Thread: 1964 Chevy C-10 283 question

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The 327 engines had several types of balancers ranging from small ones like you would see on a 283 to large ones for the high performance engines. Size really makes no difference in your application since it is basically a stock engine. Check with you local NAPA or other local parts store and see what a replacement costs compared to Summit. I used the street version of the FluidApr for my 383, but you could easily get by with a stock replacement.

You should be OK with the cheapest dampener for a stock application. Just a small note: over the years the location of the timing mark on the dampeners was changed between 2 and 10 degrees BTDC. But I don't know when and how exactly. You might have to check your timing tab location with respect to the timing mark on the dampener before you set your timing.
Max

PS: Dampening needed is a function of the flex and springiness in the crank, so low-RPM low-power applications won't need that much of dampening as high-RPM high power applications. Mass of the dampener ring and the viscosity of the elastomeric material are the determining factors for how well a dampener does it's duty. On the other hand, a dampener has a considerable weight which has to be accelerated rotationally all the time in a street car, and all accelerating uses gas. So if you don't need a lot of dampening in a street car but you need to accelerate it often, a light dampener is OK, in a race-car you'll need a lot of dampening and you don't have to accelerate it all the time because you're operating at more or less the same RPMs all the time, so you buy a big dampener. Crank material is also a factor, some are more springy than others.