Although what others have stated below, at least in tractor applications, is correct, your thinking on a few things isn't too far off the beaten path, especially on using the "shock absorbing" devices between the drivetrain and the wheels. On dirt track stock cars, there have been available for at least three decades now some devices that basically bolt between the axle shaft and the hub that have rubber in them that are intended to "cushion" the torque applied to the rear wheels to prevent them from breaking traction as easily when accelerating on a slick track. That said, most of the fastest guys don't use 'em anymore, just one more thing to go wrong.
One other related thing though, is that in dirt racing, when the track slicks off, most people go to a lower(higher numerically) rearend gear. This is in applications that already have more power than the track will take so the fact that the engine produces less power at less RPM's isn't a factor here. The theory there is that with a higher gear, once the tires DO break traction, they'll spin much faster and it'll be harder to back off the throttle to the point where they gain traction again. So, a lower ratio(higher numerically) gear is used to help prevent that sudden traction loss and help make it more controllable when it does happen.
None of that racing stuff much applies to your question as related to tractors, just thought I'd put the info up for consideration.
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Today's Featured Article - The Cletrac General GG and the BF Avery A - A Bit of History - by Mike Ballash. This article is a summary of what I have gathered up from various sources on the Gletrac General GG and the B. F. Avery model A tractors. I am quite sure that most of it is accurate. The General GG was made by the Cleveland Tractor Company (Cletrac) of Cleveland, Ohio. Originally the company was called the Cleveland Motor Plow Company which began in 1912, then the Cleveland Tractor Company (1917) and finally Cletrac.
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