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1. 5 9 liter equipped trucks This shows the stock damper in good usable condition Notice the rubber ring compared to the previous picture and how it is flush with the hub and inertia ring The two holes at the bottom of the picture on the damper were drilled when the damper was balanced This damper is off of my 2001 with less than 90K miles and has seen much less severe use than the other damper which has seen many high powered miles towing more than 13 000 pounds TECHNICAL TOPICS Continued The Need for Inspection and Replacement An index mark on the 5 9 dampers in the form of an inscribed line crosses both the pulley hub and the pulley inertia ring so that you can see if there is any degradation of the damper requiring its replacement The service manual for my truck 2001 states that if this index line is more than 1 16 out of rotational alignment the damper should be replaced Another requirement for replacement is the migration of the rubber ring in a lateral direction causing it to move out past the face of the inertia ring This clearly indicates that the damper on our trucks is something that wears out over time and will need to be replaced at some point The following story will show that this part is something that should be inspected as directed by the Owner s Manual A few days before leaving to attend this year s annual TDR May Madness event held in Pahrump Nevada longtime TDR member Cliff Scott
2. Many claim reduced noise from the clutch Also with the installation of the damper on my friend Cliff Scott s truck he noted that the truck was easier to shift into reverse Let s Drive It At slow around town speeds there is nothing noticeably different about the aftermarket dampers as the truck is not under much load under these conditions Moving repeatedly from a stop did seem smoother with the two aftermarket models Thereal differences are noticed when driving under increased load Under hard acceleration there is a reduction in the vibrations with the ATI and Fluidampr over stock The engine just feels smoother On a long incline with my truck in overdrive going 50mph I m only spinning around 1400rpm with my 3 55 gears and the engine is almost lugging Accelerating hard to 2000rpm repeatedly resulted in much less of the shuddering am used to when driving on this road The vibrations in the steering wheel and pedal were greatly reduced under the increased engine loading Another area where experienced a noticeable difference was at higher rpm Accelerating in third from below 2000 to 3000 usually caused a dramatic increase in vibrations as the truck accelerated This is also felt in the steering and the go pedal This has always been more noticeable with my Edge box turned up With each of the aftermarket designs there was again a smoother overall feel under these higher power levels on the same stretch of road As far as a
3. increased damping available from the aftermarket designs The problem that see with a stock design 5 9 damper and the reason that feel the aftermarket designs are so much better is that it really does not absorb the vibration as much as just delay it or throw it out of phase slightly This along with the fact that the bonded rubber ring only allows a limited range of damping contributes to the stock damper doing merely part of the job assigned to it Increased horsepower places more demands ad eSeseSeseses0902090202000002020 000000009209 0209 0000 0000000000 00000000000002090909090009020202090902090909090909 2207 50 www turbodieselreaister com S LDR 732424242424 24 OO SO OOK 000000 OXO D5 Www turpoaleseiregister cCOom o 9 949 9 94 94 9 9 9 9 9 949 949 9 9 99 9 09 20 20 20 20 0 0 0 0 0 0 0 9 400 909 9 0 6 vu Uv 0 uv Jg 6 v v_ eu 00 0w 0 0 00 00 0 09 0 00 00 00 00 0 0 0 0 0 0 0 0 0 0 9 40 0 40 9 OSORO OR 0202020 20 20 20 9 9 9 9 949494949494 9 9 949 9 9 9 9e96909096090969596969690909690 90 0 90 0 0 0 0 0 0 0 0 9 e202020209020209020902090902090209020909090 0 94 94 9 94 94 94 9 94 9494929 992920920920 2020202020 0 0 900 C 202020209020209092020902092099090902090909 0909 e90909999099999999999999999999999999999999999909909909909 09090909 090909 on our engines and add to that the fact that the stock dampers do eventually wear out and you have the need for an improved vibr
4. on the four mounting bolts Even if your stock damper is not damaged if you have substantially increased the power of your engine your stock damper will most likely be out of its designed range There was a substantial size difference between the 160 and the 215 horsepower dampers on the 12 valve engines indicating that more power requires an increased level of damping You can see this difference that was noted in TDR 18 page 23 This is a reproduction of a marginal photo The key item yes there Is a size difference between the dampers 160 on left 215 on right Replacement Choices When faced with the replacement of the harmonic damper you have several choices You can use an OEM unit from the dealer for which my local Dodge dealer quoted me 420 before tax It was only 201 47 before tax directly from Cummins You also have a couple of aftermarket choices There are a few companies making what are essentially the stock style dampers but if you want an improvement over stock there are really only two choices that offer a high performance model Both of the following aftermarket dampers have what feel is a definite advantage over the stock damper besides just better performance The serpentine belt pulley is machined as part of the hub and as such is driven directly by the engine not by the transfer of power through rubber as in the stock design This means that the pulley cannot become misaligned even if the damping funct
