This particular damper is designed for an internally balanced big block Chevy application. Internal balance units have each part of the damper balanced to 1/10 ounce-inch before assembly. Dampers such as this should not be included on the crank for balancing. In contrast, external balance models (GM 400 and 454 engines) are balanced to GM service balance specifications.

Typically, elastomer dampers such as the ATI models have been given a hard rap since the elastomer material can eventually deteriorate. When that happens, then the inertia ring can slide or rotate. Yes, this is a truth, but you also have to remember that the basic

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elastomer configuration has been used for decades on production engines with few problems. ATI solved the deterioration dilemma by creating a damper than can be rebuilt at home or returned to ATI for quick rebuilding (ATI sells a replacement elastomer kit).

Several different sizes and configurations of dampers are available from ATI (including applications for small and big blocks Chevy, Ford, Mopar, Oldsmobile, and Pontiac engines as well as specialized applications for engines such as the Chevy LT1 and LS1 where serpentine belt drives are integral with the damper). In addition, lightweight aluminum models are also available in two different diameters. Further to this, special lightweight models are also available for high RPM applications such as Pro Stock and Competition Eliminator.

The nose of the ATI damper is designed to accept a conventional three-bolt GM style pulley. According to ATI, most crank hubs have a protruding diameter to locate the OEM pulley. In addition, the nose of the damper is configured so that it accepts a 4.75-inch register diameter for locating the Moroso/Truppi style big block crank trigger wheel.