[Alan Roehrich]

Joe,
Given what you have posted, I'd say that the problem is that the balancer is past due for a rebuild and has long since ceased to function as a harmonic damper.

First, the elastomer o-rings in the damper will eventually fail due to age, exposure, and thermal fatigue. That is why the balancer should be returned for a rebuild at or before the suggested interval. Honestly, for what ATI charges for an inspection and rebuild, 2 to 5 years is a much better interval, and money well spent. Earlier return for inspection and overhaul can even allow ATI to tell you if your damper is the right one for your application, and if it is performing properly.

Second, if the balancer is moving on the crank, it is no longer absorbing and damping the harmonics. It is obvious that the damper is moving on the crank, that is why it is attempting to weld itself to the crank and the crank gear of the timing set. The most likely cause for this is the lack of a timely rebuild (the decal says "return every ten years for rebuild") has cause the damper to stop working, and once it stopped working, it worked itself loose.

ATI will step up and take care of your damper. They'll either rebuild it for a low price (I'd suggest a new hub, properly sized to your crank snout) or offer you a new balancer at a reduced price. Their service and support after the sale is excellent about 99% of the time.

Solving your balancer problems will probably solve the rest of your problems, as the timing set and valve train problems are most likely the result of the balancer no longer absorbing and damping the harmful harmonic vibrations. Those harmonic vibrations, if they are not absorbed and dampened, have to go some where. The logical place for them to go is into both the crankshaft, and through the timing set into the valve train. You are seeing the expected results of this in the damage done to your engine.

I do not think that the rev limiter is the cause of your problems. However, the rev limiter probably did make your problems worse. The combination of adding a rev limiter that you use on every pass to an engine with a balancer that was at the end of the life cycle between rebuilds is what you're seeing.

I seriously doubt the pushrods had any real effect, other than the stiffer pushrods may have transmitted more of the harmonics not absorbed by the tired balancer to the rest of the valve train. Weight of valve train components on the lifter side of the rocker fulcrum is negligible in comparison to weight on the valve side of the fulcrum. The stiffer pushrods are a good thing, don't take them out. Solving your balancer problems will likely solve the valve train problems as well.