During "partial panel" flying, in what ways is a turn rate indicator more useful than a turn coordinator? This question deals with flying by reference to old-fashioned "steam gauges", not a modern "glass cockpit".

I recall hearing some pilots very experienced (ATP) pilots advocate for the older-style "turn rate indicator" (senses rotation about the aircraft's up/down axis) over the newer-style "turn coordinator" (senses rotation around an axis canted about 35 degrees from vertical, to sense roll as well as yaw.)  Specific reasons were given, but I don't recall them. In what ways is a turn rate indicator more useful than a turn coordinator, during "partial panel" flying (no working attitude indicator or heading indicator) in clouds?

The purpose of canting the gyro's axis of rotation to sense roll as well as yaw is to give an earlier warning to the first stages of a developing bank and turn, and in my experience this is indeed helpful, but apparently there are some drawbacks as well.
A turn coordinator's axis of rotation is tilted around 30 degrees and rotates in the opposite direction. Because of this, looping errror is reversed and it under-reads at more than 1g. This makes it essentially useless when recovering from an unusual attitude on instruments, which is one situation in which you can easily find yourself when flying partial-panel.

With a turn rate indicator the instrument will over-read when the pilot is pulling excess G's in a turn; all the pilot has to do is relax the backpressure on the stick or yoke to correct.