torque converter question

Yup already talked to Ken, and a couple of/6 truck guys at the/6 forum, for what has worked for them and what hasn't.
The exhaust manifold that is going onto that engine I've already opened up to match the flange gasket. I was surprised at how off center the outlet was before I did so. I talked to you about the manifold mod around the same time you originally put it up here, we must have been reading minds as I was working on doing just that to 2 of them, at the same time, as you put it out here on the forum//the 1st of which went onto my son's slant 6 truck when I super 6'd that one, and the one that will wind up on my own slanted truck engine.
As far as knowing if mine is a lockup or not, I have never had the engine or trans out yet. I know about the end of the input shaft differences but thanks. I just haven't crossed that bridge on my truck yet, is all. Never know what someone else knows until you say something. As far as most trucks having 3.73-4.10, all of my 70s and 80s 1/2 tons have been in your "prairie gears" category my 3/4 and my dually were 3.55-4.10. my 90s trucks (mostly Dakotas with 1 ram 1500 in the mix) were all 3.55 except for my 1, 4wd dakota/ that one is 3.91.
I'm not planning on an OD swap anytime soon so the 3.21 stays in my d150. I'd like to find a 3.21 gear set for the 8-1/4 in my B body Sport Fury.

Thanks for all the info but seems like everyone is skirting my original questions from my OP.
Still looking for some answers to what I put in up there.
More so on a 904-998-999 than 727s that I have had, but among stock and "rebuilder's special" converters, I knew when a car had a factory hi stall because in 1st gear "parking lot speed" the hi stall versions were always "whinier" than the factory low stall versions. How much difference was there in stall speed between low and hi stall from the factory?
I haven't had a Mopar performance catalog in some years now but the last couple I had listed converters according to a k factor.
Stall speed has always been about as much of a black art to me as trying to decipher camshaft specs and what a change here or there would do for me, as it was even before they came up with that idea. The k factor seemed to confuse things even more.

And Rusty I thought I'd sent you a pm a couple weeks ago, you had posted to someone looking for a stock slant cam that you had a spare or more that you could help them out with. I'd asked if you had more than one, and how much you'd wanted for one. I'm stuck between 2 ideas for my engine build. I plan to send my stocker off to Ken at oregon cams to be ground into that #819 for my "plan A build" and was thinking of sending in a 2nd one to be turned in to a cam more suitable for my plan b idea (which is a home brew junkyard turbo slant) maybe it didn't come thru?
But now that I think about it, Ken wants something like $130-some for the 819 on a brand new blank.... Maybe better to keep my original for plan b, and just order a brand new 819 vs paying you for your spare plus paying shipping 2x, once from you to me then from here to Oregon?