Not very good at explaining things but I'll give it a go. There is a tab on the crank where the counterweight would normally go. the weight has a slot in it that fits loosly over the tab. two bolts or pins hold the weight to the tab. Now drill the holes in the tab about 3 times the diameter of the bolts, or pins if you will. So now the weight floats in the enlarged bolt holes and allowed to move sideways around the circumference. As the crank accelerates on the firing stroke the weight trails behind the crank slowing its acceleration down. when the crank reaches the 90' point the crank starts to slow down causing the weight to move forward, by its inertia, forcing the crank to accelerate. With the right weight and motion the weight will smooth out the torsional vibration to 'O'. Works at all RPM. At high RPM centrifugal force allows the weight to move only a small amount. At low RPM it moves over a larger radius because of the lower centrifugal force. This is where it differs from an automotive dynamic balancer. Would like to copy the article out of the engine manual but I don't know how copyright works after 54 yrs. I have an old Q35 Iwill try it on and let you know wether it's worth it or not. This has nothing to do with engine parts balance, only rotational vibration from acceleration,deceleration, as in shaking itself to pieces at idle.