Apply some anti-seize to the crankshaft snout and Fluidampr bore.
Take the M14x1.25 insert adapter (-005) and screw it into the crankshaft hand tight until it is snug.
Take the main shaft with the high nut and insert the washers and bearing as such.
Slide the main shaft through the damper and hand tighten it on the insert adapter (-005).
Once the main shaft bottoms out against the insert adapter (-005), back of 1/2 turn counterclockwise. To remember where this 1/2 turn is, I used a red marker and marked the main shaft as a point of reference.
Here is a tip when you align the damper against the snout to line up the key slot since the timing mark on the plastic cover is not very accurate and you can’t see the oil pump TDC mark. Turn the high nut away from damper as much as possible and pull the washers and bearing away from the damper. Use a flashlight to see where the key slots is on the snout and damper. Once lined up, hold the damper steady with one hand while turning the high nut until the washer makes contact with the damper holding it in place.
With the red reference mark facing up, hold the main shaft while turning the high nut to press fit the damper. You will slowly see the damper press on and eventually bottom out. Take the Fluidampr install tools off and insert the key, use a punch if necessary.
Don’t forget to tighten the crankshaft damper bolt to the proper spec. If you are using an OEM bolt, replace it with a new one. I bought a new ARP bolt which has specific instructions using ARP lube and specific torque value. During this process, since the Hex tool is no longer an option you should use a flywheel holder tool which can be rented from Autozone if you don’t have one. The alternative crude method is the tool I made or using a pry bar against the provided removal bolts in the tool kit, however, I recommend the flywheel holder tool as it minimizes the potential damage to the damper threads and possibly bending or breaking the bolts clean in the damper.
Take the crankshaft damper bolt off, using the flywheel holder tool.
Insert the puller bushing into the crankshaft snout opening.
Screw the puller flange to the main shaft.
Insert the pivot center into the non threaded end of the main shaft.
Line up the pivot center to the puller bushing and use the supplied 3/8”-24 bolts to tighten the puller flange against the damper snug by hand. It does not hurt to apply some anti-seize to the bolts, I did this and cleaned it afterwards.
Tighten the main shaft clockwise, you will see the damper slowly come off the snout.
After I completed this article, I reached out to Fluidampr to ask some questions which I believe are relevant to my review, and readers would be interested in knowing. This is normal for me to reach out and get the manufacturers perspective on my reviews, positive or negative, I give them a chance to talk about their product. Ivan was gracious enough to provide some feedback:
1. Are the screws and other exposed hardware stainless steel to prevent rust, if not, why not (cost)?
“No, they are black oxide steel fasteners. They were chosen for strength and cosmetics.”
2. Can you provide details on the metal used?
"All of our Fluidampr’s conform to SFI Spec 18.1 for rotational integrity. SFI spec 18.1 calls out minimum tensile and yield strengths of 60,000 and 40,000 psi, along with a minimum of 12% elongation for ductility. We balance that with steel grades that are able to be welded for hermetic sealing."
3. Type of Silicone used, is it proprietary? Why was silicone preferred over other compounds and is the formula changing or being improved over the years or is this the same silicone used prior and we can expect in the future?
"The silicone used is a proprietary blend for thermal and longevity performance. The fluid is similar on a base level to the original invention, however, the refinement, blending, and performance characteristics are something that is continuously improving with technology."
4. The hex key is on other Fluidampr units like K-series and S2000, why is it not part of the design on this B series model so the OEM damper tool can be used?
"At the time of development (our first Honda Fluidampr), the B series damper was used on many more race oriented applications and the design of which was originally requested to be as light as possible, the hex key added additional weight and that was not desired by the original customer. This is why you see the third belt pulley is made out of aluminum. Dampers do require some weight to operate effectively, however, that weight is the internal ring. Any additional weight that can be removed from the housing or hub of the damper will provide a more efficient part."
5. Are any OEM’s specifically using Fluidampr or are they using Vibratech TVD?
"Typically, OEM’s are contracted through Vibratech TVD. Fluidampr is a brand name (or product line) of Vibratech TVD. However, when SFI certification is requested by the customer, the Fluidampr brand name will be used (SFI certification is a registered certification and only used on Fluidampr products). Confidentially agreements are in place that do not allow us to discuss OEM customers. The only time we can discuss this is if the OEM publicly references Vibratech TVD and/or Fluidampr; as was the case with Corvette Racing (IMSA GTLM) in the Sep.-Oct. 2017 issue of Race Engine Technology magazine."
