ABSOLUTELY NOT if it's a correctly built converter (notice caps). Your question is usually an inaccurate statement made by the uniformed.
I see an enormous amount of discussion on forums such as this about stall speed. Stall speed is almost unimportant except when launching - and how often are you guys concerned about launching? I'll say most of us are concerned about 'drive-ability' and how the car reacts when you 'stand on it'. The term most pertinent is 'flash stall'. This is where the converter locks from a rolling WOT pull.
I'll reference my build and the AMAZING job done by FTI spec'ing my converter. The stall speed that they sold me was 2800 and the spec was referenced as a '2800 stall 9.5" billet converter with lock up for a 200-4R'. It 'dead stalls' from a stationary take off around 2700-2800 rpms, but it 'flash stalls' to 3700-3900 rpms. Our motor, cam, turbo, gears, tire size, etc, make max torque very near 4K rpms. So when driving if I stand on it the motor will rev to the flash stall (and build about 3-5psi on the way to the flash) and lock. Around 4100-4300 the turbo will be at 10-11psi and it feels seamless from converter lock up to full boost. Shift between 6200-6600 and hold the @%$# on.
With the street tires, 275/50R17, rolling roasty smokies are great fun 🙂🙂n
PontiacGP, this will cruise from 2000-2800 'locked up' with no converter slip from 65-80mph.It is sluggish on light throttle take-offs until around 1700-2000, but it makes the low rpm shifts somewhat smoother on a harsh shifting transmission.
I don't want to say that FTI is better than any other TC company, but they took the time to read my motor specs, wants and wishes AND then CALLED ME to discuss. We have a free re-stall coming, but I'm not going to need it as far as I'm concerned because they hit it on the first try.