If you actually know what's inside the clutch-pack style LSD and analyse it you will recognise right away that it is a kludge of a design. If one wheel has no traction the locking effect is limited to the preload on the clutch pack. Power is lost to the spinning wheel.

(the effect of LSD preload can be determined by measuring the torque required to turn one wheel when raised off the ground. It's very, very low in our case.)

With better traction, the locking effect is subsequently improved as the clutches are compressed further by the diff spider assembly trying to "expand" under torque.

As traction is gained (by the wheel with the least traction) the tendancy to lock and therefore turn the wheel with better traction is improved. With good traction (and applying lots of power) you have effectivly a locked diff.

All this is the opposite of what you want.

The effect of oil friction modifiers is the same as in automatic transmissions. It's a "fix" to get around the grabby static friction characteristics of wet clutches. Deleting the modifier will make the clutches engage *slightly* better and is unlikely to cause chattering (on the X) as the preload is so low.

I've found the Xterra's LSD to work exactly as I expected.

Improvements to an LSD are tradionally made by adding clutch plates or by using stronger springs, both of which increase the preload only, which is what you what. The downside is possible chattering on corners.