47/48RE Single Disc Converter

47/48RE Single Disc Converter

SKU:
GT SNGL TC 4748RE
Availability:
Shipped approximately 5-8 business days after order is placed.
$800.00
(1 review) Write a Review
Description

We design, manufacture, and build our converters as well as many of the internal converter components in-house from start to finish. This ensures that our dimensions are correct and will work with your transmission, and also ensures that you are in direct communication with the manufacturer. With over four decades of experience, we are able to answer all of your questions quickly and accurately. Our eight in-house CNC machines are used to manufacture our billet converter covers, billet clutch dampers, stators, stator caps, races, and other components in our converter builds. Our knowledge, equipment, and patented converter components allow us to build converters to match your truck’s specific needs, no matter if it’s used as a daily driver or a dedicated race truck.

  • DETAILS
  • FIT
  • STALLS
  • VIDEOS
  • Designed & Manufactured In-House
  • Tig Welded, Furnace Brazed & Silicon Bronze Reinforced Turbine
  • Proprietary Alto High Performance Multi-Disc Lockup Clutches
  • K-Factor & Torque Ratio Tested On In-House Dynamometer
  • Below 0.005 Blueprinted Runout Tolerances
  • Dual Torrington Bearing Stator Design
  • Multi-Bolt Pattern Billet Front Cover
  • Blueprinted Internal Clearances
  • Fully Pressurized & Leak Tested
  • Patented Fluid Flow Deflector
  • Computerized Robotic Welding
  • Billet Lockup Assembly Piston
  • 4140 Hardened Turbine Hub
  • 4140 Flanged Impeller Hub
  • Accurately Designed Pilot
  • Computerized Balancing
  • Lugged Stator Races
  • Billet Bearing Cap
  • 2 Year Warranty

VEHICLE MAKE

VEHICLE MODELS

VEHICLE YEARS

ENGINE TYPE

TRANSMISSION TYPE

DODGE

2500 - 3500

1994 - 2007

5.9L CUMMINS

47RH : 47RE : 48RE

15SS

The most versatile converter. Loose enough to spool most turbos, in most elevations and climates, while maximizing low end grunt and keeping the torque converter tight enough when the turbo lights and horsepower is created. This converter should go in trucks that tow and work hard. Approximately 200 - 400 RPM lower than a stock converter.

This converter works well with:
OE turbos at 0 - 11,000 ft elev.
2nd generation Dodge with OE - 58mm turbos at 0 - 4,000 ft elev.
3rd generation Dodge with OE - 62mm turbos at 0 - 4,000 ft elev.

K FACTOR: 85.4

TORQUE RATIO: 1.659

DA

This converter has similar attributes to both our 15SS and 17SS. While it tows like a 15SS, the DA will have a slightly higher stall speed than 17SS. The torque multiplication on the DA is higher than any of our other Dodge converters. This makes for a great all-around converter.

17SS

Used for light to heavy towing. This converter stall is equivalent to a stock converter stall.

This converter works well with:
2nd generation Dodge with 60 - 62mm turbos at 0 - 4,000 ft elev.
3rd generation Dodge with 63 - 71mm turbos.
67 - 71mm turbos at 0 - 4,000 ft elev.
63 - 66mm turbos at 0 - 11,000 ft elev.

K FACTOR: 100

TORQUE RATIO: 1.76

17-250

This converter will be approximately 300 RPM looser than stock. It is a higher stall to help get large turbos spooled. This stall is not recommended for towing.

K FACTOR: 127

TORQUE RATIO: 1.7

DETAILS

  • Designed & Manufactured In-House
  • Tig Welded, Furnace Brazed & Silicon Bronze Reinforced Turbine
  • Proprietary Alto High Performance Multi-Disc Lockup Clutches
  • K-Factor & Torque Ratio Tested On In-House Dynamometer
  • Below 0.005 Blueprinted Runout Tolerances
  • Dual Torrington Bearing Stator Design
  • Multi-Bolt Pattern Billet Front Cover
  • Blueprinted Internal Clearances
  • Fully Pressurized & Leak Tested
  • Patented Fluid Flow Deflector
  • Computerized Robotic Welding
  • Billet Lockup Assembly Piston
  • 4140 Hardened Turbine Hub
  • 4140 Flanged Impeller Hub
  • Accurately Designed Pilot
  • Computerized Balancing
  • Lugged Stator Races
  • Billet Bearing Cap
  • 2 Year Warranty

FIT

VEHICLE MAKE

VEHICLE MODELS

VEHICLE YEARS

ENGINE TYPE

TRANSMISSION TYPE

DODGE

2500 - 3500

1994 - 2007

5.9L CUMMINS

47RH : 47RE : 48RE

STALLS

15SS

The most versatile converter. Loose enough to spool most turbos, in most elevations and climates, while maximizing low end grunt and keeping the torque converter tight enough when the turbo lights and horsepower is created. This converter should go in trucks that tow and work hard. Approximately 200 - 400 RPM lower than a stock converter.

This converter works well with:
OE turbos at 0 - 11,000 ft elev.
2nd generation Dodge with OE - 58mm turbos at 0 - 4,000 ft elev.
3rd generation Dodge with OE - 62mm turbos at 0 - 4,000 ft elev.

K FACTOR: 85.4

TORQUE RATIO: 1.659

DA

This converter has similar attributes to both our 15SS and 17SS. While it tows like a 15SS, the DA will have a slightly higher stall speed than 17SS. The torque multiplication on the DA is higher than any of our other Dodge converters. This makes for a great all-around converter.

17SS

Used for light to heavy towing. This converter stall is equivalent to a stock converter stall.

This converter works well with:
2nd generation Dodge with 60 - 62mm turbos at 0 - 4,000 ft elev.
3rd generation Dodge with 63 - 71mm turbos.
67 - 71mm turbos at 0 - 4,000 ft elev.
63 - 66mm turbos at 0 - 11,000 ft elev.

K FACTOR: 100

TORQUE RATIO: 1.76

17-250

This converter will be approximately 300 RPM looser than stock. It is a higher stall to help get large turbos spooled. This stall is not recommended for towing.

K FACTOR: 127

TORQUE RATIO: 1.7

VIDEOS

To receive the full core deposit back, the core returned to Goerend Transmission must be an unmodified core of the same model of the purchased converter. (Year, Type, Etc.) No part of the core may be rusty/damaged in any way, or you may receive partial to no credit towards your core deposit. When a usable core has been received, the core charge will be refunded to your original form of payment. Call for any questions on what cores are accepted.

Reviews

  • 5
    Great Product for the money

    Posted by Brian Wilson on May 31st 2017

    Ive used single disc converters in builds where a billet input was not needed and have held all the power thrown at them with no isses. My 07 got a single 900/400 in it when I built the trans to test and see how it would hold towing and decent power. Holding roughly 550hp on the street and towing 20k and has not skipped a beat even while at a 500hp ish tune