It is about the magnitude of variation in torque, particularly in proportion to the total output, and not just the total torque output. You will also notice that the springs in the clutch plate protect the drivetrain from the clutchplate onwards, and in anycase, they are purely sprung, and not damped. The DMF, as well as furthering the efforts of the clutch plate springs, is also able to protect the crankshaft by reducing the fluctuating torsional loadings that would be incurred if the crank was just connected directly to a heavy flywheel. The DMF also has a damping element, to stop the sprung part of the flywheel from getting into resonance, and also allows the various resonant frequencies of the crank to be tuned away from the operating speeds of the engine.
And yes, a torquey engine will probably have a higher magnitude of torque variation, particularly diesels which tend to produce more torque and so must have pistons pushing down onto the crank with more force, but this is not a given. A low power engine (particularly the current crop of three cylinder units about today) can still have a relatively large variation, especially when you take it into proportion against the total output, and so they will benefit from a DMF. At the end of the day, DMFs mainly came about with an aim to improving NVH levels, irrespective of engine power.