I run the Hossier 30x9 radial slick with a trans brake and on a well prepped track I have no issues. I have to believe Im hitting the tire just as hard as a stick car leaving art 3600 rpm. I will say that on a marginal track they are junk. I fought with them for the first month of the season racing at my local track(which in the heat is very marginal for a small slick car). I tried chassis adjustments and tire psi with no real improvement. I switched to a M/T bias ply slick and my spinning issues went away. I'm putting them back on for MMW @ Norwalk and Im confident that they will be consistent and fast. Ive got a log book full of time slips and notes of what i tried with the radial slick. And I can without doubt say they are faster than a bias slick and with the same confidence I can say the are terrible on a marginal prepped track(even at my low power level...lol) This picture is from last fall at KilKare raceway...a well prepped track and the air was really good, on this launch the 2 step was set at 3600 and the slick psi was 21 lbs.

If you're breaking parts with the stick, you need to make something slip.
Either the clutch, or the tires, or both.
Something has to give...... If it isn't the clutch or the tires, it's going to be something in the drivetrain.

It would be expensive and illegal for bracket racing at some tracks, but a slew rate function on a Digital 7 ignition box might work with radials? There is always another way to skin a cat if you really want to,,,,,,,,,,,

The problem with pulling power to hook the tire is that you suffer all of the rpm drop that a tight clutch gives you when you dead hook. Now the engine has to spend more time pulling from a lower rpm. Not only is the engine producing less power at lower rpm, but some of that power is being siphoned off to accelerate the rotating assy while you gain that lost rpm back.

Another way to look at it- any flat spots in power production just increases the time it takes to produce the energy required to complete the run. Sure slipping a clutch is wasting some power, but the engine spinning at a higher rpm produces more than enough additional power to make up for the added clutch slip. Clutch slip also reduces the time that you spend accelerating the rotating assy.