Description
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 5R110W torque converter, the main factory components are the weak points. The impeller and turbine being made of thinner steel, and the lack of furnace brazing on the turbine, leaves these parts prone to breakage and catastrophic converter failures.
Rather than try to put a bandage on these weaknesses, Goerend sets the stock Ford torque converters aside and looked to the stronger, more reliable Allison 1000 torque converter. Using the Allison 1000 furnace brazed turbine and impeller, Goerend is able to produce the highest strength 5R110W torque converter.
Goerend Difference:
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- Designed and manufactured in-house from start to finish
- K-factor and torque ratio tested on in-house dynamometer
- Billet steel cover
- Made from steel forgings to reduce porosity
- Multi-bolt pattern
- Billet steel piston with complete damper assembly
- Insulates shock of crank pulses from rest of driveline
- Extends life of converter and transmission
- Made from steel forgings to reduce porosity
- Stator guaranteed to never break
- Designed to rotate better when going into coupling mode
- Creates a venturi effect to help torque multiplication
- Dual Torrington bearing stator design
- Lugged stator race prevents one-way roller clutch from so spinning out
- Patented internal design
- Insures lock up on computer and valve body signal
- Eliminates need to feather throttle to reach lock up
- Proprietary high-performance multi-disc lock up clutches
- TIG welded, furnace brazed, and silicon bronze reinforced turbine
- Below 0.005 blueprinted runout tolerances
- Blueprinted internal clearances
- Fully pressurized and leak tested
- Computerized robotic welding
- 4140 hardened turbine hub
- 4140 flanged impeller hub
- Accurately designed pilot
- Computerized balancing
5-Year Warranty is specifically limited to the torque converter purchased from Goerend. Warranty applies to any potential manufacturing defect inside the torque converter. Warranty does not cover any outside influences on the torque converter, or OEM stators. Warranty does not include loss of time, use, towing, installation, freight, or per diem damages. To transfer the warranty, invoice must be provided to Goerend. Warranty only valid through Goerend.
Stators are only as strong as their weakest link. Other aftermarket converter manufacturers may use a billet stator, but will also use the weak factory one-way roller clutch designed for stock horsepower applications. The stock factory inner and outer races that make up the one-way roller clutch can barely hold up to stock conditions and can easily crack or strip out in medium to high horsepower applications. When this happens, the stator will start to freewheel and the converter will lose all torque multiplication. A damaged stator race will also greatly reduce vehicle drivability.
Along with our billet aluminum stator found in all of our Ford converters, we utilize lugged outer races that will not strip out. Both the inner and outer races are wider and more substantial than OE to increase surface area and holding power, while preventing cracking failure. The steel outer ring is pinned to the stator, preventing it from being displaced and destroying the converter.
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.
5FBX: Will stall approximately 400 RPM above stock. The 5FBX enhances turbo spooling capabilities, making it particularly suitable for 60-68mm turbos that require higher RPM to reach efficiency. This stall will spool much faster than stock but will also couple harder, efficiently putting power to the ground. The 5FBX works well for trucks used for racing and spirited driving while maintaining good street manners relative to other higher stall converters.
Use With: Spirited driving vehicles with some street use.
Torque Ratio: 2.087
K-Factor: 113.6
5FBX10: Will stall approximately 250 RPM above stock. The 5FBX10 improves overall driving experience by reducing excessive engine RPM at cruising speeds. This stall couples efficiently in the mid range. A touch looser than stock when leaving from a stop, but couples much harder and efficiently once moving. The BX10 lowers cruising slip and has an improved towing feel.
Use With: Daily driving, and mid-duty towing.
Torque Ratio: 2.027
K-Factor: 105.9
5FAX: Will stall approximately 800 RPM above stock. The 5FAX is a high-stall torque converter. It’s designed strictly for racing and sled pulling applications. The 5FAX is suitable for vehicles with larger 69-80mm turbos and for situations where more engine RPM is required to get the turbo spooled. The 5FAX is extremly eay to spool up and helps trucks accelerate into boost.
Use With: Complete racing or sled pulling vehicles with large turbos and injectors.
Torque Ratio: 2.016
K-Factor: 135.2
| Weight | 100 lbs |
|---|---|
| Dimensions | 15 × 15 × 10 in |
| Stall Speed | 5FBX, 5FBX10, 5FAX |
| 5FBX | Will stall approximately 400 RPM above stock. |
| 5FBX10 | Will stall approximately 250 RPM above stock. |
| 5FAX | Will stall approximately 800 RPM above stock. |