346whp @ 0 pounds of boost
^^^ so ATI street damper > Fluidampr 
but on the flip side... and if i'm interpreting this correctly, this is why i thought the Fluidampr was the better choice. broader rage of dampening vibration. i think of the crank ends like a (wobbling) hotdog, don't know why, lol!
but on the flip side... and if i'm interpreting this correctly, this is why i thought the Fluidampr was the better choice. broader rage of dampening vibration. i think of the crank ends like a (wobbling) hotdog, don't know why, lol!
The Fluidamper is a viscous damper, which has been shown in several studies to dampen a broader range of harmonics. However, there are other considerations, such as pulley diameter and use with accessories, that also come into play when selecting an appropriate damper.
Will
you can contact ATI for the exact amount of under/overdriving Sasha, I forget the %'s of under/overdriving- it might be in my thread too
edit - found it
https://my350z.com/forum/5859855-post567.html
edit - found it
https://my350z.com/forum/5859855-post567.html
Last edited by Z1 Performance; Mar 18, 2011 at 12:16 PM.
I have had both the ati and fluidampr. The ati is 6 7/8 od which overdrives the ps, and alt while underdriving the a/c. The total assembled weight is heavier than stock. The ati race pulley has a smooth outer shell that can't drive a belt and this is for race(drag) cars that have neither an alt or ps system. The ati is tunable via elastomer rings. The ati will actually rub the idler due to its size.
The fluidampr is now steel shelled, but it was always steel hubbed. Older ones were aluminum shelled with steel hubs. The fluidampr is a viscous unit and the same size as stock which makes it easier to buy belts when your **** breaks at a track day when your doing 135mph at pocono and your ps gives out, ati unit ftl.
The vq is internally balanced and all crank pulleys/harmonic balancers should be zero balanced. The balancing is accomplished via the counterweights on the crank. V8 engines that do not have enough mass to counteract the rotating parts actually have to have weights placed on the crank pulley. This is known as an externally balanced engine. The dual mass flywheels are just there to dampen drivetrain shock and there shear mass also dampens nvh from the engine. To dampen nvh in your exhaust you can use thicker wall tubing which is just adding mass. Clutch takeup will be different between an al ur pulley and a full weight dampener due to rotating mass.
Wrong thread, way off topic but the misinformation in the last page has to be corrected. Although the whole deal on the balancer countering the harmonics of cylinder firing was good.
The fluidampr is now steel shelled, but it was always steel hubbed. Older ones were aluminum shelled with steel hubs. The fluidampr is a viscous unit and the same size as stock which makes it easier to buy belts when your **** breaks at a track day when your doing 135mph at pocono and your ps gives out, ati unit ftl.
The vq is internally balanced and all crank pulleys/harmonic balancers should be zero balanced. The balancing is accomplished via the counterweights on the crank. V8 engines that do not have enough mass to counteract the rotating parts actually have to have weights placed on the crank pulley. This is known as an externally balanced engine. The dual mass flywheels are just there to dampen drivetrain shock and there shear mass also dampens nvh from the engine. To dampen nvh in your exhaust you can use thicker wall tubing which is just adding mass. Clutch takeup will be different between an al ur pulley and a full weight dampener due to rotating mass.
Wrong thread, way off topic but the misinformation in the last page has to be corrected. Although the whole deal on the balancer countering the harmonics of cylinder firing was good.
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This is on par with what I've experienced. Thank you.
I have had both the ati and fluidampr. The ati is 6 7/8 od which overdrives the ps, and alt while underdriving the a/c. The total assembled weight is heavier than stock. The ati race pulley has a smooth outer shell that can't drive a belt and this is for race(drag) cars that have neither an alt or ps system. The ati is tunable via elastomer rings. The ati will actually rub the idler due to its size.
The fluidampr is now steel shelled, but it was always steel hubbed. Older ones were aluminum shelled with steel hubs. The fluidampr is a viscous unit and the same size as stock which makes it easier to buy belts when your **** breaks at a track day when your doing 135mph at pocono and your ps gives out, ati unit ftl.
The vq is internally balanced and all crank pulleys/harmonic balancers should be zero balanced. The balancing is accomplished via the counterweights on the crank. V8 engines that do not have enough mass to counteract the rotating parts actually have to have weights placed on the crank pulley. This is known as an externally balanced engine. The dual mass flywheels are just there to dampen drivetrain shock and there shear mass also dampens nvh from the engine. To dampen nvh in your exhaust you can use thicker wall tubing which is just adding mass. Clutch takeup will be different between an al ur pulley and a full weight dampener due to rotating mass.
Wrong thread, way off topic but the misinformation in the last page has to be corrected. Although the whole deal on the balancer countering the harmonics of cylinder firing was good.
The fluidampr is now steel shelled, but it was always steel hubbed. Older ones were aluminum shelled with steel hubs. The fluidampr is a viscous unit and the same size as stock which makes it easier to buy belts when your **** breaks at a track day when your doing 135mph at pocono and your ps gives out, ati unit ftl.
The vq is internally balanced and all crank pulleys/harmonic balancers should be zero balanced. The balancing is accomplished via the counterweights on the crank. V8 engines that do not have enough mass to counteract the rotating parts actually have to have weights placed on the crank pulley. This is known as an externally balanced engine. The dual mass flywheels are just there to dampen drivetrain shock and there shear mass also dampens nvh from the engine. To dampen nvh in your exhaust you can use thicker wall tubing which is just adding mass. Clutch takeup will be different between an al ur pulley and a full weight dampener due to rotating mass.
Wrong thread, way off topic but the misinformation in the last page has to be corrected. Although the whole deal on the balancer countering the harmonics of cylinder firing was good.
If memory serves, the Fluidampr was backordered at the time, and had just been changed to use an aluminum center section, which I wanted to avoid. The ATI uses a steel center hub section, so no concerns with long term wear against the crank.
And something else that someone edited.
And something else that someone edited.
Will
Sasha: I heard that you sold all of your longtube headers. Are there plans to make another batch?
Last edited by Resolute; Apr 17, 2011 at 08:00 PM.
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