Factory High Stall Converters

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Skip Carden

Skip Carden

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In a recent post Duster Daddy mentioned a Factory High Stall used on the 1974 Duster 360 can anyone give me any info on this? Also was there a high stall available for the 340 and if so what was the stall??
Skip
 
I found this in my files. Probably picked it up from FABO........Lol like most things!

Screenshot_2020-10-16 Factory Torque-Converters ~ Stall-Rate.png
 
Skip Carden said:
In a recent post Duster Daddy mentioned a Factory High Stall used on the 1974 Duster 360 can anyone give me any info on this? Also was there a high stall available for the 340 and if so what was the stall??
Skip
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There is no such thing as a factory high stall converter.
 
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.
 
Here is a 5.2M factory power curve;
power-318-gif.gif

Notice the beer-keg torque curve; you won't get that shape with any other factory SBM. But that's not the point. Look at the power down in the range of 1800 to 2800.
At 1800, it looks to be about 90hp,
by 2400, the power is up to say 130hp,
and by 2800 it looks like 155hp
That is all made by the odd-looking torque curve, but the story is similar for a none beer-keg engine;
namely; How much power do you need at take-off? On a streeter the question changes to, "how far do you wanna smoke your tires"?
I'll take the 2800 if you don't mind, and if it spins too much.......that's what a tunable Air-Valve Secondary carb is for....... right? lol.
Take a survey among streeters ask; is it better to have a lil too much power on take off, or a lil not enough..... lol.
That's why I have a clutch, and a 750 DP carb ......... dial-a smoke.
 
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Not to be a dick, but I recommend Y'all check out the 1970 Swinger 340 with the 727 Automatic and it's factory stall speed. I have one.
 
I thought the hi-stalls were for the 360 'Dobas with the 2.45 rears and the slant vans? I had one once. There was a sticker on it that said "Hi-Stall" IIRC....
 
Rat Bastid said:
There is no such thing as a factory high stall converter.
Click to expand...
That's complete and utter nonsense. All of the factory high stall converters are stamped "Hi Stall" right on the housing. I've seen a lot of them. Just like the chart above reads, the factory high stall converters were "about" 1000 RPM over stock. I don't know where your information comes from, but it's incorrect.
 
I have a 340/727 behind my 71 Dart. With all the paperwork I got with the car nowhere does it say what stall is in it. Is there a way to find out without pulling the transmission? Everything was rebuilt a couple of years ago by the previous owner.
 
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From Chapter 8 in the highlighted book:

Interestingly, the 1969 340 and 383 converters were the same part number and they had factory-rated stall speeds of 2250 to 2450 RPM and 2350 to 2650 RPM respectively; the HEMI® with the same basic converter had a rated stall speed of 2650 to 2850 RPM. This again shows how the same converter (same K-factor) acts very differently depending upon input torque.


One publication states that the common factory 11.75” converters have a K-factor of 115K and the 10.75” converter used in the 383 4 BBL, 340 4 BBL, and 426 HEMI® 2-4 BBL was a 135K. The 340 and 383 and HEMI® all had rated stall speeds around 2400 RPM. However, other publications state that a 145K rating relates to a converter that has a 1900 to 2100 RPM stall speed, a 166K is 2250 to 2350 RPM, and a 175K is in the range of a 2400 to 2500 RPM rated stall speed. Clearly, there are a lot of K-factors and stall speeds differences. Fortunately, if you have the torque curve for your engine, and a K-factor for various converters, you can calculate and compare converters to determine how your vehicle will respond.

61M4V2ulnCL._AC_US218_.jpg
 
RustyRatRod said:
That's complete and utter nonsense. All of the factory high stall converters are stamped "Hi Stall" right on the housing. I've seen a lot of them. Just like the chart above reads, the factory high stall converters were "about" 1000 RPM over stock. I don't know where your information comes from, but it's incorrect.
Click to expand...

2600-2800 isn’t high stall, especially today. Chrysler can call it what they want, but anything under 3k is just a warmed up stocker. No reason to even mess with factory converters today. So chrysler can call it what they want, but that isn’t high stall. How long is a rope? Same difference.
 
VOETOM said:
From Chapter 8 in the highlighted book:

Interestingly, the 1969 340 and 383 converters were the same part number and they had factory-rated stall speeds of 2250 to 2450 RPM and 2350 to 2650 RPM respectively; the HEMI® with the same basic converter had a rated stall speed of 2650 to 2850 RPM. This again shows how the same converter (same K-factor) acts very differently depending upon input torque.


