Agree, and I’d love to have a technical bulletin on specifically how the system works, where does it get its inputs, what are the limitations and triggers on those inputs and what effect the different drive (traction) modes have on the limitations. This way it would be possible to modify the way you take on obstacles to avoid complete loss of available torque.
These systems have been around for a long time in aviation. Here they are commonly referred to as governors. Propeller torque especially is governed in turboprop engines. Over-torque and fail the prop-shaft and you come out of the sky (instead of being stuck on the side of the road). The airplane I currently fly has a maximum torque ability of 1800 ft/lbs but it governs the prop torque to 1012 ft/lbs maximum. It will allow 1350 ft/lbs if the prop is spinning at high rpm and airplane is over 140 KIAS. It also doesn’t give you the full amount on acceleration, allowing only 800 ft/lbs until the props reach full speed. All this is to protect the propeller gearbox and propshafts. Exactly the same as what’s happening in the GKN Renegade drivesystem.
Does the system work? How many reports of broken Renegade CV joints or prop-shaft joints have you heard? I’ve not heard a single one in this vehicle, but if you go to the Jeep CJ or any other older tech 4wd forum you will find countless posts on repairing/upgrading rear ends, transfer cases, CV and universal joints that are grenaded by too much torque. Same thing on hot rod builds, if your going to build the engine, first thing to upgrade is the rear differential.