The SI's limited slip differential is of the mechanical Helical type, so it is always active... You mostly have to be careful about not overpowering it while turning when the coefficient of friction between tires and road is lower, as you will break traction on both front wheels simultaneously.
Helical:
Will lock and apply equal rotational speed to both wheels
Will distribute torque to both wheels, however not 50/50 – depending on type of ratios
Locking on throttle but requires both wheels to be on the ground
Helical LSDs uses gears and not clutch packs, hence do not require servicing or anything to be replaced. Maintenance would be similar to an open differential
Often helical differentials react much quicker than viscous LSDs and do not fade with use as they use gears
Great overall type of LSD but very limited aftermarket choices
Advantages of a LSD
Controlled launches, as both wheels are spinning the same rate, reducing the chances of excessive torque steer (FWD) on power
No single spinning wheel as torque is equally distributed, thus same rotational speed is applied
Power output around corners more predictable, instead of having one wheel turning excessively quick. The car will however appear to be very hard to control to the inexperienced driver as it will understeer (FWD) easily when traction is lost across both wheels
Disadvantages of a LSD
Increased tyre wear
Lose ability to turn a tight corner on throttle without wheel hop or chattering as one wheel will naturally cover a greater circumference than the other
A LSD is almost always preferred in any sort of driving where your ultimate goal is to maintain traction, whether that's snow, at the racetrack, autocross etc.
Well, now you've nailed it.
It's not the LSD that's a "problem" in snow (or any other low-traction condition), it's the VSA.
It can be turned off (as per page 472 of the on-line Owner's Manual)