5. that this same prompt was listed at 30K and 60K My first thought was that this referred to the steering damper 4x4 Not entirely sure looked it up in my service manual and found that it was not steering related at all but was instead pointing me to that often overlooked and for the most part forgotten item more properly called the harmonic damper that sits on the front end of the engine s crankshaft directly in front of and part of the serpentine belt pulley Like a lot of people suppose never paid much attention to this black doughnut and did not realize that it required any sort of inspection or maintenance It does in fact deserve our attention and in the process of doing so learned quite a bit about this important piece of our Mighty Cummins Diesel engine The 5 9 stock damper uses a rubber ring between the cast hub and the machined steel pulley inertia ring to dampen the firing impulses of the Cummins engine This picture clearly shows the degradation of this rubber as well as the section that is missing which caused it to wobble on Cliff Scott s engine This should motivate the reader to inspect this important but often overlooked part and make sure there are no signs of failure on your own truck Surprisingly the index marks are still in alignment on this damper but this one should have been replaced some time ago What Is a Damper and What Does It Do Although often referred to as the harmonic balancer
6. 609096969696969 9 9999 e o Ww wW o rw Uv 6 eC v 8 8 0 9 096 z 00 00 0 00 00 00 00 00 00 0 00 0 0 0 G8 09 9 0 0404040540540 965969690990909090909090909090909909909909909909909999099090999909909909999099090990990990990990990990990990990909096090969696999 69 v96909090909099090 909090 90 0 0 0 09 20 0990920 0 20 9 20 0990 20 090 9 20 9 90 0 090 9990909090909 909090969 9e e 0 202020202020202020202020202020 20 70 70 0 0 0 70 702020202020 20707070707070702020720720207202020 7 020 0000 00 This shows the interference between the damper and the washer head bolts on the ATI which requires this damper to be installed in separate steps You can see the two bolts in the installed position and the two that hang on the damper ring After installing the hub and pulley on the engine the damper ring is installed using the 12 supplied screws and bolts using Loctite 242 and tightening to given specs The ATI requires that you install the pulley and the hub to the crank first and then the inertia ring can be mounted to the hub It is a bit more difficult to do this with the fan shroud in place but with a little patience it can be done First and Second Generation 12 valve truck 1992 1998 installation is fairly straightforward There is plenty of clearance to unbolt the old damper and install the new one after removing the belt With the larger diameter of the Fluidampr you will have to relocate and rewire the magnetic tach pic
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8. al differences only my impressions drove the truck all on the same day changing dampers and going back over the same route for comparison The truck was at operating temperature for each of the tests drove the truck with the various dampers as follows stock ATI Fluidampr and then stock again just to get a good feel for any differences drove for about an hour with each one installed and tried to cover many types of driving from freeway to winding steep roads to stop and go traffic and was surprised to actually feel a significant difference This was confirmed when I re installed the stock damper and could feel the throb return Idle Quality My truck does not have large injectors that cause a pronounced idle lope like some trucks do The ECM engine control module does not have to work very hard to maintain idle speed But there is always that slight throb at idle when in gear that disappeared with the ATI and Fluidampr installed The truck is dead still at idle This was confirmed when re installed the stock damper and could feel the throb return Manual equipped trucks are said to have less gear clatter and to be smoother at idle with the installation of better dampers would think that a torque converter being a fluid coupled device would tend to be superior at absorbing vibrations at the rear of the engine than a clutch would and would explain why manual transmission drivers would see a more dramatic idling improvement
