Factory High Stall Converters

Yeah but hi-stalls compared to what?
318s often had stalls of 1800 or less.
Hi stalls were like 2200 to 2400.
>IDK what the 74 360 had for stall, but the longer stroke of the 360s is known to make torque, so it could, I say could, have just been something like a re-branded 340 convertor.
>But if you take a lo stall 318 TC and pump an extra 100 or more horsepower into it, it won't stall at the stock-rated rpm anymore.
>Same goes for any stock TC.

IMO-1;
with a 340 you have to be particularly careful, cuz as you cam it up, with no other changes, the low-rpm torque is likely to fall off. As low-rpm torque falls off, the TC gives up stall.
IMO-2
Smoggerteens too, because they start life with a sub 8/1 Compression ratio. So when you put a 340 cam into it, with no other changes, you automatically lose about 20psi CCP(Cranking Cylinder Pressure). If you install the 340 heads, and gain another 8cc or so of Total Chamber volume; it just gets worse. As low-rpm torque falls off, the TC gives up stall.
> In a given engine, the only way around loosing cylinder pressure on a cam change, is with a smaller total-chamber volume, and there are only about 4 ways to do that, maybe five, lol.