Fluidampr® – Sport Compact Engine performance upgrades increase the naturally occurring characteristics of harmful crankshaft torsional vibrations. By installing a Fluidampr viscous damper you will reduce wear on the main bearings and timing gear, achieve more accurate valvetrain operation and lower the risk of crank failure. Unlike rubber based dampers, Fluidampr automatically adapts to your modifications, then continuously self-tunes in real time to optimum damping at both peak levels and across a broad changing frequency range. As the engine revs up, torsional vibration suspends the inertia ring and reduces its weight felt on the crankshaft. Measured as rotating weight, this effect helps maintain quick revs while preserving optimum dampening. Must have for instant protection against turbo and NOS power surges. Features precision machined and computer balanced components. Never needs to be tuned or rebuilt. SFI Approved. Made 100% in the U.S.A. ISO Certified.
Fluidampr Engine Dampers are designed to control destructive vibrations which are transfered thru the crankshaft.
Each time the air/fuel mixture inside a cylinder is ignited, the combustion that occurs creates a torque spike that is applied to the crankshaft through the piston and rod. This torque spike is so severe that it not only turns the crankshaft, it actually twists the crankshaft ahead of its normal rotation and then the crankshaft rebounds. This twisting action is known as torsional vibration. When these torque spikes and forces get into phase with the natural frequency, critical torsional harmonic vibrations occur and can be seriously destructive to the bearings and the crankshaft. Dampers are designed to control those destructive vibrations.
Critical harmonic vibrations occur numerous times in a engine’s operating range. Stock rubber and elastomer-type dampers are frequency sensitive “tuned absorbers”, and work at only one critical frequency. In the case of a stock rubber damper, it is tuned for a factory engine’s critical harmonic vibrations. If you change the mass of pistons, rods, or the crankshaft, you change the natural frequency of the crankshaft assembly; therefore, the stock damper is no longer tuned to the new frequency of vibration, and you may be headed for early failure of expensive engine components. Dampers also create heat while they work, and rubber is a poor dissipator of heat. This heat and the exposure to the elements deteriorates rubber, causing it to crack and change durometer, which then leads to inertia ring slippage, damper failure, uncontrolled torsional vibration, and costly engine parts breakage.