From what I've read, on a relatively low-torque engine on a road set-up suspension, probably not noticable, but higher torque engines with stiff suspension may be more inclined to some torque-induced effects..
"Have both driveshafts of the equal length by using an intermediate shaft (or "lay shaft") on one side of the transmission. This is already implemented on most modern cars.[3] When the driveshafts have different length and excessive torque is applied, the longer half shaft flexes more than the shorter one. However, this is a short term transient effect. To avoid fatigue failure, the amount of drive shaft torsional deflection must necessarily be small. Effects due to one wheel spinning more slowly than the other are usually negligible. Equal lengths of the driveshafts, in the case of no asymmetric suspension deflection due to roll or bump, keep the drive shaft angles equal. The main component of torque steer occurs when the torques in the driveshaft and the hub are summed vectorially, giving a resultant torque vector around the steering pivot axis (kingpin). These torques can be substantial, and in the case of shafts making equal angles to the hub shafts, will oppose one another at the steering rack, and so will cancel. These torques are strongly influenced by the position of the driveshaft universal joint (CV joint) in relation to the steering axis, however due to other requirements such as achieving a small or negative scrub radius an optimum solution is not generally possible with simple suspension configurations such as Macpherson strut."
"Rear-wheel-drive vehicles still are affected by torque steer in the sense that any of the above situations will still apply a steering moment to the car (though from the rear wheels instead of the front). However, the torque-steer effect at the rear wheels will not send any torque response back through the steering column, so the driver will not have to fight the steering wheel."
Surely, if the diff isn't central to the car then anything else is a bodge anyway?