9. an a slight convexity requires the replacement of the damper as this indicates the beginning of the failure of the rubber Although there are no missing sections on this side of the damper the fact that the ring is so far out of the gap indicates a failure of the damper The Stock Damper The stock 5 9 damper in good working condition for the most part works well with the stock engine it was designed for But when we add power and increase these internal forces or as it ages the stock damper may not be up to the task anymore The engineers that design the stock damper do so with our engines stock horsepower and native frequency RPM crank weight and load in mind and try to design the damper to be effective at the most offending part of the power band by using a tuned damper designed to address a certain range of vibrations The harmonic damper bolts to the front flange of the crankshaft and is built as part of the serpentine belt pulley that drives the A C water pump alternator and steering pump There is a difference however in how this damper works on 5 9 and 6 7 engines On the 5 9 engines there is a cast iron hub which bolts to the engine crankshaft The serpentine pulley is not part of this hub but is machined as part of the heavy outer steel inertia ring Between this hub and the pulley inertia ring is a layer of rubber that separates the two and is bonded to both It is this tuned rubber ring that allows the damper to w
10. ation damping solution EC I ZA P LV MAG TT i The ATI and the Fluidampr actually absorb the vibrations resulting in J ILL a smoother and more effective damping of the engine s resonance x a Each of these designs allows the heavier internal inertia ring to float and move within the housing at a changeable amount dependent laan uF nocmiccifnr upon the varying inputs from the crankshaft This allows them to 1171 2 Y uly EIE IERI ITE UI self tune to the variable inputs They don t store any energy like xs the stock one does i um 2 71 Th m g Arq S a x E Ak Eg MA WVIICICIILIal VUVOlS The ATI and Fluidampr are not only able to absorb more but they also do it at a wider range of resonances damping out the second third and so on order harmonics generated under increased engine loading Being much heavier than stock means that there is more mass that the crank impulses have to work against and overcome resulting in improved damping action Another advantage is the fact that the pulley is part of the hub and not driven by a rubber ring ensuring that the belt will always run true If your damper has failed and you are looking for a replacement would strongly consider the aftermarket type If you are the kind of guy that just wants the best performance and you don t mind paying for it you can replace your damper even if it does not show any signs of deterioration Although that might seem wasteful we tend to do exac
11. because our Cummins is internally balanced the crankshaft itself being balanced the damper on our engines does not balance the engine It damps harmonic vibrations and as such is a harmonic damper Other diesel pickup engines are externally balanced and in addition to the damper have a counter weight either made as part of the damper or bolted on in addition to it to provide the balancing requirement With each firing of the fuel air charge in the cylinder there is a violent but short duration deformation or twist of the crankshaft as the force of the power stroke drives the crank against the resistance of the driveline This occurs with each ignition event and results in the repeated twist and untwist of the crankshaft as this force alternately begins and ends momentarily forcing the crank past its normal rotation and then allowing the crank to rebound after each firing This spring effect is more pronounced in a straight six engine with its longer crankshaft than with the shorter crankshaft of a V configuration It is also more pronounced at the front end of the crankshaft where there is less rotational resistance than at the transmission end While the torque converter or clutch flywheel will offer minimal vibration damping at the rear of the engine due to their mass they do nothing for the front end of the crankshaft which will experience a greater degree of twist rebound under power This is also more of an issue in modified high p
12. do it yet The fluid type damper on the 6 7 engines is a dramatic improvement over the 5 9 design but it is not a direct bolt on replacement At the time of writing this article called Cummins West and my local Dodge dealer to see if they had one of the 6 7 dampers in stock and was told that neither they nor the factory had any available at that time Being rather new they are not at the point of failing yet and there does not seem to be much call for them There seems to be a clearance issue with the newer design on a 5 9 between the damper and the fan pulley but have not been able to get my hands on one to verify this If these issues can be easily resolved this may be another option for better performance The 2011 6 7 Cummins engine uses a harmonic damper that is of the viscous fluid type This change from the tuned rubber was made with the introduction of the 6 7 engine in 2007 5 The tone ring is part of the pulley on this damper Enough Talk Already Do They Really Work So far the claims of the aftermarket manufacturers sound great but wanted to see for myself if they were valid put the Fluidampr and the ATI Super Damper through their paces by installing them on my 2001 Cummins to see how they would perform under various driving conditions in comparison to the stock damper The first thing you will notice about these dampers is the weight Mass is critical to being effective A small lightweight damper will not do m
