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Thumbnail Filmstrip of 6.0 | 6.4 Powerstroke 5R110 Triple Disc Converter Goerend FTC-5FBD Images
Most diesel torque converters may look the same on the outside, but it’s what’s on the inside that counts! Here at Goerend Transmission, we pride ourselves in the quality of our high-performance torque converters. Some of the first steps of designing new products is by identifying the weak points and problem areas of the existing parts and figuring out how to improve and fix them. In the case of the Ford 4R100 and 5R110 torque converters, the main factory components are the weak points. With the impellers and turbines being made of thinner steel (than other diesel converters), and the lack of furnace brazing on the turbines, it leaves these parts prone to breakage and catastrophic converter failures. So, rather than try to put a bandage on these weaknesses, we set the stock ford converters aside and looked to the stronger, more reliable Allison 1000 torque converter. With our ability to design and manufacturer our parts in house, we have made this idea into reality and can produce the highest strength 4R100 and 5R110 billet cover triple disc torque converters in the market. Using the Allison 1000 furnace brazed turbine and impeller with our custom, 5-axle machined billet stators in the middle, we offer a variety of different stall speeds to fit your application. Another custom feature our billet stators offer is a lugged outer race for the one-way roller clutch so it will not spin out and leave drivers stranded, unlike the OE outer race. Look no further for a true upgrade to your 4R100 or 5R110.
We design the 5R110 converter components here at Goerend Transmission, and also manufacture them from start to finish using our eight in-house CNC machines. This ensures accuracte dimensions that work with your transmission. This also means you are communicating directly to the manufacturer, which is very rare in this industry, and allows us to answer all questions quickly and accurately. We build our billet front covers and clutch pistons from steel forgings, greatly reducing any chance of porosity. Our stators are designed to rotate better when going into coupling mode, as well as assist torque multiplication and are guaranteed to never break. Our patented internal design insures that the torque converter clutch will lock up on the computer and valve body’s signal. 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.
Features:
- Designed & Manufactured In-House
- Tig Welded, Furnace Brazed & Silicon Bronze Reinforced Turbine
- Propietary Alto High Performance Multi-Disc Lockup Clutches
- K-Factor & Torque Ratio Tested On In-House Dynamometer
- Below 0.005 Bluprinted Runout Tolerances
- Billet Stator Guaranteed To Never Break
- Dual Torrington Bearing Stator Design
- Multi-Bolt Pattern Billet Front Cover
- Bluprinted 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
- Accuratly Designed Pilot
- Computerized Balancing
- Lugged Stator Races
- Billet Bearing Cap
- Five-Year Limited Infinite Mileage Warranty
Note: An extreme clutch is recommended for drag racing and and sled pulling applications, or in 1,000+ HP vehicles. Extreme clutch converters may extend build time by 2-3 business days.
Core Return:
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.
Most diesel torque converters may look the same on the outside, but it’s what’s on the inside that counts! Here at Goerend Transmission, we pride ourselves in the quality of our high-performance torque converters. Some of the first steps of designing new products is by identifying the weak points and problem areas of the existing parts and figuring out how to improve and fix them. In the case of the Ford 4R100 and 5R110 torque converters, the main factory components are the weak points. With the impellers and turbines being made of thinner steel (than other diesel converters), and the lack of furnace brazing on the turbines, it leaves these parts prone to breakage and catastrophic converter failures. So, rather than try to put a bandage on these weaknesses, we set the stock ford converters aside and looked to the stronger, more reliable Allison 1000 torque converter. With our ability to design and manufacturer our parts in house, we have made this idea into reality and can produce the highest strength 4R100 and 5R110 billet cover triple disc torque converters in the market. Using the Allison 1000 furnace brazed turbine and impeller with our custom, 5-axle machined billet stator[...]
Most diesel torque converters may look the same on the outside, but it’s what’s on the inside that counts! Here at Goerend Transmission, we pride ourselves in the quality of our high-performance torque converters. Some of the first steps of designing new products is by identifying the weak points and problem areas of the existing parts and figuring out how to improve and fix them. In the case of the Ford 4R100 and 5R110 torque converters, the main factory components are the weak points. With the impellers and turbines being made of thinner steel (than other diesel converters), and the lack of furnace brazing on the turbines, it leaves these parts prone to breakage and catastrophic converter failures. So, rather than try to put a bandage on these weaknesses, we set the stock ford converters aside and looked to the stronger, more reliable Allison 1000 torque converter. With our ability to design and manufacturer our parts in house, we have made this idea into reality and can produce the highest strength 4R100 and 5R110 billet cover triple disc torque converters in the market. Using the Allison 1000 furnace brazed turbine and impeller with our custom, 5-axle machined billet stators in the middle, we offer a variety of different stall speeds to fit your application. Another custom feature our billet stators offer is a lugged outer race for the one-way roller clutch so it will not spin out and leave drivers stranded, unlike the OE outer race. Look no further for a true upgrade to your 4R100 or 5R110.
