For anyone that wants to learn about the physics of a drag race launch, I suggest going to Bill Shoeppe's website, http://www.shopeshop.org/contentsDrag.htm
When you read this site, resist the urge to jump to chapter XX that looks cool. You must start at the beginning and read through almost everything. If you don't, you aren't going to understand what he is talking about, since he teaches vehicle dynamics. Everything has a very precise meaning. If you jump ahead, you won't learn the precise meanings.
It is by far the best website on the subject that I have ever seen. The 2nd place websites have some good information, but then stick in a bunch of stuff that tries to rewrite the laws of physics and turns the site into junk.
Bill's website is very good, but not perfect. My biggest complaint is that he doesn't explain any of the basic relationships governing some of the forces and motions involved. Much of the stuff is plugged directly into a calculator so the user can calculate the resulting value, but they don't learn as much since the math is missing, they don't understand the underlying relationship. I assume this is because Bill expects that the reader will already know most of these very basic relationships and therefore the math involved.
A couple general things about a drag race launch. Most of this is covered on Bill's website, but I think it bears restatement since it is so important.
To get the most forward grip from the rear tires during launch, you need the maximum percentage of the vehicles weight on them and EACH tire should have the same weight on it. The first part is accomplished by getting the cg of the vehicle as high as possible and as far back as possible. The second part is usually accomplished by having very little front roll stiffness (soft springs, soft swaybar) and high rear roll stiffness (stiff swaybar). The result of this roll stiffness difference is that the driveshaft torque doesn't make the rear tire loads as much unequal as they would be with a normal roll stiffness distribution. More equal rear tire loads, equals more grip. More grip equals more potential for acceleration. Note that the term "weight transfer" didn't show up at all in the second part. This leads me to the second most important thing to consider.
If a drag racer uses the term "weight transfer" in a sentence, close your ears. The odds are better than 90% that the statement is false.
Shock and strut settings. Bill barely discusses these at all. Generally, you do want the front rebound to be set very soft and the front compression to be set somewhat stiff. The soft rebound setting does allow the engine torque to raise the front of the car higher since it is lifting less of the front unsprung weight, but only on a dynamic basis. The higher the cg of the car, the more weight is transferred to the rear tires. In general you want somewhat stiff front compression settings to keep the cg of the car high in the air. However, there are two problems with this. One, it increases air resistance. Two, it increases transient front roll stiffness, which causes more unequal rear tire loading and therefore reduced total grip.
Rear shock settings are more complicated. The rear shock must be set stiff enough to keep wheel hop from occurring. Whether wheel hop occurs is a function of the type of rear suspension, the amount and directions of compliance in it, the characteristics of the tire sidewall, the rear spring rate and the unsprung weight of the rear suspension. If you have wheel hop, you usually need to increase the compression damping. If your compression or rebound damping is too high, the engine torque will get delivered to the tires too quickly and then will start spinning. If you reduce the compression and rebound settings, the engine torque will be delivered to the tires more gradually. More of the initial torque impulse will go into compressing the suspension. The same applies for rear spring rate. The stiffer spring will increase the rate at which engine torque is delivered to the rear tires. Vehicles with small tires/limited traction and high engine power will need softer rear suspensions to slow the delivery of torque to the rear tires.