switched 85 vette from tpi to carb, good and bad - Third Generation F-Body Message Boards


Carburetors Carb discussion and questions. Upgrading your Third Gen's carburetor, swapping TBI to carburetor, or TPI to carburetor? Need LG4 or H.O. info? Post it here.

switched 85 vette from tpi to carb, good and bad

Reply
 
Thread Tools Search this Thread
Old 12-02-2003, 08:06 PM   #1
Junior Member
Thread Starter
 
Join Date: Nov 2003
Location: South Lyon, Michigan
Posts: 18
switched 85 vette from tpi to carb, good and bad

Well without changing anything but the carb/intake swap I drove my vette and what a difference. I have a 600 cfm holley and torquer II intake instead of the TPI. low end torque was lost and so was gas mileage but I still have to tune my carb. the torquer II is great except on the highway, cruising at 2000 rpm it feels sluggish with the tc locked up but when I downshift it flies, the power difference over the TPI is amazing, TPI only made power to 5000 and it wasn't much, now it feels soooo much quicker at high rpm. The one problem I have is that at 5500-6000 rpm it makes a popping sound from the exhaust like its running out of fuel or something, it might be my secondary float too low causing the bowl not to fill up, I set my fuel pressure at 7 psi. The carb is amazing over the TPI and it feels like a different car, the only problem was that it took a few minutes to start in 16 degree f weather (this isn't my winter car so it isn't a big problem). Once I solve my poppin problem at high rpm I am going to put on my headers and new exhaust (my exhaust is leaking bad and killing my power)
Oh and the reason I stuck with the torquer II is because it is the only intake that can make power to 6500 rpm and still fit under my hood.
JP2002LS1 is offline   Reply With Quote
Old 12-02-2003, 08:32 PM   #2
Member
 
Join Date: Oct 2003
Location: Queens
Posts: 153
If you change over to a dual-plane intake manifold over you're single plane, this will help you with you're low end torque/power loss....

That popping noise can be a number of things, but if you're fuel pressure is set a 7-psi, then it might not be fuel starvation.... it could be a weak spark, or you're timing might be off slightly.

The PITA of the Carb, is that it's all trial and error....but pays HUGE dividends when you're all dialed in.

BTW, what kind of Carb are you running?

Disregard that question.... just re-read you're running a Holley 600.

Last edited by 406-IROC; 12-02-2003 at 08:36 PM.
406-IROC is offline   Reply With Quote
Old 12-02-2003, 09:01 PM   #3
Junior Member
Thread Starter
 
Join Date: Nov 2003
Location: South Lyon, Michigan
Posts: 18
I have a summit HEI distributor and my timing is set at 6 degrees, is that about right?
JP2002LS1 is offline   Reply With Quote
Old 12-04-2003, 07:30 PM   #4
Supreme Member
 
Join Date: May 2001
Location: Pitman, NJ
Posts: 2,009
I'd throw away that Torquer II intake ...they're crap in my opinion. 6 degrees initial is also a little low. With my L98 I could run like 12 initial timing without it pinging.
88IROC350TPI is offline   Reply With Quote
Old 12-05-2003, 09:42 PM   #5
Senior Member
 
Join Date: Sep 2003
Location: New Mexico
Posts: 784
Maybe your floating the valves. 6000 rpm seems high for a stock L98 that is that old. Just a thought as to what the popping could be. I agree, try to run at least 12 degrees initial. I am at 5500 feet and I can run 16 initial 40 total with iron heads and 10.5:1 compression and NO ping just tons of torque. The only way is to tune it at the track.
GASGZLR is offline   Reply With Quote
Old 12-05-2003, 10:14 PM   #6
Junior Member
Thread Starter
 
Join Date: Nov 2003
Location: South Lyon, Michigan
Posts: 18
I just got my new exhaust on so next week I want to tune the car after I finish my final exams in school. Why does everyone hate the torquer II so much? I have no driveability issues and it pulls great at high rpm just lacks a little low end torque. Also my heads were redone less than 10k ago when the engine was rebuilt so I don't think the valves are floating, the spring pressures are set high.
JP2002LS1 is offline   Reply With Quote
Old 12-05-2003, 10:40 PM   #7
Moderator
 
