...those are all limited slip diffs, when turning one side is being allowed to slip via various means, clutch packs, racheting gears, bevel/cone type etc. All these are your general OEM posi's. When turning they are allowed to slip when poor traction results they lock up, very simple, these are the "operating principles" I was refering to.
That makes it much more clear. In very general terms, you might say that the goal of limited slip differentials is the same--transferring torque to the wheel with traction when one wheel starts to slip, while still allowing the outside wheel to travel faster than the inside one around curves in normal driving. However, your statements that I quoted directly (I don't think they were misquoted) was that "they all operate under the EXACT same principle" and that the "end result was the same". I thought that needed clarification, because even if YOU know that there are vast differences between the way "limited slip" is achieved, as well as differences in the resulting performance, someone reading those statements COULD get the impression that there are no differences. I think "operating principle" usually refers to HOW something works, not the general definition of what it does, and I wanted to make it clear that limited slip differentials work different ways and give different results depending on their basic design (or what I would call their "operating principle.")
True, clutch packs, racheting gears, bevel/cone type etc. may all be offered as OEM equipment, and they are all made to differentiate under normal driving and give varying degrees of torque transfer under conditions of one-wheel slippage. There may also be different manufactuers' designs of clutch types, different designs of racheting gear types, and different designs of bevel/cone types, BUT the different types themselves--what I would say involves their "operating principles"--are definitely different and they perform differently.
The TorSen uses a unique operating principle, and should be included with OEM types, as production V8 Camaros came equipped with these differentials starting in 1998. Viscous couplings are also used in OEM applications and they are "limited slip."
Since this thread was about questions regarding putting a "posi" in a truck, I think it's good that some discussion of the wide range of options has been presented. Personally, if I was seriously into off-roading, I'd consider TorSens front and back, or what has been referred to as 4x4x4. (I don't know if that's possible on our trucks, though.) With this setup, if ONE wheel front or back has traction, it can probably pull you out.

(This setup is "OEM" on the military Hummer--maybe available on civilian ones? Don't know much 'bout Hummers, couldn't afford one, or the gas.)