O.E.M. dual-stator torque converters

What is the O.E.M. dual-stator torque converter advantage...?
I presume a better torque multiplication but, is there some other reasoning behind it...?

It seems they would NEED a clutch in order for any "lock-up" to be present.

Maybe a dual-stator setup does a much better job than a single-stator (from 2 slightly different stator fin angles working together???) of directing the fluid flow/direction more efficiently (as the impeller & turbine halves get closer & closer to rotating at the same speed). Maybe it might help the converter's/computer's designated mechanical/friction lock-up point happen more efficiently.

Quick search got this:

With application of the lock-up clutch in the torque converter (TC), fuel economy is not much determined by its high-speed ratio transmission efficiency. As a benefit, more researches are focused on its low-speed ratio performance so as to improve vehicle gradeability and launching acceleration performance. According to the results of computational fluid dynamics (CFD) analysis, hydrodynamic loss inside the stator cascade accounts for 42% of the total energy loss at stalling speed ratio. It is found that upstream flow with large impingement angle results in boundary layer separation at the leading edge, which aggregates hydrodynamic loss and decreases circular flow rate dramatically at low-speed ratio. In this paper, a dual-blade stator is proposed to suppress the boundary layer separation, which is parameterized by using the non-uniform rational B spline (NURBS) method. The mean camber line and blade profile curve are expressed by a three control points quadratic open NURBS and a cubic closed one respectively. The key design parameters included the slot width and suction side shape of the primary blade are analyzed. The most effective slot width is found to be between 4% and 8% chord length, and the boundary layer separation can be suppressed completely by decreasing distribution of momentum moment at the primary blade and adding it to the leading edge of the secondary blade. As a result, circular flow rate and impeller torque capacity is increased by 17.9% and 9.6% respectively at stalling speed ratio, meanwhile, low-speed ratio efficiency is also improved. Maximum efficiency at high-speed ratio decreases by 0.5%, which can be ignored as the work of lock-up clutch. This research focuses on using the dual-blade stator to optimize low-speed ratio performance of the TC, which is benefit to vehicle power performance.

That sounds like it's from the lab that bought out the turbo-encabulator.