6. What does Fluidampr have in the works? Any other products we can look forward to?
"Currently we are working with a multiple high profile OEM’s (again, confidentiality does not allow me to say). In addition, we have partnered with individual companies to offer non-catalog Fluidampr aftermarket dampers for BMW 335d/X5 35d, Nissan VR38 and VW/Audi 3.0T. There are also BMW applications we are looking to add to our catalog offering over the next 12 months
7. How much R&D was put into the design and testing of this damper?
"As with any Fluidampr or Vibratech TVD product, we follow our strict manufacturing ISO 9001 compliant design and development process. This starts with the initial product request and continues through prototyping, validation testing, and through production. We do not release any parts for sale without validation testing to ensure proper form, fit, and function. We also periodically review designs to improve product performance as engine performance gains increase. One good example of this is when we tightened up the Honda B series damper bore to make it a light press fit from a slip fit, to help keep the damper more securely fixed to the crankshaft nose for high horsepower builds."
8. There are lots of rumors, is there any proof from the past a Vibratech TVD or new Fluidampr failed?
"The only returns we ever see are typically because of external damage (dropped, accident damage, damaged bore from improper installation, other installation error, etc.). When joining the Fluidampr team in 2010 after working for our parent company as a machinist for over 12 years, I was faced with many of the same rumors which included “the silicone freezes in the winter”, “Fluidampr’s do not work because you cannot balance an engine with the damper installed”, “they break crankshafts”, etc. I soon realized that this was all hearsay and they were false after not being able to locate one single instance of truth to any of these statements. After getting involved in many online forum discussions, I would ask for any ounce of evidence to suggest there was evidence of failure, which usually followed with I heard from a buddy or this engine builder… again, no factual evidence. I would simply follow up with “Fluidampr has been providing viscous dampers since 1946 which includes many OEM’s and renowned engine builders. Would any of these OEM’s or engine builders continue to use Vibratech TVD or Fluidampr products over the course of 70+ years of there was any truth to these statements”, the answer is simple… absolutely not! With all this being said, there have been instances where a damper (which would be true with any damper) may have failed. Let’s face it, in motorsports, we are constantly striving for just a little extra, to push the envelope a little further. Eventually performance parts will reach their limit. I have seen performance diesel applications in excess of 3000+ h.p. in which complete blocks explode… has a damper ever broke loose, sure… but there are so many other factors to consider. Nothing that simply suggests a damper has failed due to the fluid design or intended purpose of the damper. On the contrary, in many cases, we are initially contacted because the current rubber type damper fails."
9. What is the most challenging aspect of designing this damper?
"The most challenging part of designing this damper was fitting the required inertia ring into the small envelope size, while maintaining the ability to attach an accessory drive and maintain a reasonable weight."
10. HP is not the important reason to use this damper, but some readers will always look for that number. What kind of HP gains on average have you seen freed up from using this damper on B series motors, (1-10HP)?
"On average we would expect to see a 2-5+ h.p. depending on the starting power levels and overall vibration levels. As you mentioned, the damper does not create more power, it improves the overall efficiency of the engine by reducing vibratory related power losses. On other applications we have seen upwards of 15+ h.p. on a mildly tuned engine."
11. Lastly is there anything you would like the readers to know about you, the company or the product?
"All Fluidampr/Vibratech TVD products are designed and manufactured in our facility just south of Buffalo NY. The products are made from 100% U.S. sourced materials. Vibratech TVD has been supplying OEM and aftermarket diesel applications since 1946 and Fluidampr has been supplying the automotive performance market since 1985. As engine technology becomes more and more advanced, the demands for viscous dampers in high performance applications have been steadily increasing and becoming more popular at the OEM level on their vehicles. As far as myself, I have been with Vibratech TVD/Fluidampr’s parent company as a machinist since 1997 before, as previously mentioned, joining the Fluidampr team in 2010. I currently have a job that any auto enthusiast would love. Not only do I get to attend national and local trade events, such as SEMA and PRI, I also work closely with our engineering team to visit OEM’s and high profile engine builders performing torsional vibration analysis in which I get to see first hand how much an engine can benefit when equipped with a Fluidampr, both from a torsional vibration and from a performance standpoint."