We design the 5R110 converter components here at Goerend Transmission, and also manufacture them from start to finish using our eight in-house CNC machines. This ensures accuracte dimensions that work with your transmission. This also means you are communicating directly to the manufacturer, which is very rare in this industry, and allows us to answer all questions quickly and accurately. We build our billet front covers and clutch pistons from steel forgings, greatly reducing any chance of porosity. Our stators are designed to rotate better when going into coupling mode, as well as assist torque multiplication and are guaranteed to never break. Our patented internal design insures that the torque converter clutch will lock up on the computer and valve body’s signal. 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.
Features:
- Designed & Manufactured In-House
- Tig Welded, Furnace Brazed & Silicon Bronze Reinforced Turbine
- Propietary Alto High Performance Multi-Disc Lockup Clutches
- K-Factor & Torque Ratio Tested On In-House Dynamometer
- Below 0.005 Bluprinted Runout Tolerances
- Billet Stator Guaranteed To Never Break
- Dual Torrington Bearing Stator Design
- Multi-Bolt Pattern Billet Front Cover
- Bluprinted 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
- Accuratly Designed Pilot
- Computerized Balancing
- Lugged Stator Races
- Billet Bearing Cap
- Five-Year Limited Infinite Mileage Warranty
Note: An extreme clutch is recommended for drag racing and and sled pulling applications, or in 1,000+ HP vehicles. Extreme clutch converters may extend build time by 2-3 business days.
Core Return:
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.
Stalls
We are the only aftermarket torque converter manufacturer that has the equipment capable of testing for converter input torque, output torque, and dynamic torque. This data is critical in determining the stall speed, K-factor, and torque ratio of a given converter. This means we are the only manufacturer that can accurately give you this data for their torque converters, not just a guesswork figure based on incomplete data.
Our posted stall speeds are based on stock vehicles with an input torque of 500 lb•ft. Engine and other vehicle modifications will directly affect stall speed, including true, flash, and breakaway stall speed. All stall speeds are tested using our in-house dynamometer at a 0.0 speed ratio. All stall speeds, K-factors, and torque ratios are based on this 0.0 speed ratio.
Stall Speed: True stall speed is tested by putting the vehicle in drive and holding the throttle wide open while simultaneously holding the brake, so the vehicle remains stationary. When this happens, the torque converter will stall the engine at a certain RPM. When stalled, the engine will not be able to increase RPM until the vehicle is allowed to move. At this RPM, a true full stall is achieved. Do not test for true stall, as it can damage transmission shafts and overheat the torque converter. We have specialized equipment we use to perform this test. The stall speed of a converter is always dependent on engine torque.
Speed Ratio: A converter’s speed ratio can be calculated using the given RPM of a converter’s impeller and turbine. Speed ratio can be found using a simple equation. TURBINE RPM ÷ IMPELLER RPM = SPEED RATIO.
If a converter’s impeller is rotating at 2500 RPM, while its turbine is rotating at 1800 RPM, we would know the converter’s current speed ratio was 0.72. When the vehicle gets up to speed and the lock up clutch engages, the engine and impeller RPM will match the RPM of the turbine, resulting in a speed ratio of 1.0.
Torque Ratio: This number represents torque multiplication. For example, if a converter has a torque ratio of 1.8, then for every 100 lbs of input torque, the converter will deliver 180 lbs of output torque. The higher the torque ratio is, the better the vehicle’s towing ability will be. One way to think of it is to think of a vehicle slowly driving over a street curb. The higher the torque ratio is, the easier it will be to jump the curb.
K-Factor: K-factor is a mathematical equation used to calculate torque converter performance. A dynamometer that can read both input torque and output torque is used to determine K-factor. The K-factor can be found using a simple equation. ENGINE RPM ÷ √INPUT TORQUE = K-FACTOR.
This equation can also be used to find the stall speed. If a vehicle has an input torque of 500 lb•ft, its square root of input torque would be 22.36. If multiplied by a K-factor of 100, the vehicle’s stall speed would be 2236 RPM. Using the same torque converter, with a K-factor of 100, but changing the engine to produce 600 lb•ft of torque, the vehicle’s stall speed would be 2449 RPM. The equation would now read as: √600 × 100 = 2449. A general rule of thumb is to remember that the higher the K-factor is, the higher the engine RPM will be.
Proposition 65 Warning Information -
P65Warnings.ca.gov
Fits: 6.0 Powerstroke 2003-2007
Fits: 6.0 Powerstroke 2003-2007
Fits: 6.0|6.4 Powerstroke 2003-2010
Fits: 6.0|6.4 Powerstroke 2003-2010
Fits: 6.0 Powerstroke 2003-2007