How do you guys like the Torker II?Is it that soft on the bottom end?Does it really turn on after 3000rpm`s?

 

I dont use a T2 but the wieand excellerator is roughly the same design and thats what I use. As a single plain manifold you will loose some low end putting around power, nothing much though but quarter throttle+ no difference at all. I dont see any whopping power increase from 3000+ but it flows what the engine needs at higher rpm.
SSC

 

I've heard nothing but bad things about the T2. Reputedly it gets outflowed solidly even by dual planes like the RPM. If I were to guess, I'd blame the small, long seperated runners with a sharp 90 degree bend in them. Than can't be too good.

Wieand has 2 mid-range single planes, the 7546 which has a very good reputation, and I may go with myself (havn't decided between that or a Team G); and the 7547...which I havn't heard anything about either way but I'd certainly try before the T2.

 

My car used to have one. They weren't so bad when they came out, but they've been surpassed by more recent designs. About the only reason I could think of to use one would be if you were really hurting for hood clearance somehow.

 

If you are worried about the bottom end, go with a stealth intake.

 

I don't know how you guys have your engine's set up, but I'm running a Torker II with a 750 Holley on top of a '70 350 with "882" heads and I pull my front tires off the ground.
Granted the technology has surpassed the TII but if cash is a problem I think there great all around. And they easily match up with other setups and parts.

 

The prices of the Torker II and the Performer are too close to really consider price to be an advantage, even for used ones.

 

Ive got one on the Truck. It lights up around 3000-3500....I mean IT LIGHTS UP. but the low end sucks ***. Ive got a 2500 stall in it and when the motor goes in the RS its getting a 3500. I like it, Pulls hard to 6,500 and asks for more.

 

Well I've got two Torker II's, both on big blocks. I'm quite satisfied with them.

On the Firebird's 465 engine, I got a Torker II because I wanted to someday convert it to custom sequential-port fuel injection, but still wanted some midrange. It has a 3800 rpm stall and a LOT of natural torque. So I really don't notice a deficit. And like the last guy said, it really wakes up above the midrange.

Now, if I were to stay with a carburetor, then naturally my first choice should have been one of the wonderful new dual planes that are out now, probably an Edelbrock Performer RPM. But if Desktop Dyno 2000 can be believed, I'm only losing 7 lb-ft on the bottom with the T2, so it's not really worth reinvesting another $180.

The other engine I have my Torker II on is on my 427. Once again, being a big block, it has plenty of torque, so I don't notice a deficit.

I have, however, seen several various engine tests using Torker II's and Performer RPM's. It really depends on the engine. On the Oldsmobile 455, which is very similar to the Pontiac 455, it was a lot more powerful with the Torker II in dyno comparisons. On the Mopar 440, however, the Torker II wasn't as good as the Performer RPM. At higher rpm's though, the Torker II and Performer RPM made virtually the same power and torque.

It does pull at 2500 rpm, and feels strong not only to 6500, but clear on up a little past 7000 rpm. That is where I feel the Torker II has the advantage. The dual plane is not going to run well at 7000 rpm and really is at its upper limit at 6500 rpm. The Torker II is still a single plane, and still performs above 6500 rpm.

It also has the advantage of being able to fit under most stock hoods, including the 3rd gen Corvette's low hoodline.
So best advice probably is to try it, if you have a street/strip that actually will see high rpm's. But if it's a street driver, I agree with Jester and the others, stick with one of the modern dual planes.