Differential action is a whole course in mechanical engineering.
But the gist of it is, if all four tires are pointed straight ahead, on an even surface with equal traction it's a 4X. Whenever your turning a corner the outside tire turns more times than the inside (front and rear) and the bias for the differential is to the side with the most revolutions (or the tire that turns with the least resistance). Which is most times a good thing, except when you want maximum acceleration or traction.
Applying the brakes moderatly (and progressively) can help force a portion of the bias to the tire turning fewer revolutions (or with the most traction). Getting the a tire spinning or the entire drivetrain and suddenly catching traction (or braking hard) or decelrating it quickly and a whole bunch of kinetic enenrgy comes to a sudden stop (or slowdown). Something has got to give.
Turning the steering wheel right and left (moderatly) can also help with traction.
Got to remember differential action is dynamic and is changing all the time.
A limited slip will force a ratio of torque to the tire with the most traction (or the fwest revolutions).
Also got to remember, the engineers designed the whole thing for an open differntial and/or a limited slip. Excess torque (or a large portion of it) is gonna be dumped to the tire with the least traction. When it's suddenly dumped to the tire (or axle) with the most traction, things break. In the real world the axles/tires are rarely turning at the same rate and the differential action, acts like a fuse to dump excess torque.
Guys spend years, building a drivetrain without a weak link and rarley succeed.
Even a 2X four wheel drive is better than a 1X 2 wheel drive.