- It's preferred to have some rotational inertia at both ends for the crankshaft so as to balance out any crank twist but this is not always mandatory. The absolute need (or not) for a dampener depends somewhat on application, how powerful the engine is, how stiff the crankshaft is, the rpm at which the engine will be operating, whether the engine rpm is constantly varied or if it is sustained, etc.
- Very generally speaking, all crankshafts in running engines have a natural harmonic vibration frequency, and most harmonic dampeners have a vibrational frequency range for which they are tuned to absorb. Usually, non-harmonic dampener engines may experience catastrophic failure when a high-powered engine is operated at a sustained rpm which is inside the range of the crankshaft's vibrational fequency. Running up and through that frequency is not near as detrimental as holding the rpm inside of that frequency range.
- Over in this camp, the alcohol and nitromethane engines do not use vibrational dampeners. Some of these engines run for just 1320 feet and others run up to 3 miles.
- If you will not use a dampener on the snout, then I recommend that you make the flywheel side of your engine's rotational mass as light as possible (so as to more closely "equalize" the rotational mass at each end of the crankshaft), meaning use a flexplate and not a flywheel.
If you simply want to use a dampener on the snout and plan to extend your cam-driven oil pump, then I strongly suggest you fabricate an oil pump support bracket for the end of the pump.