goerend

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goerend

Postby Firstgen1 » Thu May 14, 2009 1:43 pm

does any body use goerend converters, what is the stall speed of the 650 dollar one and 900 dolar one

how muchpower can they hold
1993 w250 pin ground, 3 turns on fuel screw, starwheel maxed, custom intake,4in exhaust, guages, 16cm housing, piston lift pump, dtt converter, shiftkit, 35 psi of boost
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Postby peobryant » Thu May 14, 2009 2:36 pm

I can't tell you on the stall speed, but Goerend says that with just one of his converters, the tranny can take around 325-350rwhp, which is a huge improvement over stock.

I'd give him a call. He is hard to get ahold of, but it's worth it. The $650 converter comes with a lifetime warranty I believe.
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1991 Dodge Ram D350, Cummins Turbo Diesel, A518
1972 Mercedes-Benz 220D, OM615 Diesel, 4 Speed Manual
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Postby Begle1 » Thu May 14, 2009 4:09 pm

A transmission isn't going to be able to take any more horsepower with a new converter; the new converter is going to load down the engine more, and that will make more power. But, the added power is going to actually put more of a load on the transmission and make it more likely to break.

It will cause less heat to be made, so it might help the transmission live longer while towing or during any long, extended activity.


That said, my Goerend converter loads down the engine around 1800-2000 RPM. That's with around 600 ft lbs.
1990 D-250 Regular Cab: Tweaked injection pump, built transmission, a cataclysmic charlie foxtrot of electronics, the most intense street-ran water injection system in the country, and some more unique stuff.
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Postby peobryant » Thu May 14, 2009 5:30 pm

Maybe I should've said can make around 325-350rwhp. I don't think that is possible with the stock converter, without a whole lot of work at least.

Anyone know how much a stock transmission can take before something fails?
Parker
1991 Dodge Ram D350, Cummins Turbo Diesel, A518
1972 Mercedes-Benz 220D, OM615 Diesel, 4 Speed Manual
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Postby Richie O » Thu May 14, 2009 5:44 pm

I broke the bands in mine at stock levels. Stock setups can sure bust stuff too. :D
1989 W250 727, 3.07 L/S, S300, P/S Intercooler, Stans exaust, Pump adjustments, 127k miles,297 hp
1993 W250 extended cab, rag, 4.10 l/s, 6x16's, HTT 62/71/14 piston l/p, Isspro EV series tach, fuel pressure, boost, oil pres, water temp, volt, pryo, 132k/ 301 hp
1992 W250 with NV4500, 3.54's, 16cm 60mm GDS H1C, ground stock cone, Isspro tach, pryo, boost, fuel pressure, slow, rusty, dented,180k
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Postby Crossy's son » Fri May 15, 2009 7:27 pm

I'm told the weak link in a torqueflite is the bands... Thats why when you buy older dodge trucks (like gassers) some times they don't have reverse... because the bands break.

I know a shift kit helps a 518 alot. Transgo knows their stuff when it comes to torque flites.
91.5 W250 5 speed, 500k miles, 3.54's, Powr-Lok, 4" Str8 Exhaust , Egt/Boost on pillar, 435 Injectors, Borgeson Steering shaft, HX35/12wg, 4" lift on 35's, dyno 5/18/13 302hp/792 tq

90 D250 727 3.07's 227k miles
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