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.
The Goerend 4FBD stall is excellent for stock to 600+ HP trucks & works with a large range of applications from towing and street performance to daily driving. Stall Speed is approximate & will vary based on engine torque.
The Goerend 5FBD stall is excellent for stock to 600+ HP trucks & works with a large range of applications from towing and street performance to daily driving. Stall Speed is approximate & will vary based on engine torque.
The chart below shows the K factor and torque ratios as related to our converter stalls. Below is how to interpret the K-Factor and Torque Ratio numbers: The lower the k factor number the better the converter will couple, the higher the k factor number the easier it will spool up. The torque ratio number is the torque multiplication number – i.e. if you have a 1.85 TR, for every 100 lbs of input torque the converter will deliver 185 lbs of output torque (this is at a 0 speed ratio or at converter stall ). This ratio will go down as the speed ratio goes up.
ENGINE MODIFICATIONS WILL DIRECTLY AFFECT STALL SPEED. IF YOU ARE CONSIDERING PURCHASING A K CONVERTER, PLEASE CALL IN TO DISCUSS YOUR APPLICATION & K-FACTOR.
|G BILLET STATOR||1800-1900 RPM||95||1.8|
|X BILLET STATOR||1800-1900 RPM||93||1.93|
|E BILLET STATOR||1800-2200 RPM||98||1.8|
|C STOCK STATOR||1900-2200 RPM||99||1.8|
|DK BILLET STATOR||1900-2200 RPM||98||1.88|
|R BILLET STATOR||2000-2200 RPM||101||1.85|
|B STOCK STATOR||2300-2500 RPM||110||2.0|
|K BILLET STATOR||2500-2700 RPM||-||1.65|
|J BILLET STATOR||2700-3000 RPM||113.5||1.94|
|AR BILLET STATOR||3200-3400 RPM||132||1.4|
Stall Speeds listed above are approximate & will vary based on engine torque - there is additional information to help you determine which converter would be best for your truck BELOW - if you have questions on which stall to order, please call us at (563) 778-2719. In the future we will be adding more information and are more than happy to explain the differences should you ask.
Allison converters that are ordered with a stock stator should NOT be used for sled pulling, boosted launches, towing, or drag racing. The stock stator is made from aluminum which becomes soft at high temperatures and may cause the stator to break, therefore completely ruining the converter. If you plan on doing any sled pulling, boosted launches, towing or drag racing, you must upgrade to a billet stator to avoid any possible damage.