connecting rod, and piston. The cylinder pressure due to combustion is not constant through the combustion cycle. The slider-crank mechanism does not output a smooth torque even if the pressure is constant (e.g., at top dead centre there is no torque generated) The motion of the piston mass and connecting rod mass generate alternating torques often referred to as "inertia" torques Engines with six or more cylinders in a straight line configuration can have very flexible crankshafts due to their long length. 2 Stroke Engines generally have smaller bearing overlap between the main and the pin bearings due to the larger stroke length, hence increasing the flexibility of the Crankshaft due to decreased stiffness. There is inherently little damping in a crankshaft to reduce the vibration except for the shearing resistance of oil film in the main and conrod bearings. If torsional vibration is not controlled in a crankshaft it can cause failure of the crankshaft or any accessories that are being driven by the crankshaft (typically at the front of the engine; the inertia of the flywheel normally reduces the motion at the rear of the engine). The couplings turn the vibration energy into heat. Therefore, and to ensure that the coupling is not damaged due to this (temperature could be very high, depending on the load), this is verified through torsional vibration calculation. This potentially damaging vibration is often controlled by a torsional damper that is located at the front nose of the crankshaft (in automobiles it is often integrated into the front pulley). There are two main types of torsional dampers. Viscous dampers consist of an inertia ring in a viscous fluid. The torsional vibration of the crankshaft forces the fluid through narrow passages that dissipates the vibration as heat. The viscous torsional damper is analogous to the hydraulic shock absorber in a car's suspension. Tuned absorber type of "dampers" often referred to as a harmonic dampers or harmonic balancers (even though it technically does not damp or balance the crankshaft). This damper uses a spring element (often rubber in automobile engines) and an inertia ring that is typically tuned to the first torsional natural frequency of the crankshaft. This type of damper reduces the vibration at specific engine speeds when an excitation torque excites the first natural frequency of the crankshaft, but not at other speeds. This type of damper is analogous to the tuned mass