I haven't used the other springs.
I learned there is a lot more low end performance by the mods I have listed in my signature, and I do my own work so I don't have to pay $$$ to someone else to change my set-up.
What I learned from several others that tried the stall springs is the stall springs cause more wear to the wet clutch system and are harder on the axles.
I ride across mountains and fast streams and can easily be 75 miles from the truck, so I found more reliable ways to add snap to the grizzly low end performance.
I spend more time in the garage getting the right set-up installed before a ride so I don't have a long walk across the mountains from parts failure and here is an example;
from the front,
and from the back,
then this was at 13,000 ft., I was able to roll the grizz onto the rear tires next to the edge without concern for the axles.
My set-up relies on the lower stock stall springs for wet clutch engagement at the lowest engine r.p.m. so there is no hard hit when the power comes on.
With the higher pulley ration the torque is multiplies so I can use high gear when others shift to low.
This is a video running the Wall on Poughkeepsie Gulch. The video is several minutes but the important part of running the wall unaided is the first couple minutes.
This run took me several years of practice with a winch hooked up top to determine the best line and how to hit the rocks without falling to the bottom.
Notice the speed at the bottom of the upper level. Then notice when I stopped with the front tires hung on over the top edge, the grizz was in two wheel drive. I didn't want torque steer to twist the grizz around half way up, so the best way to that was not to use the front drive.
Listen to the engine sound and how little I needed the throttle. That was from the low engine torque being magnified to what I needed, but the true benefit of the magnified torque is the throttle control in touchy situations.
The throttle control and benefit from the magnification is seen once I get the front end engaged to diff lock to crawl over the top edge. Notice how easily I could spin all 4 with very little throttle and engine noise.
If you have read this far there is something else many haven't learned, and that is there is a lot of pressure from torque to the belt, and for this reason I decided to be easy with the system, or no more abusive than required.
To show what the belt goes through here is a video of the belt turning with the transmission in park. Notice the distortion as the belt is pulled around the secondary. I feel a hard hitting wet clutch is just asking for problems, but if you ride in a park near the truck, your conditions may not be an important factor in set-up design.