See if this makes sense.
When it comes to clutching and helix angles on the M sleds you have to remember because of the DD the secondary is load sensing so hp doesn't make as much difference. So rather than saying you should be able to pull more its more on the lines of how fast can you spin the track and someone like me at 6' 6" and 210lbs can get more transpher putting more load on the track, thats the reason for m8 and m1000's running the same helix. Then move to the rpm peak and drop. What it feels like to me is the secondary spring is stiff and on high hp selds when you punch it the primary engages and forces the secondary to open but has so much pop that it sling shots the secondary into an over shift, with the secondary in to high of gear (shifted out to far) it tries to backshift but with the weights and pull of the primary it wont let go for the secondary to backshift in turn dropping rpm. So how do you get the secondary to not over react, either less weight in the primary or a lesser angle on the helix (you could increase spring pressure but I think the orange secondary spring is already to stiff). I also think the slp 44/36 is to steep on the bottom for tight low speed riding, I think a 42 or 40 start will give a little better on off throttle response and slow down the sling shot effect. Being my weight, I think after about 45mph if I was in a 36* or less down to 34* would work the best. the steeper starting angle is a great out of the whole method, but a stock m8 will beat a mod m1000 because the m1000 can't find traction, so you don't really need it. (the sling shot is also going to be increased with heaver weights and springs in the primary)
Now with that said anyone running a shift assist it is going to double the sling shot effect, thus the reason I think the Shift assist can be a negative, with the washers it gives the clutch a more consistent load sensing on the top and bottom (less chance of a sling shot because of friction), but in mid shift and downshift I think the shift assist seems to be better as it reacts quicker. I also think when the shift assist is at max track speed it helps create a downshift load with the help of the orange spring that it wants to backshift all the time rather than hold speed or upshift. So this idea has me looking at a rkt secondary pretty hard, it could eliminate the problem of the stiff spring and have better shifting all together and the ability to adjust and set it up for rider style. Or have a helix made to use the old m7 style adjuster for the spring tension - but that could still cause shifting to be better or worse top and bottom.