Hi folks...
I am constantly running into people that are buying cheap "JUNK" converters and end up disappointed in the long run. I was hoping I could provide a little bit of information so that people could be a little more educated when they buy a converter. Here goes...
Picture #1. This is a STOCK GM 4 cylinder converter out of a Chevy Cavalier.

Picture #2. I have gone through the trouble of cutting it open so you can see inside. On the left you see the front cover. It is the cover that actually bolts up to the motor. It has a smooth surface on the inside for the lockup clutch to ride on. If you notice, the lockup clutch is actually rather small. It is about 3/4' wide with a small overall diameter.

Picture #3. This is a picture of a TCI cheap converter. This is the type of converter people keep using because of their low price, yet later end up paying quite a bit more because the converter takes a dump and takes out the transmission. That was the case with this particular converter.

Picture #4. From this angle you can get a better look. The converter is actually a stock GM converter with an ADAPTER RING welded on the front. This ring is so that a 4 cylinder converter is able to bolt up to an 8 cylinder engine. They also replace the pilot and the hub to match the needs op the 8 cylinder engine. This adapter ring is the very first indication that you have bought a junk converter.

Picture #5. I went ahead and cut this converter open as well. As you can see, it WAS the same lockup clutch that you find on the GM stock 4 cylinder converter. This lockup clutch works great in a 120hp Cavalier or Pontiac Sunbird that weighs 2500lbs. It just doesn't hold up well in 400+ horsepower GTO's, Corvettes, and F-bodies that weigh considerably more. Notice how the lockup clutch is destroyed. It has also wiped out the surface on the front cover where the lockup clutch applies. Guess where the lockup clutch is? You guessed it... In the transmission, clogging up the filter and causing transmission failure. (Which is exactly what happened to the poor guy that owned this converter.)

Picture #6. A closer look at the destroyed lockup clutch.

Picture 7. A closer look at the destroyed converter cover and lockup surface.

Picture #8. Now a look at a little bit pricier converter. This one is a Precision Industries Vigilante converter. (That's obvious just by the color.) Notice that there is no adapter ring on the front cover. The front cover is machined from a solid piece of billet. It is thicker and stronger than the stock cover and will not flex.

Picture #9. Now let's look inside... First, notice the cover on the left. The billet cover has a nice WIDE area for the lockup clutch to ride. Not that thin area provided by the stock converter. The part in the middle is the lockup clutch. See the difference? MUCH bigger. It is bigger in diameter and it is bigger in width. The amount of surface area is enormous compared to the TCI. This lockup clutch can take a TON of abuse unlike the 4 cylinder ones. And, if by chance you like to lock up your converter on wide open throttle runs, Precision Industries supplies multi disc clutches for even more holding potential.

Picture #10. This is a picture of the TCI lockup clutch next to the Vigilante clutch. Which one do you prefer?

In this post I have not mentioned Stall, or STR's or anything else. Can a cheap TCI converter get you a good 60 foot? Absolutely. It's not just about track times, it's about longevity.
So, when you think you're saving money by buying a $400 converter. Think again. You will cost yourself much more in the long run. If you can't afford a better part. Wait... Save up for a couple more months. Buy the good part and you'll be happier in the end. Nothing is more disappointing than breaking down.
I hope this post helps someone out there. It took a while to prepare, I hope someone benefits from it.