One needs to understand where the torque spikes that kill a transmission actually come from. It's usually not the engine's torque alone that kills a transmission, the culprit is often a mis-matched clutch that draws far more torque than the engine actually produces. For example if you stick a 800ftlb clutch behind a 500ftlb engine, when you dump that clutch the input shaft is going to see 800ftlbs if it doesn't break something or spin the tires first. Doesn't matter that the engine is only making 500ftlbs, that 800ftlb clutch is going to draw an additional 300ftlbs of inertia out of the engine's rotating assy before it begins to slip.

Here's a graph showing evidence of that additional torque being pulled out of an engine's rotating assy.
Red is engine rpm
Blue is accel G
Green is driveshaft rpm



Notice that all the highest points of the Accel "G" trace occur while the engine's rotating assy is losing rpm. But as soon as the clutch stops pulling engine the down and engine rpm begins to climb, that G trace then drops like a rock as now engine torque alone is now accelerating the car.

An engine's entire rotating assy (crankshaft/flywheel/pressure plate/balancer/etc) is one big flywheel style energy storage device. You must put energy into it to speed it up, you must take energy out of it to slow it down. While engine rpm is climbing, engine torque alone is accelerating the car. When you see the clutch pulling the engine rpm down against WOT, it's because that clutch is drawing more torque than the engine is actually producing.

Grant