the wheel which does have traction.[4]

Audi debuted a new generation of quattro in the 2010 RS5. The key change is the replacement of the Torsen Type "C" centre differential with an Audi-developed "Crown Gear" differential. Whilst this is superficially the same as a normal Open differential, adapted for a centre application, it has some key differences:
Audi quattro Crown Gear centre differential

1. The central carrier and associated spider gears interface directly to two crown wheels connected to the front and rear drive shafts
2. The two crown wheels interface to the spider gears at different diameters, and so produce different torque when turned by the spider gears. This is engineered to produce a 40:60 static torque split front and rear.
3. Each crown wheel interfaces to the respective output shaft directly, whilst the spider carrier interfaces to each output shaft using a clutch pack which gives the unit the ability to control torque distribution over and above the static torque distribution.

If one axle loses grip, different rotational speeds arise inside the differential which result in an increase in axial forces that force the clutch plates to close. Once closed, the output shaft is locked resulting in the diversion of the majority of the torque to the axle achieving better traction. In the Crown Gear differential up to 85% of torque can flow to the rear, and up to 70% of torque is can be diverted to the front axle.

The features of the Crown Gear differential provide the following benefits over the Torsen Type "C"

1. The ability to setup a more stable torque distribution, with full locking whereas the Torsen can only provide a torque distribution up to the Torque Bias Ratio i.e. the Crown Gear differential can lock fully, regardless of bias ratio. Unlike the Torsen, the Crown Gear differential doesn't operate like a limited slip differential and can operate, fully locked, with no traction on one output shaft.
2. Easier integration into control electronics allowing four-wheel electronic torque vectoring with or without the active rear sport differential
3. Considerable reduction in size and weight (at 4.8 kg, some 2 kg lighter than the Torsen Type C)

The net result of this advance in quattro is the ability of the vehicle electronics to fully manage the vehicle dynamics in all traction situations, whether in cornering, acceleration or braking or in any combination of these.