[RICK LAKE]

Big torque at low RPMs. Stroker motors, You can get away with this. It's when you drop into the 1,500 to 1,700 rpm range the the motor starts to lug. It's not on the camshaft rpm range yet. It is easier to let the motor run in the sweet spot of torque than push it to run below. IMO if you have to go down 2 gears to accell, there is too much gear ratio differents. As others have said, it's like going from 4th gear to 6th. I have a 6spd richmond with a 3.25 first gear and .68 6th gear. I run now 315/35 17" wheels and 3.31 gears. 1st gear is useless unless I am pulling stumps out of the back yard. Have to shift within 1/4second on accell. Reason for either dropping to a 3.08 or buying a new trans with 2.87 first gear. This is why 2nd gear in my trans is used to start out 95% of the time. Autocross, road race, even on street. You want a wide ratio trans to a certain point but not a large drop from 1 gear to another, like 1-1 to .64.
Another thing and not 100% sure on this, I hear this in my trans at highway speeds, The gears in the trans slapping on cruise, The motor lugs a little and the drivetrain starts to feel each compression of the motor and starts to lug or slap the gears in the trans case.
Last note, TKO has come along way from the t3550,tko5,and the other one. There have been failures and problems with 2nd gear. If the car is not abused, and the power ratings are low. This is a good trans. it's lighter than a toploader iron case and even Richmonds. The design of multi shafts is questionable with the gears trying to separate under loads. Tremec said that the tko500 is good for 500hp and 500torque. The $64,000.00 question is, this is not under constant load. Same applies for the TKO 600. More beef but same question. Richmond came out back in 97 with a 6 spd and said the rating was 450/450. And they are right on the money. I had 448 ft of tork and when hot the trans would not smooth shift like when beening cold. I tryed different fluids and got the same issues. This was driving hard. Normal cruising, no issues. I like the fact of this trans being a 2 shaft setup and not a 3 + shaft. More power, new trans. G-Force, went clutchless, not cheap. The plus power shifting no clutch. faster the shift better the car liked it. Rating 800+ hp and 1,000 ft of torque. Had checked 5 years ago, No damage everything was in perfact shape. ONly down side is it's cost, over 5k for just the trans, no shifter and 5th gear is 1-1. This setup needs to run a 3.07 ratio in the rear or 2.88 for a Jag. Down side is weakness off the 2.88 ratio with a small pinion and bearings. This rearend is rated at 400/400. Higher ratios is back to 450/450. With 30 spline stub shaft axles, you are back in the 600/600 range. Bottom line, everybody here has built their car different. 98% of the motors are happiest running in the 1,800 to 2,200 rpm range cruising. They are at the bottom of the torque band or just inside. Having the motor rev 200-300 more rpms will cost a little gas but allow you to take off and pass in high gear without hunting. The same applies for your normal car or truck you drive to work or trips, you find the sweet spot and it just cruises with out straining. This is on flat land. Good luck Rick. Ps My last motor and trans combo will be another stroker with a 4.375 crank. 498 cubes. Going to end with a super street richmond 5 spd and 3.08 ratio. Top speed, more than I will try. Will need to add a cooler for this setup for the trans. Last side note. Richmond is the same width or thinner than toploaders. TKO's are wider. IF your tunnels is narrow, getting air to cool the trans may be a problem. Last thing, I like the look of either a short straight shifter of the curved one. No a fan of the "Z" one. I do use this to race with because of seat location. Rick I added fans to my car for heat controll. 2 for the motor and 1 for the trans tunnel to move fresh air to the rearend. This helped stop brake fade and boiling the brake fluid. Same fluid also supplies to the clutch, common tank.