The stock balancer compared to the Fluidampr.
The Fluidampr is not an underdrive pulley, the ratio is the same as stock.
The damper is placed on the end of the crank.
The threads and face of the crank bolt are treated with a thin coat of anti-seize. This will help us get the torque more accurately.
The bolt is torqued to the factory specs.
16 comments
How do you guys feel about the use of the single row OEM N1 crank pulley sold by Honda for the B series, which has been seen used on several Spoon cars with both B16B and B18C, and has no rubber ring at all?
Usually, for lower power NA engines with short stiff cranks, it is not an issue.
Actually for most flat plane cranks its not really that big of an issue if you don’t use a harmonic balancer. Harmonic balancers really show their worth on inherently unbalanced engines: Cross plane V8’s are the most common, but also straight fives like Volvo’s or VAG, or oddfire V6’s. Straight 3’s dont have that much benefit from it, Because of there length.
What you are seeing on the dyno is most likely down to resonance cancelling on the power end of the spectrum. But its still usefull for bearing life in general, even on straight 4’s or 6’s that don’t have heaps of power.
@ Mike Kojima: Have you run them on the flat fours? Because I recall you had some bearing issues? That might alleviate the problem somewhat. But what adds to the stress is solid mounting transmission and gearbox. The only remedy I have currently found is using balance shafts on flat 4’s with higher horsepower. or use a flat six of flat 4 with overlapping power strokes and be done with it….
P.s. I’ve sent email on writing via the email form on the site.
I ran it on my EJ25 and it made a huge difference in smoothness, to the point where the engine even sounded different! It did not result in any more power on the dyno although it has to help with engine stress. Your email got lost somehow. Can you email me directly at mike@motoiq.com?
Block flex is a mayor issue in the flat fours. In essence the same you are expiriencing with the V8 of Dai Yoshihara. In a sence both are caused by the conrods, and a bigger stroke doesn’t help one bit. Thats why I always use the biggest bore and the smallest stroke I can get away with.
We need to make instant torque and have a very wide powerband, hence the big stroke.
Oh, and sent it yesterday
Let me reply!
I got one of these for my FR-S, made a huge difference with my stiffened motor mounts. In terms of NVH, I at first thought the tachometer was lying – the engine was so much smoother, I couldn’t tell it was running.
I thought I read here that they’re developing one for new Miata, something so high-compression (13:1) can probably use some smoothing out. Have you heard anything about that?
We tested the Fluidampr on an FR-S and got good results. Check it out https://motoiq.com/fluidampr-the-independent-test/
Did you have any issue installing the pulley via Impact wrench? Due to your article, I have one on order for my track car (DC4). I’m slightly concerned as I’ve been reading various reports online about successfully installing via impact or needing the now that its discontinued $400 special tool
We didn’t.
LOOKING FOR THE BEST DAMPR FOR A STOCK 1957 270 CU IN GMC INLINE 6. THE STOCK ONE HAS COME APART AT THE RUBBER AND THESE ARE ALMOST IMPOSSIBLE TO FIND.
MAYBE TRY THE ONE IN THIS ARTICLE!
Is it worth it to install one of these harmonic balancers on a 4g63 engine from an
Evo 8/9?
We have it on ours.