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Well, most airplane engines run fluid filled dampers. Assume the temp swings are much greater than ours. Have no clue what fluid is used, but it must have a pretty stable viscosity over a wide temp range. Fluid dampers rank pretty high on most blower motor builders lists.

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WW2 aircraft engines:
1. radial, low RPM (B29, P47)
2. V12 in-line, low RPM (P51 with Rolls engine: 6" stroke) and has inherent primary balance (same as in-line 6)

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WW2 aircraft engines:
1. radial, low RPM (B29, P47)
2. V12 in-line, low RPM (P51 with Rolls engine: 6" stroke) and has inherent primary balance (same as in-line 6)

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Thats what I was told a german design given to japan for the fighter planes. He could be wrong but half the people on some of the web forums are.

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Not sure if I've ever heard a bad thing about ATI (except they're not cheap).

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ATI does sell cosmetic blems at a cost savings

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Hi Guys,

My name is Ivan and I work for Fluidampr. I am not here to push product but to provide facts about Fluidampr dampers and answer any questions you have.

Fluidampr products use a unique viscous design that we invented in 1946 for diesel applications. In the mid 80's we developed dampers for gas racing engines and street rods.

Most dampers use an elastomeric design, basically rubber bonded between sections of steel. This essentially is a tuned absorber and will only do its job effectively at a pre-determined narrow bandwidth. Fluidampr's viscous design incorporates an internal inertia ring shearing through a thin layer of viscous silicone. Viscous silicone is 45,000 times thicker than a 30w motor oil and is very thermally stable and will not break down like rubber. A dampers job is to absorb torsional vibrations (harmonics) and take that energy turning it to heat and dissapating out the damper faces. With elastomeric dampers the rubber will eventually break down and if not repaired will cause the damper to seperate and worse case grenading in the front of the engine. With Fluidampr's design this cannot happen and as long as you do not lose the press fit on the bore, the Fluidampr will last for the life of the engine. The other big advantage of a Fluidampr is that it is able to combat harmonics at all RPM's vs. the pre-determined bandwidth found with elastomeric dampers. Almost all heavy duty diesel engines use viscous dampers. We are OEM suppliers to many of these companies. The only reason car and light duty manufacturers do not use viscous dampers is from a cost standpoint. There a couple of high end OEM gas engines now using viscous dampers such as Ford GT40, Audi R8, Lamborghini Gallardo.

Please let me know if you have any questions about dampers, torsional vibrations, or Fluidampr product and I will be happy to answer.

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Hi Guys,

My name is Ivan and I work for Fluidampr. I am not here to push product but to provide facts about Fluidampr dampers and answer any questions you have.

Fluidampr products use a unique viscous design that we invented in 1946 for diesel applications. In the mid 80's we developed dampers for gas racing engines and street rods.

Most dampers use an elastomeric design, basically rubber bonded between sections of steel. This essentially is a tuned absorber and will only do its job effectively at a pre-determined narrow bandwidth. Fluidampr's viscous design incorporates an internal inertia ring shearing through a thin layer of viscous silicone. Viscous silicone is 45,000 times thicker than a 30w motor oil and is very thermally stable and will not break down like rubber. A dampers job is to absorb torsional vibrations (harmonics) and take that energy turning it to heat and dissapating out the damper faces. With elastomeric dampers the rubber will eventually break down and if not repaired will cause the damper to seperate and worse case grenading in the front of the engine. With Fluidampr's design this cannot happen and as long as you do not lose the press fit on the bore, the Fluidampr will last for the life of the engine. The other big advantage of a Fluidampr is that it is able to combat harmonics at all RPM's vs. the pre-determined bandwidth found with elastomeric dampers. Almost all heavy duty diesel engines use viscous dampers. We are OEM suppliers to many of these companies. The only reason car and light duty manufacturers do not use viscous dampers is from a cost standpoint. There a couple of high end OEM gas engines now using viscous dampers such as Ford GT40, Audi R8, Lamborghini Gallardo.

Please let me know if you have any questions about dampers, torsional vibrations, or Fluidampr product and I will be happy to answer.

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If its so efficient, why does it have to weigh more than the stock damper? Doesn't seem right to me.

And I can't remember on my diesel, if it was a fluid type, but it let go after 280k and took out my serp belt and a few other things under the hood. Tried to get another, and you guys wanted 10 days for a new one...Couldn't be without the truck that long.

And why do we use viscous couplings in AWD vehicles....Because when a wheel slips and transmits that slippage to the transfer box, it heats up the silicon fluid, and it expands and locks in the other wheels in the drive line...Can't say its thermally inert when we use them everyday in AWD vehicles to do just the opposite, sorry.

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