13. ed Leaving the fan and shroud on was a bit of a knuckle buster on my truck 2001 and other year models may require their removal TECHNICAL TOPICS Continued Third Generation 5 9 trucks 03 07 5 and the 6 7 07 5 09 have a slightly different installation due to the closer clearances Again the instructions state that the fan and shroud need to be removed and although it does make it easier have seen it done on a 04 without doing so Editor s note We also installed a Fluidampr on a Third Generation truck a 03 model without removing the fan However the serpentine belt must be routed between the damper and the water pump pulley before the Fluidampr is installed because of closer clearances with its larger diameter This also means that to change the belt you must loosen or remove it also This is not an issue with the ATI due to its smaller diameter Installation was easier since the Fluidampr is one piece but that was only because chose not to remove the fan and shroud And because most of you will not be installing these four times in one day it will not really be an issue Road Test Results After installing each of these dampers took the truck out for a test drive to see if could tell any difference between them and the stock unit Keep in mind that this is not by any means scientific but rather a seat of the pants evaluation of these products don t have the instruments to measure or record actu
14. intenance free for the life of the damper which by design should never wear out The machined nylon coated inertia ring is precision balanced both before and after the coating process and the balanced housing is laser welded The machined steel serpentine belt pulley is part of the hub and housing The Fluidampr is also available for the 6 7 liter engines and includes the tone ring as part of the damper The Fluidampr viscous design has been around since 1946 and also meets SFI 18 1 specifications On any year truck Fluidampr recommends the use of their available Cummins pinning kit to pin the damper to the crank flange if RPM are to exceed 3500 The kit is supplied with a drilling fixture bit and two hardened roll pins On the left is the Fluidampr larger in diameter and thicker than stock and the heaviest of the three at 24 pounds Next is the stock damper weighing in at 14 pounds followed by the ATI Super Damper at 18 pounds The ATI is smaller in diameter than the other two and also uses an aluminum pulley unlike the steel used on the Fluidampr and the stock damper The pulley diameter remains the same on all three units keeping accessories spinning at designed speeds The 6 7 Damper Another possible choice for replacing the tuned rubber style 5 9 damper is by using the 6 7 damper on a 5 9 engine There has been talk of this on the TDR forums as well as other diesel forums but have not seen anyone actually
15. ion were to fail or lessen in effectiveness Nothing will ever be thrown off the crank from deterioration of a rubber part Keep in mind that the prices used below are list prices street pricing is considerably less Also prices shown are for my 2001 other year models may vary slightly The ATI Super Damper is supplied in three parts the damper itself the vehicle specific hub and the aluminum pulley All necessary bolts and screws are supplied to assemble this damper but it cannot be assembled before installation on the engine due to the fact that the installation bolts do not fit through the crankshaft flange holes after it is assembled It requires that the pulley and hub be bolted to the crank flange first and then the damper ring is installed with the six Torx Plus screws and six 12 point cap bolts Loctite 242 must be used and the torque values printed on the damper label must be followed TECHNICAL TOPICS Continued ATI Super Damper The first option is the made in USA ATI Super Damper at 475 list which uses eight elastomer O rings on a grooved floating inertia ring housed inside an inner and outer shell that are pressed together and then bolted onto a vehicle specific steel hub There are three O rings on the inside radius of the inertia ring as well as three on the outside These contact the inner and outer surfaces of the two shells The other two O rings on the inertia ring contact the inside faces
