I have no doubts.

I've been trying to do this street/strip stick car deal for over 25 years with my Savoy and the closest I have ever got was with an adjustable clutch. The street type drag radial would hit hard then release then hit again and I didn't have a good enough shock to keep it planted through the 60'
If you had a "good" double adjustable shock on the front and back and a "good" adjustable clutch with an iron disc you MIGHT have a chance at making it work. Now you will have about 5 grand in a clutch and suspension just to run a radial on the back

There is no setup that will do both drag and street effectively on any tire but you are really swimming upstream trying to do it on a radial.

I have a picture somewhere in my old computer where I actually have 3 wheels off the ground on the hit at Norwalk. That was before I put a single adjustable on it and that helped keep the tire on the ground at the hit but the car still would come unglued downtrack on the gear changes.

Good luck with the quest

I finally gave up on the radials and keep my M/T ET drags for the track and S/R radials for street driving.

Gus

Question; I read that the radials break loose on the shift? Would an rpm limiter hooked to the clutch linkage help by killing power for the shift?
My guess is if the limiter acts fast enough, it should. There must be a way to skin this cat that works,,,,,,,,,,,,,,,,,,,,,

lol!

Hemi-it is, Scott Smith Harms; Think of a Clutch tamer on the same lines as a screen door piston. Internal pressure release can be changed with a simple turn of an adjusting screw. They are a universal fit. Very simple, excellent idea to control the launch. The problem that I see is that dropping the clutch pedal on the launch is a completely different set of circumstances than upshifting during the run. The timeframe that is necessary for a gear change is not the same as the time frame to get a car to move from a dead stop. The Clutch Tamer release time is consistent during the run. My opinion is that it would be too long between shifts and might prematurely burn out the clutch on a high hp car. And if using a clutchless trans, there is no cushion for the trans on the gear shifts if not using an adjustable clutch.

The ClutchTamer gives you a way to control the pulldown rate of the engine, basically how fast the clutch pulls down engine rpm.

Here's a graph of a ClutchTamer launch with clutchless shifts, notice the difference in pulldown rate between launch with the ClutchTamer and the shifts without. There's adsolutely no wheelspeed after a 7100rpm launch, very radial friendly...



This was using a G101a, Ram diaphragm PP and Ram 900 series disc. The class doesn't allow radials (sealed engine class), so the little wheelspeed spikes after the shifts were not a problem for the slicks he was running.

If he were running radials, either more delay or a tap of the clutch pedal would have eliminated wheelspeed after the shifts as well. Not a problem for those using the clutch pedal to shift, they do it automatically.

Grant

How well does the Clutchtamer work with trannys that the clutch is used on each gear change?

This is an Erpm graph from a different car/class, showing a ClutchTamer pass on radials just stabbing the clutch to shift (not bouncing the pedal off the stop), also using a single disc/diaphragm setup...



Notice that engine rpm is dragged down after the shift at a much slower rate than the clutchless shift graph posted earlier. When rpm gets dragged straight down quickly, that indicates a near instant release of inertia energy which almost always knocks the tires loose. ClutchTamer spreads that energy release out over a longer time frame to reduce it's intensity, which helps keep radials hooked. If the clutch pedal had been bounced off the stop on the shifts, pulldown rate after the shift would have been softer and more like the launch.

Grant

In the black Racepak clutchless shift graph above, launch engagement was softened by the ClutchTamer and engine rpm was pulled down by the clutch at a rate of 2490 rpm per second. The 1/2 shift was not softened much by the ClutchTamer, and that same clutch pulled engine rpm down at the rate of 12,626 rpm per second. Thats over 5x the intensity of energy release. Easy to see how tires get knocked loose on the shifts, also easy to see why softening the shifts is an important part of sticking radials.

Grant

Here's a comparison of two nearly identical back-to-back runs with zero wheelspin during launch. The blue pass has less clutch delay and bogs to 4622 rpm at .728 sec into the run. The yellow pass has an additional turn of delay added to the ClutchTamer adjustment. The added delay raised the bog rpm to 5202, and it reached the top of 1st gear 0.089 sec quicker. The added delay also slightly reduced the wheelspeed spikes after the shifts, which improved net power overall to the point where the yellow pass reached the same driveshaft rpm 0.502 quicker at the top of high gear.



Notice that the car gains rpm at the same rates on both passes. The improvements come on the parts of the graph where the engine is losing rpm, which are basically controlled by the clutch.

Grant