Fluidampr Harmonic Fluid Dampers Made in U.S.A.

KLM stocks a complete line of Fluidampr Harmonic fluid damper products. To check pricing, please visit the Fluidampr Harmonic fluid damper section in the KLM Store.

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.

Fluidampr Products and Fluidampr FAQs:

• Why Use Fluidampr?
• Fluidampr for Cummins
• Fluidampr Powerstroke
• Fluidampr for Duramax
• Fluidampr FAQs

Rubber vs. Silicone Fluid

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.

If your damper looks like this...	You need one of these...
It's important for the damper on your diesel engine to function properly . If your damper looks like this, you need to replace it before major damage occurs. Stock elastomeric dampers have a short life span and do not control torsional vibrations at all RPM's. The rubber rings in stock dampers deteriorate. Fluidampr offers a superior performance that lasts.	A new Fluidampr on your diesel truck will not only protect your engine from destructive torsional vibrations but will also increase TORQUE & HORSEPOWER. High performance diesel engines running chips and programmers are exceptionally vulnerable to torsional vibrations. Save your crank & more by installing a new Fluidampr today.

Crankshaft Deflection

Each time the air/fuel mixture inside a cylinder is ignited, the combustion that results creates a torque spike - an extremely rapid rise in cylinder pressure. This pressure, applied to the top of the piston, becomes the force that is applied to the crankshaft through the connecting rod. Each torque spike is like a hammer blow. In fact, it hits with sufficient intensity that it not only causes the crankshaft to turn, it actually deflects or twists it.

This twisting action and the resulting rebound (as the crank arm snaps back in the opposite direction) is known as torsional harmonic vibration. If not adequately controlled, torsional vibration causes rapid main bearing and main journal wear and possible crankshaft breakage.

Fortunately, harmonic vibration can be controlled by a vibration damper - which is also called a harmonic damper or erroneously a "harmonic balancer". The main purpose of a "harmonic damper" is to control harmonic vibration, not necessarily to balance the engine's rotating assembly.

Although harmonics occur over a broad range of engine speeds, rubber and elastomer-type dampers are frequency sensitive - they are tuned only to control harmonic vibrations that occur within a narrow band of rpm. However, there is more than one area within the operating range of a performance engine that critical harmonic vibrations occur, therefore, elastomer dampers may not be effective.

The resulting lack of vibration control could prove to be very destructive. Rubber is also a poor dissipator of heat, and dampers by their nature create heat as they work to reduce vibration. As the rubber gets hotter, it does not work as well. Second, rubber breaks down when exposed to the elements. Over time, the rubber strip can crack and begin to deteriorate due to age and exposure. This can lead to inertia ring slippage, damper failure, and uncontrolled torsional vibration, which leads to costly parts breakage.

Fluidampr Facts

1.) Most stock dampers are actually tuned absorbers and do not work when the the engine is modified from the original set-up. 2.) The damper is not a balancer. It's job is to control torsional vibrations. 3.) The silicone inside a Fluidampr will not expire and is not effected by temperature change. 4.) An externally balanced assembly should be balanced with only the counterweight or stock damper installed.

Viscous Dampers

The best dampers on the market are manufactured in the U.S.A. by Horschel Motorsports, an ISO 9001:2000 certified facility. HM is continuing the tradition that started in 1946, when the first viscous damper was invented. Over 4 million viscous dampers have been made for heavy duty diesel, drag car, stock car, street machine, race boat and other high performance engines. Looking into the future, Horschel Motorsports promises to manufacture the best dampers available as well as engineering new solutions for developing engine technologies.

The Fluid in a Fluidampr

It has been rumored that the fluid in a Fluidampr turns to gel over time. Here’s a news flash, its gel when we pump it into the damper. That is how the technology works. The silicone gel inside the damper keeps the flywheel in place and functioning. So to put all of the competitions claims to rest, it is a gel, always and forever. Maybe we should have named them Geldamprs.

Let’s Talk About Rubber

Other dampers on the market use rubber or “elastomer” as the insulator for the internal flywheel. Rubber deteriorates and wears down from repeated movements. In layman’s terms, the more you work it, the weaker it will get. The inertia ring that balances an elastomeric damper becomes unstable when the o-rings start to wear. Think of it this way, what does a car wheel feel like when it looses one of its balancing weights? How would a fan missing a blade function? A damper with worn o-rings can unbalance a crankshaft and destroy it.

The reason car manufactures install elastomer dampers at the factory is not for performance but for cost. The “rubber” dampers are cheaper and easier to make.

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