Not a good solution either. A larger tire on one side of the axle means the differential is slowly turning basically 100% of the time. For an open differential this is pretty meaningless. The problem occurs when you have a limited slip differential, particularly the viscous coupled design.
The percentage of time that the differential turns in normal situations with equal size tires is much less, only when going around corners. Most of the time your car is going in a fairly straight line so little to no differential motion is occurring.
All of this discussion is only relevant if there is a notable difference in tire circumference on a vehicle with limited slip type differentials.
I have a couple dead viscous couplers from my center differential on my car. From drag racing. On launch, the weight transfer causes the rear wheels to bite harder than the fronts which try to spin. The viscous limited slip tries to still direct some power to the rears though but in doing so suffers some abuse. After a few dozen passes, the viscous unit is pretty well of cooked.
Understand that this is a drivetrain that was designed around a 195HP engine. Last time I had the car on the dyno it was 430HP at the wheels so something around 500 at the crank. So not a weakness as designed. The really fast guys replace the viscous coupler with a solid one, but I use my car on the street still and a locked center diff is a PITA normal driving.
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