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17. kup from the top of the crank to the side and then adjust the clearance gap to the pickup which is best measured before removal The needed parts and instructions are included with the damper The ATI Super Damper in position on the crankshaft It is smaller in diameter than the stock unit but is thicker and weighs an additional 4 pounds The timing marks are of no use on our Cummins engine but are there because this inertia ring shell has other applications that require them This damper is made specific to a Cummins You can read Scott Dalgleish s article about changing a 12 valve damper in Issue 18 page 23 Also in TDR Issue 52 page 28 there is a situation describing the alternator not charging due to the crank sensor not being in alignment with the timing notch on the damper When installing on a 12 valve this is something to watch out for Installation of both the ATI and the Fluidampr on my Second Generation 24 valve truck 98 5 02 did not require the removal of the fan or the radiator shroud although it is recommended in the instructions was able to do the removal although it is a bit tight just by removing the belt and unbolting it You can rotate the fan blades to a wide spacing to allow easier access A E The Fluidampr is one half inch larger in diameter than the stock damper and weighs a full 10 pounds more Along with this it is also thicker than stock but it has plenty of clearance once install
18. ny differences between the Fluidampr and the ATI it was hard for me to determine would give a slight edge to the Fluidampr at idle and lower rpm possibly due to the increased weight over the ATI But at speed and under load could not tell any real difference as both were so much better than the stock damper The other thing to consider is that although could definitely feel an improvement in performance under several conditions this is a part that does its job protecting the engine even if you can t feel it A harmonic damper is not something that is designed or installed for the comfort of the driver that is only a side benefit of it doing its job In other words it is designed to do a specific task If you can feel the difference great but that is not the true test of its performance or protection The fact is that the harmonic damper is protecting the engine whether you can feel it working or not Harmonic and torsional vibrations are very much an issue in our diesel engines especially when power is increased or when towing heavy and as mentioned before the stock damper with its limited range of function only narrowly addresses this Conclusion If your truck is stock and your damper is in good condition you probably do not need a better performing alternative although they are certainly a noticeable improvement If however you have substantially increased the power of your engine believe that you will benefit from the
19. of the two shells Each of these rings is made of varying density durometer designed to come into play at different RPM to manage variable harmonic vibrations These dampers can be tuned for a specific application by varying the density of each of the elastomer O rings The Cummins version is larger and heavier than other applications with the larger number of elastomer rings tuned to our engines There is an important difference between this damper and the stock rubber mounted one in that the O rings offer a sliding surface rather than a bonded connection that is dependent upon the flex and rebound of the material The inertia ring in the ATI is free floating within the housing allowing itto move and better absorb variable harmonics When used in applications up to 800hp they are rated to last 10 years and can be rebuilt by ATI or by the user if you buy their kit simply by taking the unit apart and replacing the rings They also exceed SFI 18 1specifications The hub directly drives the pulley eliminating any chance of belt alignment issues The ATI arrives unassembled in three parts the inertia ring the vehicle specific hub and the aluminum pulley each of which is zero balanced to two tenths of a gram There is a dimple on the hub and ring which must be aligned This damper must be installed on the engine in the following order the pulley and hub first and then the damper ring itself with the 12 supplied bolts and screws This is beca
20. ork by allowing the two parts to flex and move independently of each other damping out the firing impulses and converting this energy to heat The stiffness and thickness of this rubber ring is designed to cancel out a specific frequency of vibration determined by fueling RPM engine load etc and is limited to a very narrow band of resonance that which the engineers have decided is needed Due to engine heat age and continuous flexing this rubber will deteriorate over time becoming less effective Because the pulley is being driven by rubber as opposed to being part of the hub itself when the damper deteriorates it also affects the alignment of the pulley to the belt Starting in 2007 5 with the 6 7 engines Cummins changed the damper design foregoing the rubber in favor of a viscous damped type This damper works by enclosing an inertia ring inside a housing that contains a thick silicone fluid This allows the damper to be more effective at a much wider RPM range than the tuned rubber type used on the earlier trucks Because the inertia ring is now floating in a thick viscous fluid rather than being a bonded mechanical connection it offers a variable resistance to the firing impulses and therefore is better suited to countering them and canceling vibrations l Il talk more about this type when discussing the aftermarket dampers These newer dampers do not require any periodic inspection so the rest of this article applies primarily to
