5.9L Cummins (1994-2007)
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
LUGGED STATOR RACES
BILLET BEARING CAP
2 YEAR WARRANTY
CONVERTER LOCKUP LINING IS NOT COVERED IN WARRANTY UNLESS THEY HAVE A GOEREND VB. WE DO NOT RECOMMEND A SINGLE DISC CONVERTER FOR MODIFIED TRUCKS. A single disc converter depends on the Valve Body pressure to lock the clutch tight. Converter Ballooning is caused by a valve body problem; converter ballooning is NOT warrantied unless you have OUR valve body.
The most versatile converter offered. It is 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 being made. 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:
Stock turbos from 0-11,000 foot elevation
2nd generation dodges (0-4,000 foot elevation) with stock to 58mm turbos
3rd generation dodges (0-4,000 foot elevation) with stock to 62mm turbos
Used for light to heavy towing. This converter stall is equivalent to a STOCK converter stall.
This converter works well with:
2nd generation dodges with 60-62mm turbos at 0-4,000 foot elevation
3rd generation dodges with 63-71mm turbos
0-4,000 foot elevation with 67-71mm turbos
0-11,000 foot elevation on 63-66mm turbos
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.
If you have questions on stalls, please call (563) 778-2719
TO SHIP TO ANY LOCATION OUTSIDE OF THE LOWER 48 STATES - PLEASE CALL FOR A QUOTE BEFORE PURCHASING. Fixed freight cost ONLY applies to UPS Ground Shipping. If you select anything other than ground freight on a converter order we will need to contact you to discuss availability & adjust freight amount. If you need a rush order, please call us to order! (563) 778-2719
Torque Converter Core Charge: The core that is returned to Goerend Transmission must be a usable core of the same model (i.e. if you are purchasing a converter for a 2006 truck - the core you send back MUST be from a 2006 truck), NO part of the core may be rusty, NO part of the core may be damaged in any way. IF any of these statements are true about your core, you may receive only a partial credit towards your core OR you may not receive any of your core deposit back. When we receive a usable core of the same model that has not been modified, the core charge will be refunded with a credit to your credit card. If you have any questions about what cores are accepted - please call us! The $350 core charge IS A DEPOSIT - not the price to keep your core. Click HERE to learn more about which types of cores are acceptable to send back to us.
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