Ok, on the issue of torque, let's get past anecdotes and into controlled testing. But first lets define torque: it is the "equal and opposite reaction" which applies a rolling force on the aircraft opposite the rotation of the prop. Torque does not cause yaw. The interaction of torque with other forces, and with pilot control inputs, may have the effect of causing the plane to yaw, but torque does not directly cause yaw. It causes roll. It should not be confused with slipstream, P-factor, Gyroscopic Precession, or Assymetric Drag, the other major forces acting on a high-performance aircraft at slow airspeeds.
So get in offline mode, grab a corsair on the runway with power at idle, and turn off the autopilot. Now apply full power and leave your hands off the controls. What happens?
I'll tell you what happened to me every single time. The plane veered off the runway to the left, until it reached a heading about 45 degrees off the runway centerline. At that point, it either smacked into a hangar, or the airspeed reached 120 and the plane gradually stopped yawing and flew straight.
Was it torque that caused the plane to veer? Nope. It was slipstream mostly. That also explains why it straightened out at 120 mph: the airflow over the rudder became strong enough to hold the aircraft straight. The torque may have indirectly contributed to the veer, but not directly.
Now take off in the corsair, get up to a few thousand feet, cut power, and slow it to stall speed. When you hear the stall horn sounding, but just before the nose or a wing drops, apply sudden full power. What happens?
I'll tell you what happened to me: the plane rolled hard left, every time. If I fought the roll with controls, the plane usually executed a half-roll and wound up inverted. If not, it executed a full roll. Once airspeed increased, the roll stopped.
You just saw proof of torque modeled in AH. It was also a standard training maneuver for new pilots in the P-51 and Corsair on their first flight (only they did it at a higher altitude). It was done to teach them respect for high torque, so they wouldn't apply sudden full power at slow airspeeds and low altitude, like on a go-around or low pass. An accidental half-roll at flare height would ruin your day.
So I don't see what the problem is with torque modeling. From what I can tell, it's there, and it's done well.
Excuse me if I sound condescending or explain stuff you already know well. I assume you know about 90% of what I just said. But there are lots of posters out there who don't understand aerodynamic forces, so my explanation is more for them.
