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Fluidampr Fluidampr Harmonic Balancer CHRYSLER 300

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Part #: 720321
Notes: Fluidampr Harmonic Balancer
MSRP: $463.30
Your Price: $345.05
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Bore Dia. Min/Max 1.5295 / 1.5305
Degree Marking Range 50 degree BTDC to 10 degree ATDC. Additional timing/degree marks at 90, 180 and
Degree Markings Yes
Engine Balance Internal
Finish Black Zinc
Keyway Single
Length 2.34
Material Steel
Mounting Hardware Incl. No
O.D. 7-1/4" (7.250)
Safety Rating SFI 18.1
WT. in lbs.()=Rotating weight 9.0 (6.1 Rwt)

All Fitments

Year Model SubModel Cylinders Liter Aspiration Eng Desg. Fuel Notes
1957 - 1958 300 ALL V8 6.4 N ALL GAS HEMI Engine;
1957 - 1958 IMPERIAL ALL V8 6.4 N ALL GAS HEMI Engine;
1957 - 1958 NEW YORKER ALL V8 6.4 N ALL GAS HEMI Engine;
1957 - 1958 NEWPORT ALL V8 6.4 N ALL GAS HEMI Engine;
1957 - 1958 TOWN & COUNTRY ALL V8 6.4 N ALL GAS HEMI Engine;

Product Description

Fluidampr Engine Dampers are designed to control destructive vibrations which are transfered thru the crankshaft.

Each time the air/fuel mixture inside a cylinder is ignited, the combustion that occurs creates a torque spike that is applied to the crankshaft through the piston and rod. This torque spike is so severe that it not only turns the crankshaft, it actually twists the crankshaft ahead of its normal rotation and then the crankshaft rebounds. This twisting action is known as torsional vibration. When these torque spikes and forces get into phase with the natural frequency, critical torsional harmonic vibrations occur and can be seriously destructive to the bearings and the crankshaft. Dampers are designed to control those destructive vibrations.

Critical harmonic vibrations occur numerous times in a engine’s operating range. Stock rubber and elastomer-type dampers are frequency sensitive “tuned absorbers”, and work at only one critical frequency. In the case of a stock rubber damper, it is tuned for a factory engine’s critical harmonic vibrations. If you change the mass of pistons, rods, or the crankshaft, you change the natural frequency of the crankshaft assembly; therefore, the stock damper is no longer tuned to the new frequency of vibration, and you may be headed for early failure of expensive engine components. Dampers also create heat while they work, and rubber is a poor dissipator of heat. This heat and the exposure to the elements deteriorates rubber, causing it to crack and change durometer, which then leads to inertia ring slippage, damper failure, uncontrolled torsional vibration, and costly engine parts breakage.

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