ATI Damper Technology
The patented ATI Super Damper® is the only harmonic damper designed exclusively for high performance engines. The proven elastomer design is actually two dampers in one: a 4" inner diameter and a 5-1/2", 6 3/8", 7", or 8" diameter outer damper in two shells that bolt to the crank hub.
All ATI Super Dampers® feature a replaceable bolt-in crank hub. Shells are black zinc chromate finished, with computer controlled, laser engraved 360° timing marks.
All units are SFI manufacturer certified and exceed SFI spec. 18-1. The patented Super Damper® also gives you guaranteed performance. Your car will run as fast or faster than with your present damper or your money back. Dyno tests have proven the Super Damper® will allow the engine to produce as much as 45 HP over a Fluidampr at 7,500 RPMs and commonly 12 to 30 HP over OEM and other aftermarket brands.
All units are SFI manufacturer certified and exceed SFI spec. 18-1. The patented Super Damper® also gives you guaranteed performance. Your car will run as fast or faster than with your present damper or your money back. Dyno tests have proven the Super Damper® will allow the engine to produce as much as 45 HP over a Fluidampr at 7,500 RPMs and commonly 12 to 30 HP over OEM and other aftermarket brands.
For years major manufacturers have used the elastomer-type damper design. These conventional, single-strip elastomer dampers have proven very effective on OEM applications operated at low RPM's. They were also surprisingly effective at high RPM's.
Many engineering studies have shown that elastomer style dampers to be the far superior to the friction type and markedly better than the viscous type in controlling vibrations.
Conventional single strip elastomer dampers are not rebuildable. The main problem with this type of damper is a loss of certain controls inherent in the manufacturing process. An inertia weight pressed with a rubber insulator to the crank hub allows the possibility of the ring to move in its relation to the keyway. It is also impossible to maintain the concentricity of the inertia ring during manufacturing. The ring must be machined after it's pressed to the hub, then balanced after machining. When it comes loose, imbalance could occur. Hundreds of these OEM imitation SFI approved dampers have failed in service on high RPM engines.
Viscous fluid dampers are sealed. The inertia weight can become locked by bearing failure or, more commonly, from the silicone turning to a solid mass. Your first warning of damper failure will probably be a broken crankshaft resulting in the replacement of your damper AND the engine. Viscous fluid dampers are not only ineffective but are actually detrimental at high RPM's.
The solution? The ATI Torsional Super Damper® - the unconventional, unbonded elastomer Super Damper™ that is actually 2 dampers in 1 diameter.
The ATI Super Damper®, U.S. Patent #5,425,287, is the only damper designed exclusively for high RPM performance engines. The proven elastomer design is actually two dampers in one: a 4" inner diameter and a 7" diameter damper contained in 2 shells that bolt to the crank hub. The inner and outer shells are available in steel and in aluminum to contain the steel inertia weight.
The inertia weight has 8 computer-machined grooves to retain the proper durometer o-rings (dyno tested for each application), and installed at ATI. O-ring life has been tested to over 3 million cycles in Nextel Cup competition (6500+ RPM, 500+ miles) and 10 years (188 - 11 round weekends) in drag racing. The unit is rebuildable to new specifications by installing new O-rings.
Extensive dyno and on-the-track testing by ATI, GM, Toyota Racing Development (TRD), and NASCAR engine builders have proven the Super Damper® far superior to all other designs, especially on engines that turn over 6,000 RPM— making it the damper of choice in NASCAR.
Many engineering studies have shown that elastomer style dampers to be the far superior to the friction type and markedly better than the viscous type in controlling vibrations.
Conventional single strip elastomer dampers are not rebuildable. The main problem with this type of damper is a loss of certain controls inherent in the manufacturing process. An inertia weight pressed with a rubber insulator to the crank hub allows the possibility of the ring to move in its relation to the keyway. It is also impossible to maintain the concentricity of the inertia ring during manufacturing. The ring must be machined after it's pressed to the hub, then balanced after machining. When it comes loose, imbalance could occur. Hundreds of these OEM imitation SFI approved dampers have failed in service on high RPM engines.
Viscous fluid dampers are sealed. The inertia weight can become locked by bearing failure or, more commonly, from the silicone turning to a solid mass. Your first warning of damper failure will probably be a broken crankshaft resulting in the replacement of your damper AND the engine. Viscous fluid dampers are not only ineffective but are actually detrimental at high RPM's.
The solution? The ATI Torsional Super Damper® - the unconventional, unbonded elastomer Super Damper™ that is actually 2 dampers in 1 diameter.
The ATI Super Damper®, U.S. Patent #5,425,287, is the only damper designed exclusively for high RPM performance engines. The proven elastomer design is actually two dampers in one: a 4" inner diameter and a 7" diameter damper contained in 2 shells that bolt to the crank hub. The inner and outer shells are available in steel and in aluminum to contain the steel inertia weight.
The inertia weight has 8 computer-machined grooves to retain the proper durometer o-rings (dyno tested for each application), and installed at ATI. O-ring life has been tested to over 3 million cycles in Nextel Cup competition (6500+ RPM, 500+ miles) and 10 years (188 - 11 round weekends) in drag racing. The unit is rebuildable to new specifications by installing new O-rings.
Extensive dyno and on-the-track testing by ATI, GM, Toyota Racing Development (TRD), and NASCAR engine builders have proven the Super Damper® far superior to all other designs, especially on engines that turn over 6,000 RPM— making it the damper of choice in NASCAR.
