Goerend designs and manufactures torque converter components from start to finish using eight in-house CNC machines. This ensures accurate dimensions that will work with your transmission. This also means you're communicating directly to the manufacturer, which is very rare in this industry, and allows for your questions to be answered quickly and accurately. Goerend builds billet front covers and clutch pistons from steel forgings, greatly reducing any chance of porosity. Goerend stators are designed to rotate better when going into coupling mode, as well as assist torque multiplication. Our stators are guaranteed to never break and create a venturi effect to help torque multiplication. The patented internal design of Goerend torque converters insures that the torque converter clutch will lock up on the computer and valve body’s signal. No more feathering the throttle to get the converter clutch to lock up. Our knowledge, equipment, and patented converter components allow us to build the converter to match your needs, no matter if you use it as a daily driver or a dedicated race truck. Click here for an explanation on single and multi-disc converters.
Our SXD Triple Disc Converter has been specifically designed to pair with the Sonnax Big Input Shaft, which is the ultimate solution to prevent input shaft spline-twist and breakage in high torque applications. This kit's input shaft is 35% stronger at both the spline portion of the shaft and the sealing ring/cross-hole area of the shaft compared to the best 300M 23-spline shafts. The larger sealing ring and cross-hole area requires a custom stator/pump cover assembly. The custom stator assembly features standard tube splines made of high-strength steel, improved retention in stator body, matched pump porting and special rubber seals to eliminate oil leakage between cover and pump body, and comes with special lube modifications.
The longer direct (front) clutch hub portion of the shaft has longer splines that allows for one extra (OE-thickness) direct friction plate when used with included thinner billet aluminum direct piston, all while keeping OE-thickness steels, backing plate, OE waved retaining ring and OE clutch clearances.
Some common aftermarket modifications designed to include extra clutches require reduced steel thickness and decrease the heat absorption capacity of the clutch pack, others reduce clearance and eliminate the waved retaining ring, which contributes to excess 2-3 shift overlap. The Sonnax kit avoids these problems by increasing the number of frictions from five to six, adding to the steel mass of the clutch pack and maintaining the OE thickness backing plate and clearances for the optimum combination of increased capacity and durability.