21. ower engines with higher cylinder pressures and the associated higher crank torque spikes Varying with the speed and load of the engine these firing impulses and rebound forces can and do set up harmonic and torsional vibrations in the crankshaft And because it is the front of the crankshaft that drives the injector pump as well as the camshaft increased vibrations and harmonic twisting can negatively affect their function as well Our engine cranks have a natural resonance inherent to their design which means that they tend to vibrate much more at certain specific frequencies than others When the power pulses are in phase with this natural tendency to vibrate this will result in lost horsepower increased bearing wear unstable valve and injector pump operation as well as the effects being felt in the vehicle Harmonics are the frequencies that are smaller less pronounced multiples of the primary resonance Everything has a natural resonance at which it will vibrate Think of a piano with its many strings The long and thick strings will vibrate slowly Short and thinner wires will vibrate faster and because they are connected to a soundboard they allow you to hear these vibrations as sound Hit a 2x4 with a hammer and it will vibrate also at a fixed frequency determined by its size mass and TECHNICAL TOPICS Continued physical shape You can try this experiment to better understand the principles of native frequenc
22. shaft The dampers are hub centric having a close fitting center bore that aligns with the machined snout on the end of the crankshaft flange They are heavy though be sure you get a good grip on it before removing that last bolt After cleaning off the surface of the crank flange and applying a little anti seize compound around the center hole torqued the bolts to 92 ft lbs as listed in the Service Manual used blue Loctite on these bolts although there was none from the factory I ve read on the TDR forum that these bolts should not be reused as they are said to be torque to yield but the Service Manual does not say anything about using new bolts Obviously if they are damaged they should be replaced Because had torqued mine several times during the testing procedure going back and forth between the different dampers replaced them with new bolts with the final installation With the number of TDR forum posts about broken bolts would suggest that new bolts would be cheap insurance The Cummins part number is 4937228 is for years 07 current The Cummins part number 3903857 is for years 94 06 e20209990909090200000000000909000 000000202 0202 6v OVO 990 e20902000000000200000200020202020202020202020909090202020209 09090909 E XOS MISI IESCIeSem iviseteececececosoco2oso202020202020202020202020202020202020909099 09 9 9999 40 5 gt www turbodieselregister com 55 e 999999999999999999999999999999909909999099099099099
23. tly that with all the other parts of our trucks often resulting in quite a few usable parts stacking up in our garages Such is the diesel addiction Although I was skeptical about the real world advantages of these products after my research and a direct comparison can clearly see the limitations of the stock units due to design and longevity issues and can very much feel the results of better damping The two reviewed products have been around for along time and have many miles of racing experience with high rpm and rough usage The quality tolerances and finish of both are excellent They are not inexpensive but their effectiveness is well proven They work and your engine will thank you A ihi L T J 2 ia 2 m 74115 31878 219191119 P laua PF woo 1 LER E RI Tal i LETHA ALS A B en tu David Magnoli d TDR Writer Sources Oro IOU OJO J2 ATI Performance Products 6747 Whitestone Road Baltimore MD 21207 410 298 4343 www atiracing com T J j i T L he i T LI i i Fo J a LALAJA DIEC tS EO Aima Fluidampr by Horschel Motorsports 180 Zoar Valley Road Springville NY 14141 716 592 1000 www fluidampr com il Ae BB oe OR eK ee eee eee eee eee 0 0 0 0 0 0 0 0 000 0 SOXOKOSOXOXOSOROLOR ONO 90 040 e 00 0 0 002020 02020020 2020202020202020202020 0 620202020620 09 0 0 009 0 066 OO OO OROO ORO OFOFOFO OROFOHO COE OH OHORCH 251 DR 7 355 www turbodieselreg
