The choice of friction material for drag racing depends on the power (torque, actually), the weight of the vehicle, and the gearing available. Consider the worst case of a heavy car without much First gear in the transmission (like a 2.66:1) nor in the rearend (say 3.27:1), that is equipped with a supercharged mountain motor on huge, sticky slicks. Dumping the clutch at 8,000 rpm will generate a ton of clutch slip before the car starts accelerating to the point at which the flywheel speed matches the input shaft speed on the transmission. In this application, a sintered-iron disc would likely be best.
At the other end of the spectrum, a light-weight car with lots of gear, limited traction, limited power, and a lower launch rpm won't put anywhere near as much energy into the clutch disc, so an organic disc could live a long and happy life in that application.
For applications in-between the two extremes, some choices have to be made based on all the information presented above.
This is a complete Long-style...
This is a complete Long-style adjustable clutch from McLeod. It's a 10.5-inch unit designed for Mustangs.
Having too much clutch can...
Having too much clutch can be a bad thing, too. A clutch setup that is too harsh can spell death for the rest of your driveline during abusive clutch engagements. Here's a small part of the author's "shelf of death."
The clutch features an aluminum...
The clutch features an aluminum pressure ring with a steel facing to contact the disc, which can be replaced as it wears.