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High or low stall torque converters provide opposite benefits and shortcomings. I'll try to answer generically -- but I'm prefacing that by suggesting that you really should try to match the stall speed specs for your car's AW-70, as no one knows your Volvo engine's needs better than the Volvo engineers that designed it.
However, we have to allow that they're compromising their design to accommodate typical (or average) drivers' needs. So, assuming that you've got some *special* purpose in mind, here's some advice.
If you have a high stall speed (i.e., rpm) converter, this generally means that you've got more slippage -- this allows you to pull away from a stop at a higher rpm that is closer to the peak torque band of the engine. In other words, faster off the line -- it may feel like (but isn't really) you've got additional torque multiplication or a lower first gear (again, not really). Do you race your Volvo (I say with a smile)? You would want this.
If you have a low stall speed, there is less splippage. When would you want this? Off-roaders prefer this when they're using "engine braking" to hold down their speed (while not using their brakes) while descending steep hills. I can't really think of a good reason for this in a Volvo. Maybe (and I'm only speculating wildly here) it might slightly improve highway mileage (driving at at a constant speed in high gear), like something the AW70L (lock-up torque converter) does much, much better (but isn't available for 240's).
If you're an ordinary owner, even an enthusiastic driver as well, I'd ask for the stall speeds of these T.C.s and then see what the standard Volvo T.C.'s stall speed is, and match it as close as you can.
Good luck.
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