Apeiron's Avatar
 
Join Date: Jan 2000
Location: Rio Oro de Santa Ana, San Jose, Costa Rica
Posts: 20,979
About the only thing the Torquer II has going for it is its low profile, which along with its small runners limits its breathing at higher speeds. It's also a single plane which limits its low-end performance as well, so it's pretty much the worst of both worlds. There are better, newer designs on the market, if you have the hood clearance.
Apeiron is offline   Reply With Quote
Old 12-05-2003, 10:55 PM   #8
Senior Member
iTrader: (1)
 
z28monster's Avatar
 
Join Date: Feb 2003
Location: parishville NY upstate
Posts: 908
is it a 350?? if it is a 600CFM carb sounds a little small to me i would have gon with a 750 a 600 is good for a 305
z28monster is offline   Reply With Quote
Old 12-05-2003, 11:02 PM   #9
Supreme Member
 
Join Date: May 2001
Location: Pitman, NJ
Posts: 2,009
Your car would go faster with a dual-plane intake like the Edelbrock RPM. Your motor isn't designed for top-end power so using an intake like that is probably hurting you more than you'd think. 600cfm carb is a wee bit too small but I think its alright.
88IROC350TPI is offline   Reply With Quote
Old 12-06-2003, 01:56 PM   #10
SSC
Supreme Member
 
SSC's Avatar
 
Join Date: Jul 2001
Location: Pueblo Co
Posts: 3,974
The big problem is the manifold. The one you are using just sucks......... I'm not trying to be mean or rude but its not going to work well and you seem to have found that out. Dont take manifold specs seriosly. Just because one says idle- 5000 doesent mean its going to die at 5000 like your TPI did. An Action+ would work great with your setup, so would a Stealth or Performer RPM. If you used the correct air cleaner assembly it would even fit under your hood. Someone around here has the link for the SS BBC style drop base pan I just forget who.
SSC is offline   Reply With Quote
Old 12-06-2003, 06:50 PM   #11
Junior Member
Thread Starter
 
Join Date: Nov 2003
Location: South Lyon, Michigan
Posts: 18
Thanks for all the input guys, any input is helpful. the performer rpm will not fit under my corvette hood, not even with a drop base.

I was thinking of a Weiand axcelerator single plane or the Weiand action plus dual plane, I've heard the regular edelbrock performer just doesn't pull well at high rpm?????????

Oh and one thing I've found with the torquer II is that it makes good power even at 6000 rpm on my car but at 70 mph on the highway I cruise at 2000 rpm and it gets horrible gas mileage. I plan on swapping the intake in a few weeks if I continue to get crappy gas mileage and bad highway manners at 2000-2500 rpm, since I drive 120 highway miles per day.
Oh and I have a mild cam, and a 2400 stall converter, lt headers, etc. and I plan on getting new heads next year.

Last edited by JP2002LS1; 12-06-2003 at 06:52 PM.
JP2002LS1 is offline   Reply With Quote
Old 12-07-2003, 09:27 AM   #12
SSC
Supreme Member
 
SSC's Avatar
 
Join Date: Jul 2001
Location: Pueblo Co
Posts: 3,974
It's been a while since Ive worked on a vett your style but theres always an option. The 80 I built up fit perfect with an RPM and the triangle of death. Thats a different animal with a bit more room though. You might take a less conventinal approach and try another type of lid. An assembly from a mid/late 90's ram truck MPI, some ducting and cone filter that you could put almost any where. You get the idea.
SSC is offline   Reply With Quote
Old 12-07-2003, 08:42 PM   #13
Junior Member
Thread Starter
 
Join Date: Nov 2003
Location: South Lyon, Michigan
Posts: 18
the cone filter is a good idea, maybe I will take the K&N cold air system off my dads 2001 ram and see if it would work, but I think it is taller than a regular air box. I had to bend down the center of a Summit air box just to clear the torquer ii. Thanks.
JP2002LS1 is offline   Reply With Quote
Old 12-08-2003, 01:22 PM   #14
Senior Member
 
Join Date: Dec 2001
Location: Coquitlam, BC
Posts: 896
Quote:
Originally posted by GASGZLR
Maybe your floating the valves. 6000 rpm seems high for a stock L98 that is that old. Just a thought as to what the popping could be. I agree, try to run at least 12 degrees initial. I am at 5500 feet and I can run 16 initial 40 total with iron heads and 10.5:1 compression and NO ping just tons of torque. The only way is to tune it at the track.
I agree on this one. Popping through the exhaust or carb at high RPM is usually a sign of valve float. Upgrade to some good valve springs. Isky one of the best IMHO. Quote: Also my heads were redone less than 10k ago when the engine was rebuilt so I don't think the valves are floating, the spring pressures are set high.

