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I'm sure you've seen plenty of sub-standard pulleys sans timing marks or crappy fitting on the crank... right? All useless IMO. I had a UR pulley, I was and still am very impressed with the machining, a true work of machining art, definitely not useless but not what "I" wanted. I did overstep myself earlier by stating "why waste your money", and that has obviously sparked some passion. Please accept my appology. We all spend it on whatever we want, good or bad, right or wrong - who am I to tell someone what to do with their money. I've never mentioned a "MYTH" but since you bring it up, I wonder why every PRO-STOCK engine out there uses a harmonic damper instead of... say, nothing? It's because the engines make more power with a damper than nothing at all, and you know these guys don't just throw shit on the end of the crank because it "looks purdy" or so they can put the contingency sticker on the car, they do it only if it's worth some power gain. Here's a good one, LOL, maybe Greg Anderson has an underdrive pulley and that's how he's consistently always got three to four hundredths on the rest of the field... Nah, If we use your analogy, absolutley nothing must be better than even the mighty UD pulley when it comes to rotating weight and making power, obviously he's chopped the front of the crank off for maximum weight savings and maximum power. ROFL! Note: to do this they will need to drive the oil pump with a hood mounted windmill or something... crap, now I'm giving away secrets. OK, OK I'm getting serious again now. I know you've built many VG engines, and you probably know all the ins-and-outs there are to know about them, you have my respect here. But they are not some mystical beast that belies all known aspects of internal combustion engines. A well known fact is that crankshafts flex under load and a harmonic damper will control the flexing better than nothing at all or an UD pulley, you can't say that this doesn't happen in any engine. When you consider the fact that the valvetrain is typically driven off of the front of the crank (aka point of maximum deflection) you tell me, will the engine be more predictable and probably make more power if the valve timing events are held more in sync with the pistons via contolling of the harmonics than if they are just flogging themselves around who knows where? And the rest is up to you what you do with it.
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