24. uch regardless of what method it uses to quell the vibrations which work against this mass You need the weight to counter the input energy My stock damper weighs 14 pounds The ATI tipped the scales at 18 pounds a 4 pound increase over stock The Fluidampr weighed in at 24 pounds a full 10 pounds heavier than the stock unit Aftermarket dampers for First Third and Fourth generation trucks vary slightly in weight from these but all are substantially heavier than stock The damper is hub centric and is aligned on the extension that is machined on the end of the crank It is important when installing whichever damper you use to use anti seize or grease on this hub when fitting the new damper so as not to gall this close fitting surface when turning the hub for bolt alignment The Installation Process The first step in the installation is to remove the belt If your belt routing diagram sticker is missing draw the path or take a picture SO you can re install it properly With an automatic transmission the engine turns as you remove the damper bolts so removed the small inspection plate under the torque converter and used a pair of Vise Grips on the flex plate cushioned with a piece of leather and let it stop against the transmission housing With a manual transmission just leave it in gear and set the parking brake After removing the four 15 mm bolts that secure the damper it is an easy removal as it is not pressed onto the crank
25. use the washer head crank flange bolts will not fit through the mounting holes after the damper ring is placed on the hub New longer crank flange installation bolts are also supplied with the ATI because of the thicker hub The stock bolts will not work with the Super Damper The Fluidampr is a one piece laser welded assembly that is ready to install on your engine crankshaft It is sealed and requires no maintenance It is all steel and after coating the center bore with anti seize installs in one piece You will need to reuse your stock installation bolts or buy new ones as none are supplied with this damper The bolts are torqued to 92 ft Ibs Fluidampr The second option is a Fluidampr at 436 This USA made all steel product is supplied completely assembled and ready to install This damper is made in six Cummins models with the size weight and characteristics designed specifically for each model year of Cummins engines it is not a one size fits all Dodge Cummins changed to this type of viscous damper with the introduction of the 6 7 engine It uses a steel inertia ring fitted inside a steel housing with a clearance gap that is filled with a thick silicone fluid allowing it to float and mask vibrations over a much larger range of RPM than the stock bonded type Because it is insensitive to any specific frequency it is able to self tune to whatever vibration input it is exposed to It is sealed and cannot be opened and is ma
26. was giving his 2001 truck an inspection when he noticed that the damper was wobbling when the engine was running Upon closer inspection Cliff noticed that not only was the inertia ring out of alignment with the hub but there was a substantial amount of the rubber ring actually missing as well as squeezing out of the space between the two It is his damper used in the previous photos He has close to 180K miles on his 2001 but the amount of damage tells me that this has been going on for some time proving that the Owner s Manual inspection recommendation should be wisely followed Luckily for Cliff had a brand new Fluidampr sitting on my bench in preparation for this article and offered it to him to use He was able to install it and drove over 450 miles to Pahrump towing his fifth wheel He liked it so much had to order another one and hope it would come in time for my review While have heard stories of stock tuned dampers coming off of the hub and have seen the bolts broken or missing as well as the cast hub cracked would hope that the driver would feel increased vibrations indicating that something was amiss before that would occur However the possibility for such failures does exist If the failure proceeds slowly the driver may not notice the increase in vibrations The point here is not intended to alarm anyone though itis simply to remind you to Inspect Damper which should include checking the torque 92 ft lbs
27. y and vibration The next time you are standing on a single span pedestrian bridge such as one spanning a creek stand in the middle of it and bounce up and down You will feel its natural frequency as it shakes If you time your bounces just right and in cadence with and emphasizing this natural frequency you can get the bridge moving up and down a surprising amount much more so than if you were just walking across it am always astonished at how violently the bridge will shudder up and down if continue this motion at just the right timing Now imagine that in the center of this bouncing bridge you also have a 55 gallon drum filled with heavy gear oil Inside the drum and hanging suspended on a spring is a large heavy steel washer that is allowed to move independently of the drum which moves with the bridge Now when you bounce on the bridge your motion is countered and dampened by the resistance of the weight moving against the oil This is precisely what the engine damper on our truck is designed to do The damper takes these short duration shocks and absorbs them thereby reducing the transmitted vibrations The result is not only less stress and wear but also more usable power and a more stable valve train operation The pulley side of the stock damper shows the bonded rubber ring squeezing out from the gap between the hub and the inertia ring The Service Manual clearly states that any protrusion beyond the face of the ring other th

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