Motor:
Stock 1977 350 L-82 with shorty flowtech headers and true dual exhaust.
Trans:
4spd manual
Gears:
3.70

I have both the older Edelbrock Torker intake and a Performer RPM intake.

If I go with the Performer RPM I would have to buy a different carb.

Which intake carb combo will I get the best performance from (street
application)?
Torker\Q-jet. older Torker not the Torker 2
or
Performer RPM\Holley 600 or 650CFM.

I read that you loose low end torque and throttle response with a
single plane intake.
I also read that you can get a single plane to perform like a dual
plane if you put a smaller carb on the single plane.

Any thoughts on this?
Would the stock Q-jet fall into this category?

 

I would definately say the Performer RPM. I don't know what the difference b/t the Torker and Torker II, but I had the torker II and a Q-jet on the my 80 and it sucked ***. Before I converted to TPI, I converted to a Weiand action+ (I think) and it was much better with throttle response and torque.

 

I've always got the impression that it takes quite a combo of heads, cubic inches, and cam to run a single plane and I'm talking Victors...Not sure what the take is on those low Torker manifolds..
I've never heard of the theory where a smaller carb on a single plane acting like a dual plane....interesting.

 

Guess the small carb/single plane might work but what's the point? you will loss upper rpm range with too small a carb, if you had a single plane on and spare small carb it might be a short term stop gap measure for more torq but to install a single plane and a small carb as a selected combo doesn't sound wise to me.

 

Sell both and buy a Performer RPM Q-Jet.

 

I guess that's an idea.

 

I originally had a single plane intake on my 383 and switched to a daul plane and it feels like the car picked up alot more torque and runs better all around , for the street I would go with a daul plane, a single plane is for top end and you wont be in that rmp range much on the street.

 

Granted this article does manifold comparisons on a ZZ454 mill, but the general trend in the comments would likely be of interest... On the ZZ4544 they love the RPM Air-Gap and a Torker II was in last place.

http://www.hotrod.com/techarticles/113_0407_manifold/

 

Agree. For example, single planes are often used on circle track cars (sustained high rpms).

 

For a basically stock motor.....dual plane. So, go with the performer and a 650.

 

definately go with the dual plane on the street.

 

Performer RPM no qestion, with that set up you'll feel/see a loss in torque w/ the single plane.

 

Thanks everyone.

Looks like I will be using the Performer RPM and buying a different carb.

Anyone have one for sale?

 

Definitely the dual-plane. RPM ranges: Performer is Idle-5500, Performer RPM is 2000-6000, and I believe the Torker was 3000-6000. Why lose torque for 1000 RPM's on the bottom-end if you don't have to?

One thing to watch out for, if you are utilizing the stock C3 small-block hood, you may have trouble with hood clearance using the RPM.
My suggestion, mock it up first. Attach the carb, and the air cleaner you are going to use, to the manifold. Then, set the manifold onto the top of the block, without bolting it up. Place some Silly Puddy (or something of the sort) on the highest point of the air cleaner. Then, slowly shut the hood, all the way if it will go. Open hood, the thickness of the puddy is how much clearance you have. Also remember, engines rock back and forth under acceleration. Give yourself a good inch of clearance. Also, Edelbrock's website has height measurements for it's manifolds.

 

Thanks and welcome to the forum.

 

 

You WILL need a drop base air cleaner to run the RPM with a stock hood. I believe I have a 7/8" or 1 1/4" K&N base on mine.

Still looking for a cold ram air set up that will fit!

 

I was going to suggest the drop base cleaners, but with them you force the air to take a less-direct path to the venturis. Perhaps coupling a drop base with the K&N Xtreme filter lid would work. In addition, the 1-1/4" drop base will not clear most electric chokes (if that's what you are using). Glen, how is your drop base working for you?

Kevin

 

 

I have run single plane manifolds since 1976 and like the high rpm surge. I ran an original Torker on a 11:1 L46 with slant plug 2.02s with a 600 Holley double pumper, and it ran very strong.

My current engine is much more radical and I run a milled (1/4" for hood clearance) Victor Jr. and a 750 Holley double pumper. I have Brodix-8 aluminum heads with 2.055 intakes (.560 lift), a Comp Cams 294S cam, roller rockers (1.6:1 intake, 1.5:1 exhausts), MSD 6AL ignition 7000 RPM redline pill, 6" rods, and a forged Chevy crank. This engine pulls stronger than a stock '69 300 hp engine to 3500 RPM and goes up from there.

G-tech HP numbers 320 HP for my (355 CID) engine compared to 165 HP for a stock 350CID /300 HP or 195 HP for a '93 300 Net HP engine or 274 HP for a ''02 350 net HP engine or 313 HP for a King of the Hill DOHC 375 net HP engine. A 12:1 CR L-88 registers 345 HP on my same meter.