There's other wacky things the offset 3 link will do. In one wheel bump, the left wheel going over that bump won't rotate the rear-end housing, the right wheel going over that bump will. In itself, this is not a big deal. But it also means that if your springs and shocks and antiroll bar (if present) are not either mounted to the (symmetrical) lower trailing link, or transfer force directly in line with it (attachment points on the axle are directly above or below the trailing link attachment point to the axle), and these points are not in line (above/below) with the centerline of the axle housing, it will have a different effective spring rate / shock rate / antiroll bar rate when measured at the wheel.
The asymmetrical effect on what happens when the rear brakes are applied has already been mentioned, and there is no way around that, although hopefully the brake bias of the vehicle keeps most of that on the front.
To me, this seems like one of those things that might be of some benefit in the first fraction of a second after a hard drag-race-style launch but a liability all the time after that.
The S197 Mustang uses a 3 link but the upper one is in the middle - no attempt to cancel driveshaft torque.
Did some digging ... I knew I had seen an old car that came with an offset 3-link as original equipment ... and I found it. It was the GM X-framed full-size cars from the late fifties to the mid sixties. Here is the best pic that I found of the rear suspension setup.
http://www.xframechevy.com/wp-content/u ... rame-4.jpg
Note that they put the upper link on the right side. I'm not sure, but I think the spring perches are on the lower trailling links, and the attachment points for those links on the axle are pretty much straight underneath the axle. The down angle of that upper link (and the panhard rod) probably is not a good indicator of what position the link is in at nominal ride height. I don't know if GM was thinking about driveshaft torque cancellation back then.
