Captain reported multiple systems failures and weather caused a go around and a divert to a precautionary landing.

Narrative

During a flight to ZZZ we were discussing landing options; knowing it was going to be a windy approach. Our preference was a flaps 22 landing; but due to the fact the runways are short in ZZZ (possibilities on this day were [Runway] XX or XX) we decided on a flaps 45 landing for safer landing performance numbers. We also preferred and requested to land on Runway XX; however the Approach Controller said they were using [Runway] XX. We continued on our planned route to ZZZ1; then vectors to the RNAV to XX. As we descended the turbulence increased; on final approach we encountered moderate with some severe turbulence. With the sudden severe turbulence encountered the approach became unstable and a go-around was initiated. During the normal process of the go-around we were working with ATC and coming up with our next steps when suddenly PFD 1; MFD 2; FMS 1; NAV 1; RMU 1; RAD ALT; AND ACARS all failed. We exchanged control of the aircraft so I could manage the situation; the QRH was then followed which did not resolve the issues; this all happened while still working with ATC. With building issues we decided to divert to ZZZ2. Also; noting FOB and multiple failures we declared minimal fuel believing if we continued on the planned route we would be in a much worse; unsafe position. Priority handling was received and we were quickly vectored to Runway XXR for a safe landing in ZZZ2. Also; the severe turbulence on final did cause a brief 1 to 2 second flap 45 overspeed to 150 knots.Knowing the sometimes difficult approaches that weather and physical geography have ZZZ flights; a filed alternate on every flight would provide a good safety barrier. Furthermore; it appears that ZZZ2 to ZZZ often is a tanker route; therefore no additional fuel would be needed to provide this option. I see this safety barrier as being similar to how; at night; a straight in instrument approach is required.