freudenberg damper

Message

bigred52 · #1 Post by **bigred52** » Sun Aug 17, 2003 8:37 am

morning all, anyone know where I can get a Freudenburg crankshaft damper these days? 
 
regards brian

Richard · #2 Post by **Richard** » Sun Aug 17, 2003 5:24 pm

One came up about a year ago with lots of other bits. Apparently if you get your rotating parts balanced to modern standards, you really don't need one .....

bigred52 · #3 Post by **bigred52** » Sun Aug 17, 2003 6:35 pm

taking advice from a man in Birmingham who has built race and rally engines from mini thru dolly's and finally Toyota, for people like Tony Dron, Andy Rouse and Chris Hodgetts, if he says the only way to rev a dolly engine high is to use a crankshaft damper then I tend to believe him.

SMIFTER · #4 Post by **SMIFTER** » Sun Aug 17, 2003 9:15 pm

Depends why you want to rev it high? 
 
A well built & balanced road engine with uprated valve springs should happily rev to 7000rpm but if you want to go mad and have an 8500rpm race engine the normal stuff wont last long.

<a href="http://www.smifter1971.pwp.blueyonder.c ... >Smifter's Dolomite Sprint Website</a>

Knowall · #5 Post by **Knowall** » Sun Aug 17, 2003 9:20 pm

Also at 9300rpm your bottom end will fail

Stephen Grellet · #6 Post by **Stephen Grellet** » Sun Aug 17, 2003 9:38 pm

I tend to think the Freudenberg damper was used to offset the weight of the standard flywheel which had to be used in Group 1 racing. Because you can now use a lightweight flywheel I dont think that they are as necessary. I use a lightweight steel flywheel and run no damper on the front at all and normally run to 7500 rpm. with no apparent problems (so far)

Neil Russell · #7 Post by **Neil Russell** » Tue Aug 19, 2003 7:31 am

Question. 
If you buy a damper which has not been supplied with your engine, how do you know that it has the correct out of balance to counteract the flywheel and internal reciprocating thrust?? 
 
Neil.

Stephen Grellet · #8 Post by **Stephen Grellet** » Tue Aug 19, 2003 10:24 pm

The front pulley/damper is dynamically balanced when new. You may find balance holes / drillings in the outer hub. Also the flywheel will be within certain balance standards from the factory as will the crankshaft.

Neil Russell · #9 Post by **Neil Russell** » Tue Aug 19, 2003 11:52 pm

I was picking up on your earlier thread Simon. I think people tend to look and talk about the purchase of items they do not fully understand, because someone has said that the item in question will make an engine rev better etc etc. 
 
Engine building is an art form. and you decide what the engine is to do at the outset so you can build the engine with the best torque spread / rev limit for the purpose. 
 
A Harmonic crank damper works with the principle of fluid dynamics at is core. the actual bit of kit Counteracts the harmonic vibrations which can result from torsional shock produced during the rotation of a crank. It is not fitted as an alternative to balancing. The trouble is that many armchair engine builders think that a balancing job is where a man in a machine shop spins a rotating mass of crank, rods, pistons and flywheel and drills holes to correct out of tolerance. 
 
balancing when done properly takes a long time, starting with pistons, then rods, end to end , then rotating assembly. If a flywheel has been lightened previousy has it been done correctly? different engines have different degrees of out of balance for example. The ford V8 small block has two types of flywheel both with different out of balance wheightings. If a flywheel has therefore been lightened has the correct out of balance been restored during machining. 
 
Harmonic crank dampers are actually out of balance when supplied due to the principles in which they work. If a correctly built engine has been put together then as you said earlier, they are simply not needed. In my experience they are mainly used when internal balancing cannot be fully achieved, due to bore tolerances, crank design etc etc. If used on a correctly built engine they will prolong crank life because they smooth things out further, we are however definitely not talking dolomite engines ?? More like exotics. Our friend who has been advised that they will increase his rev limit is mistaken, especially if he has not built his engine paying full attention to the internals standing up to the pounding. 
 
I cannot ever remember a 16v dolomite engine lunching its crank before the valves disintegrated??<img src=http://www.ezboard.com/intl/aenglish/im ... /happy.gif ALT=":D"> 
 
Neil Russell 
 
Neil Russell.

Mike Groom · #10 Post by **Mike Groom** » Wed Aug 20, 2003 11:53 am

Have a look in- 
<a href="http://www.freudenberg-nok.com/static_n ...  
this has details of a US supplier, if you REALLY want one!

magatsu1 · #11 Post by **magatsu1** » Wed Aug 20, 2003 5:37 pm

"..I think people tend to look and talk about the purchase of items they do not fully understand..." 
good description of me and Dolomites generally....<img src=http://www.ezboard.com/intl/aenglish/im ... s/eyes.gif ALT=":rolleyes"> 
I take it you've had experience of building high output engines Neil ? 
How's the Russett Auto coming on, BTW ?

Neil Russell · #12 Post by **Neil Russell** » Wed Aug 20, 2003 5:47 pm

A couple. 
I have a fetish for the narrow angle small block ford V8 which I used to play with from time to time. 
 
Why dont you see yhe dolly, we can work out a completed on the road price, and I will finish to your budget?? i will be looking for £1300 finished with MOT and new tyres?? 
 
Neil.

Dave · #13 Post by **Dave** » Wed Aug 20, 2003 7:05 pm

IIRC I read somewhere about there being a destructive harmonic that the freundenberg damper removed. (8,200 rpm?) I also read somewhere about Andy Rouse having a comprehensive engine blowup which involved part of the engine clearing a stand! anyone else remeber this ? it was in classic car I think?

magatsu1 · #14 Post by **magatsu1** » Wed Aug 20, 2003 7:44 pm

you (should) have mail.

Stephen Grellet · #15 Post by **Stephen Grellet** » Wed Aug 20, 2003 10:10 pm

Balancing a four cylinder inline engine is a straight forward job. It is when you come to vee engines that problems can occur as some of these engines are balanced externally, ie weight added to a certain part of the fly wheel or crank damper. As far as I am aware four cylinder motors are all internally balanced 
(counterweights on the crankshaft) and pistons and rods match weighed/ end for end etc. Re engine blow up I think it was Tony Dron, who had overdrive electrical failure during the race with the o/drive dropping out a few times and the engine over revving that caused it.

The Triumph Dolomite Club - EzBoard Archive

freudenberg damper

freudenberg damper

No

damper

Re: damper

^

Freudenberg Damper

Dampers

Dampers

sarcasm, Sorry.

Re: freudenberg damper

Quote:

Engines and Dollies

harmonics

Neil

Balancing

Who is online