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Got it.
Torsen never locks up but it also biases torque immediately. The torque bias line is straight. Clutch type torque transfer line has two slopes, shallow until lock up and steep after lockup.
We have the same understanding of the differences, at least I think we do.
We differ about the friction and heat aspects.
Torsen themselves, and Quaife, and Eaton all claim no internal wear occurs when their diffs are operating. The key is to appreciate just how little gear tooth sliding is actually going on and anynthat us occurs at low face loads and low speeds. The hypoid bevel pinion gear is making much more heat, has very high tooth loads and a lot of continuous gear face sliding. There's nothing going on in the differential gears of a Torsen that can come close to the heat loading delivered by the pinion engaging and driving the crown gear.
We may have to just agree to disagree on this point about different tire sizes presenting an unusual wear risk to the Torsen type diff. If the manufacturers of the devices themselves do not warn against this that is conclusive enough for me. As I have previously said, there is nothing going on inside a Torsen that can generate significant additional heat from either differentiating or torque biasing. That is not true of clutch type which generate a lot of heat until they actually lock, at ehich time they can no longer differentiate. Viscous couplings, which are speed sensitive as you say, can quickly be damaged by forced differentiation. However, generally speaking other components first bear the brunt of a heated up viscous coupling because they can cease differentiating, one of the main drawbacks. Eventually the heat buckles the drive plates inside the coupling.
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