All TC's on cars/truck stall. That stalling is what "disconnects" the engine from the drive line when stopped in gear. The original high rpm converters were made for the race (drag) track and engines running big cams that had to idle say at 1500 RPMs. Small converters also slip more during acceleration and at speeds if they are the older type with no lock up.
On newer applications like a truck putting in a smaller diameter converter allows more slippage from a stop or when accelerating hard enough to disconnect the lockup. That allows the engine to rev faster which could be desirable in a true off road truck and some may even like that in a daily driver. But when you hit the point that a converter locks up they all spin at engine RPM so no advantage to top end. Thing of it is just because the engine winds up faster don't mean that the vehicle is accelating faster if it's slipping too much.
Now knowing that a TC is a liquid coupling between the engine and tranny and has to have a certain amount of slipage to work too much spilage on a daily driver or work truck is bad. That slipage creates heat and heat is one of the biggest killers of auto trannies. Thats why when the came out with the lock up converters and better coolers in most cases they about doubled the life of the tranny.
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Today's Featured Article - A Lifetime of David Brown Tractors - by Samuel Kennedy. I was born in 1950 and reared on my family�s 100 acre farm. It was a fairly typical Northern Ireland farm where the main enterprise was dairying but some pigs, poultry and sheep were also kept. Potatoes were grown for sale and oats were grown to be used for cattle and horse feeding. Up to about 1958 the dairy cows were fed hay with some turnips and after that grass silage was the main winter feed. That same year was the last in which flax was grown on the farm. Flax provided the fibre which w
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