One publication states that the common factory 11.75” converters have a K-factor of 115K and the 10.75” converter used in the 383 4 BBL, 340 4 BBL, and 426 HEMI® 2-4 BBL was a 135K. The 340 and 383 and HEMI® all had rated stall speeds around 2400 RPM. However, other publications state that a 145K rating relates to a converter that has a 1900 to 2100 RPM stall speed, a 166K is 2250 to 2350 RPM, and a 175K is in the range of a 2400 to 2500 RPM rated stall speed. Clearly, there are a lot of K-factors and stall speeds differences. Fortunately, if you have the torque curve for your engine, and a K-factor for various converters, you can calculate and compare converters to determine how your vehicle will respond.

View attachment 1715808894
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This was to my point. The same converter behind a different torque curve will produce different results. An 11.75 inch case isn’t a high stall anything. Maybe in 1970 certainly not today.
 
Rat Bastid said:
2600-2800 isn’t high stall, especially today. Chrysler can call it what they want, but anything under 3k is just a warmed up stocker. No reason to even mess with factory converters today. So chrysler can call it what they want, but that isn’t high stall. How long is a rope? Same difference.
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Chrysler used at least three different converter ratings through the years. There was the standard stall which was generally from 1200-about 1800, there was the factory high stall, which stalled "about" 1000 RPM higher and there was also a factory low stall for trucks. I've seen and held all three in my hand.

Just because you may not necessarily be of the opinion that Chrysler didn't offer something, let's not spew incorrect information for members that might not know what the actual reality was, ok?

Read Tom Hand's post #11 above. He is a noted Torqueflite authority and author of the book he pictured. I believe he would know.
 
Rat Bastid said:
This was to my point. The same converter behind a different torque curve will produce different results. An 11.75 inch case isn’t a high stall anything. Maybe in 1970 certainly not today.
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But saying Chrysler never offered a high stall is anything but correct. They were stamped "Hi Stall" and had different part numbers indicating such. They were the factory's performance converters.
 
I sold a 400 charger with a factory high stall to a kid years ago. He came back later all pissed of cause some jackass told him there was no such thing. Same guy took that nice running car and had it running like a total bucket of **** and the stall speed went away.
 
RustyRatRod said:
But saying Chrysler never offered a high stall is anything but correct. They were stamped "Hi Stall" and had different part numbers indicating such. They were the factory's performance converters.
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I could stamp “hi stall” on the 318 converter that is heading to the scrap yard next week but still means nothing.
 
I have a "175K" convertor in my 904 as we speak. I never knew the stall speed because you dont sell them like that unless you know te torque of your motor, then they can sell you a 4500 rpm stall. But put that same convertor behind a 273 and itll stall way lower. Same goes for the 440 running a Hillman or Symca convertor (or whatever the small Chrysler corp trans used) except the other way. That little convertor will stall much higher behind more torque.
 
pishta said:
I have a "175K" convertor in my 904 as we speak. I never knew the stall speed because you dont sell them like that unless you know te torque of your motor, then they can sell you a 4500 rpm stall. But put that same convertor behind a 273 and itll stall way lower. Same goes for the 440 running a Hillman or Symca convertor (or whatever the small Chrysler corp trans used) except the other way. That little convertor will stall much higher behind more torque.
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I always thought it was funny as hell the Chevy guys that put Vega converters behind their hot small blocks and even big blocks thinkin they were the hot ticket. I personally have seen the results layin in a steaming pile of metal and trans fluid on the street. lol
 
Rat Bastid said:
I could stamp “hi stall” on the 318 converter that is heading to the scrap yard next week but still means nothing.
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Go stamp stupid on your forehead since you still don't get the point.
 
Where can one purchase these random "stamps"?..But try installing a low stall in place of a high stall in a low geared truck...and be prepared to have your head snapped off..Having a trans that operates unsatisfactorily is an irritation; weather it be from a mismatched converter or improper shift points/firmness.
 
RustyRatRod said:
Go stamp stupid on your forehead since you still don't get the point.
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I made my point and you don’t get it. It’s 2022. What Chrysler did in 1970 means nothing. No one should ever use an 11.75 casein anything today. Get your head on straight and think for once.
 
Rat Bastid said:
I made my point and you don’t get it. It’s 2022. What Chrysler did in 1970 means nothing. No one should ever use an 11.75 casein anything today. Get your head on straight and think for once.
Click to expand...
If "what Chrysler did in 1970 means nothing", then no one should ever call a 340 a performance engine because it only made 275 hp. A lowly base model v6 makes more than that now. AFAIK, the factory hi stalls were all 10.75 units. None were 11.75. Sure, the stall on a factory HS converter may have not been very high. Even so, I would imagine the 340 cars would have been rather doggy on the bottom without it.
 
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