[Arns85GT]

I have the Torker II on a 60*v6.

Make long story short, I've tried 3 different carbs, got Holley to do a custom setup, 3 different spacers, different timing, adjusted the valves, changed my coil, checked my electricals, checked my fuel delivery, changed temperatures, and no luck.

One contributor told me he had a Torker II with this problem and never was able to fix it. I'm trying to do just that.

Here are the symptoms.

1. Starts fine
2. Idles fine
3. Goes like stink for the first 3/4 hour of running time.
4. Great top end.
5. Good bottom end torque
6. At about 3/4 hours of running, it starts to misbehave. From idle to about 2000 rpm, it bucks & studders, with the power going off-on-off-on-off-on-off-on rapidly until I get the load off the engine and rev it up to 2500. From 2500 up it goes real good. It also idles real good while it is in the misbehaving mode.

The heads were ported and reconditioned this winter at a good speed machine shop. The engine was freshened up.

All suggestions welcome, and no, I'm not giving up on the setup yet.

Arn

PS. Holley tech shop has been really helpful, and I have run a number of shooters, cams, jets, etc.

[willys36@aol.com]

The Torker II is a single plane manifold, meaning it has an open plenum under the carb that all carb barrels feed and all intake runners draw from. That is actually a really bad name for those manifolds 'cause they give away all the bottom end torque in favor of top end power! This is super for WOT drag racing - ads an easy 15 hp on top end. The price you pay is at the bottom end, air/fuel mixture velocity goes to crap. velocity is so slow that liquid gas drops out of the flow stream and when you punch the throttle, it takes several moments for the increased flow demand to transfer to the carb venturis. This is a common problem with a racing manifold on the street. Only two solutions are go really big with the accelerator pump and nd make up for no velocity with exce$$ ga$ or get a dual plane manifold. The Edelbrock Performer+ is a great compromise of top end performance and bottom end responsiveness.

[bracketeer]

I had a Torker II about 3 motors ago. It had a stumble at 2300 to 2500 rpm. Always seem to stumble in the middle of turns and unbalanced the car. I tried everything to make it go away. I called Holley and asked them what to do. They told me that the single plane manifolds preferred annular discharge carbs. Since the smallest they made was a 750 which was too big for my combo. I made the Torker II go away. I went to an RPM Airgap and the car ran great.

[NXS]

Your power valve is probably opening too soon.
It runs well when cool b/c it needs more fuel but when it warms up it gets a load of extra fuel that it doesn't need. Try a numerically lower numbered PV first. Maybe very low like a 5.5

[Arns85GT]

Thanks for the responses guys.

Willys, this is a dual plane for a 6 cylinder. It has a dividing wall which separates the 2 banks of cylinders in the upper plenum. Check the Edelbrock website and look for the Performer Plus. The upper intakes are very similar and there is both and open and a dual plane model.

Bracketeer, at this point a different intake is a real consideration but I can't find one for the 60*v6. There is one guy with an Offenhauser on another forum, but he isn't willing to sell just yet. Is there such a thing as an RPM for the v6's?

NXS, I've tried 5 different power valves including the 5.5. No difference at all to the problem. That was my initial thought too.

With a #25 shooter, and #1 orange cam, the car wasn't getting enough initial shot. I tried the #31 shooter and #2 orange, and #1 green and #2 green, but it was too rich, and seemed to run best with #31 shooter and #1 orange. The Accellerator diaphram is the stock 30cc.

In talking to Holley, at one point they thought it was pullover, so I experimented with anti-pullover shooter (currently installed) and we even drilled a metering block for anti-pullover, but none of that changed the problem. Holley also did up a custom metering block application for me, drilling out the primary circuit limiter to give more fuel during transition. This did not work either.

The best guess I have at this point, after months on this problem is that the runner length is just too long for the engine. But I'm no engineer so I really can't give an educated opinion on that.

Any more thoughts?

[willys36@aol.com]

Hmm I thought Torkers were single plane. Chase the power valve route that sounds promising.

[bracketeer]

Check the Edelbrock website and look for the Performer Plus.

Do you have to intakes on there?

[bracketeer]

Check the Edelbrock website and look for the Performer Plus.

Do you have two intakes on there?

[Arns85GT]

There is the original one listed which is two barrel open plenum.

The 3789 is the 4 barrel listed and Edelbrock tells me that although they list it as the Performer Plus, the upper plenum casting still has Torker II written on the side.

BTW, I am looking at my MSD 6200 unit as a suspect. It was mounted in the trunk but it does heat up on its own. I am moving it to a position under the power vent and I'll see later today if there is any change. The MSD is the one thing I haven't changed or tested.

[spinn]

so its a perfoermer , ok that sounds right.

is your ingition geting 12 volts?

i read your post a couple times and was thinking they dont even make a torker 2 for the 2.8...

[willys36@aol.com]

Here is the (SBC) Torker


And here is the Performer


Former is the hi-RPM one and the latter is the street/strip one. Torkers are NOT low end torque producers, contrary to their name.

[Arns85GT]

Here is a pic of the 3789 dual plane 6 cylinder intake attached(I hope)

Here's the web link http://www.edelbrock.com/automotive_..._v6_perf.shtml

[Arns85GT]

Originally Posted by spinn

so its a perfoermer , ok that sounds right.

is your ingition geting 12 volts?

i read your post a couple times and was thinking they dont even make a torker 2 for the 2.8...

The ignition issue is something I am currently concerned about. The MSD 6200 I have is heating up to about 130 degrees casing temperature. The MSD apparently has 2 modes when it fires, a multiple discharge for low rpm and a single highoutput discharge for high rpm. I am concerned that the low rpm mode may be malfunctioning, but I have no way to test it.

I was able to test the vacuum distributor and coil but not the MSD. My next step is to take the MSD out of the system and run it the old fashioned way to see if that is the problem. Only thing is I need a simple wiring diagram and not the spaghetti in the manual.

Arn

[willys36@aol.com]

My MSD 5 quit working so I put my ignition on standard and sent the unit back to the factory. They looked at it, found nothing wrong and sent it back. Only took it seemed like a week - really fast service. The thing has worked great ever since, no idea why it quit in the first place. They didn't charge me anything.

[xntrik]

Originally Posted by Arns85GT

The MSD 6200 I have is heating up to about 130 degrees casing temperature. The MSD apparently has 2 modes when it fires, a multiple discharge for low rpm and a single highoutput discharge for high rpm. I am concerned that the low rpm mode may be malfunctioning, but I have no way to test it.

Arn

Excuse me Sir. You are under a misconception as to how an MSD works.

The MSD 6200 multiple sparks all the time at the same rate. At a slow idle you might be getting 6+ firings per spark plug. At about 3000 rpm, on an 8 cylinder engine, the "clock time" between cylinder firings is so short that there is not enough time for multiple firings to get to each plug.

4 cylinder engines still get multiple sparks up to about 6000. 6 cyls up to about 4500.

Did you say you had it mounted in the trunk?????? Good grief Charlie Brown...