That doesn't necessarily mean a lot. What are the pressures? What are the springs? It takes very good NEW High Performance springs to run over 6,000 RPM with any type of cam . Usually a Dual spring is required. Just becomes too much for a single to handle. The more aggressive the cam...the more spring you need.

The Performer RPM is far superior to a Torker or Torker 2. One of the best manifolds ever made by Edelbrock IMHO ( and by most of the Edelbrock Techs that I've talked to ). I run mine to 7,000+ quite often during Hillclimbs. Still making tons of power. Course it all depends on the " package ".

Bummer about the 'Vette hood clearnace. A Performer RPM would be ideal. A regular Performer dual-plane should fit just fine.

The regular Performer will work up to about 6,500....it's not strong there, but it will go to 6,500. 6,000 really about the upper limit. But think about it....street driven car. How much of your time is actaully spent above 5,000 RPM? You're better off to maximise bottom end and mid-range power with something like a good Dual-Plane manifold, like a Performer, rather than use out dated technology like the Torker 2. You'll get much better gas milage as well.

600CFM also a bit on the small side, particularily for a Dual Plane manifold. A 650 to 750CFM would have been better.

Last edited by Chickenman35; 12-08-2003 at 01:44 PM.
Chickenman35 is offline   Reply With Quote
Old 12-08-2003, 01:33 PM   #15
Member
 
Join Date: Aug 2003
Location: SB, IN
Posts: 193
hello jp

i have an 85 vette that i have started the same switch on. The intake i chose was the weiand stealth. I went to the eldebrock and weiand web site and they post all the heights. The stealth is 1" shorter than a performer rpm. Sorry i didn't look into the singleplanes. I also was recommended this intake from a couple guys on the corvette forum.

My combo is
355
stock crank, rods ( ARP bolts)
flat top hyper pistons
224-235 @.050 488-518 with the 1.6 RR on 112 LSA
dart 180 cc iron eagles
i have the 1-3/4" long tubes and dual ex.
750 vac secondary ( holley)
GM HEI
2400 stall and stock 3.07 gears.

i will be back on the road next month. I'll let you know how it all works out.



BTW ...the dash is in and complete. Looks and works great. I'll try and get you some pic's.

Last edited by MIKE 1985; 12-08-2003 at 02:53 PM.
MIKE 1985 is offline   Reply With Quote
Reply

Related Topics
Thread Thread Starter Forum Replies Last Post
new to tuning Azrael91966669 DIY PROM 26 06-20-2017 04:04 AM
[NY] PCM,Hypertech chip, Fuel sender, MAF, Shifter, Valve covers NBrehm Engine/Drivetrain/Suspension Parts for Sale 1 08-25-2015 11:49 PM
[WA] Edelbrock 1406 600 CFM carb, Holley AFPR, gauge.. 86IROC112 Engine/Drivetrain/Suspension Parts for Sale 4 08-17-2015 02:00 PM
L98 or L05? matthew911 Engine Swap 13 08-12-2015 09:38 AM
Tpi tunning issue squiggy2 TPI 4 08-09-2015 09:30 PM


Go Back   Third Generation F-Body Message Boards >

Tags
1988, 454, 85, afb, bad, carb, carburetor, carter, change, corvette, engine, mpi, popping, problem, top, transmission

Thread Tools Search this Thread
Search this Thread:

Advanced Search

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Trackbacks are Off
Pingbacks are Off
Refbacks are Off


Advertising
Featured Sponsors
Vendor Directory

1982 Camaro '82 || 1983 Camaro '83 || 1984 Camaro '84 || 1985 Camaro '85 || 1986 Camaro '86 || 1987 Camaro '87 || 1988 Camaro '88 || 1989 Camaro '89 || 1990 Camaro '90 || 1991 Camaro '91 || 1992 Camaro '92


All times are GMT -5. The time now is 11:40 PM.


All content copyright 1997 - 2014 ThirdGen.org. All rights reserved. No part of this website may be reproduced without the expressed, documented, and written consent of ThirdGen.org's Administrators.
 
  • Ask a Question
    Get answers from community experts
Question Title:
Description:
Your question will be posted in: