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Old 12-04-2014, 12:21 PM
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Compression and intakes

Can someone explain to me how compression plays a role in intake manifolds? I understand the basics of dual and single plenum intakes but one thing im kind of confused about is that ive heard people say not to run single plane intakes with low compression. Why is this? Basically my knowledge is as simple as this: dual plane put out more low end torque but less high end power and single planes are the opposite. I know its much more complicated but thats my simplistic understanding. I have seen the Edelbrock torker around for good prices and people seem to love or hate it. I like the fact that it is low profile and i dont really need low end torque but everywhere i go people recommend a dual plane for a mild stock build. I understand that matching everything is key and i plan on building this motor up as i learn more and as funds come to me. Will a single plane like a torker/torker II give me ok performance with stock 933 heads (8-9 compression?) and leave me room to build on later or is this a bad idea? There is a performer RPM an hour from here for $70 and an original torker 5 minutes from here for $70.

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Old 12-04-2014, 12:23 PM
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BTW i did read that weight is also a factor in intake selection. This is a very light S10 with 3.73 gears.
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Old 12-04-2014, 12:28 PM
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There is no direct correlation. They are probably (correctly) assuming that a low compression engine performs best in an RPM range that suits a dual-plane intake.

A properly-done combo of a high compression engine sees higher RPM torque, which means it would perform better with higher-flow intakes like a single plane.

But there is no direct relationship between compression and intake design.

The torker is generally not a good intake by modern standards. It doesn't excel at either low RPM torque or high RPM flow. The advances in dual plane intake design have really come a long way. Something like a Performer RPM will outperform the torker in both ends of the spectrum and leave a lot of room for more modifications down the road. It used to be that street performance meant switching to a single plane at much milder combinations, but that is not the case anymore with modern dual plane stuff. You can get pretty wild and something like a performer RPM will only cost you 2-3 hp, but net big gains in low RPM torque compared to a single plane.

Weight is a factor. With the huge numbers of aluminum intakes out there these days there is no reason to use an iron intake. But don't get bogged down with choosing the lightest possible aluminum intake. The difference between the lightest and heaviest is only a couple pounds and will never be noticed. Put it this way... if the Torker is 2 lbs lighter than the Performer RPM, it won't make up for the difference of the power and torque you are giving up by shaving those two pounds.

Last edited by curtis73; 12-04-2014 at 12:35 PM.
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Old 12-04-2014, 12:34 PM
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Fun with intakes......

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Old 12-04-2014, 03:42 PM
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The Torker and Torker II are both turds, I wouldn't use one even if it was given to me free of charge.

Only reason I'd take it is to try to trade it off to some fool for either a good dual plane like the Performer RPM style intakes, or a good single plain like the Edelbrock "Victor Jr"/Weiand "Team G"/Holley "Strip Dominator"/Professional Products "Hurricane".
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Old 12-04-2014, 03:43 PM
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I picked up the RPM for $70. Hope my hood clears! lol BTW the guy sent me a pic of the 'Torker' and it was a TM-1.
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Old 12-04-2014, 05:36 PM
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Quote:
Originally Posted by Craiga82 View Post
I picked up the RPM for $70. Hope my hood clears! lol BTW the guy sent me a pic of the 'Torker' and it was a TM-1.
If it doesn't fit, maybe its time to invest $20 in a used sawzall
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Old 12-04-2014, 06:09 PM
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Quote:
Originally Posted by Craiga82 View Post
Can someone explain to me how compression plays a role in intake manifolds? I understand the basics of dual and single plenum intakes but one thing im kind of confused about is that ive heard people say not to run single plane intakes with low compression. Why is this? Basically my knowledge is as simple as this: dual plane put out more low end torque but less high end power and single planes are the opposite.
The turning point in dual-plane intake manifolds came with the '68 Camaro Z-28. GM used an aluminum high-rise, dual-plane intake that was sourced from the Winters Foundry, a private company from whom the GM engineers bought the manifold. This design proved to be so successful that the aftermarket caught wind of it and began copying it. Edelbrock produced what is currently known as the Performer RPM, part number 7101, Holley produced and marketed it under their part number 300-36 and Weiand called it the Stealth, part number 8016. While Edelbrock still makes and sells the RPM, both Weiand and Holley have dropped the intake from their current offerings, although either can be found used on craigslist, ebay, racing junk, etc. Professional Products has introduced their version, the Typhoon, part number 52020 Polished Finish or 52021 Satin Finish and both these are in current production. Weiand has introduced their current Stealth model under new part number 8150. I have no info on the success or lack thereof of this new design, although I have an idea it is just a little less manifold than the original design from Winters, geared more toward all street, rather than street/strip. I don't know for sure, but that's my gut feel. Would I use an 8150 on the street? Yes, in a heartbeat.

It is truly remarkable that this design has triumphed over all other comers since 1968, some 46 years ago. It still makes more power under curve than any other dual-plane or single-plane intake manifold from 1500 to 6000 rpm's.
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Old 12-04-2014, 06:17 PM
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Quote:
Originally Posted by Craiga82 View Post
Can someone explain to me how compression plays a role in intake manifolds? I understand the basics of dual and single plenum intakes but one thing im kind of confused about is that ive heard people say not to run single plane intakes with low compression. Why is this? Basically my knowledge is as simple as this: dual plane put out more low end torque but less high end power and single planes are the opposite. I know its much more complicated but thats my simplistic understanding. I have seen the Edelbrock torker around for good prices and people seem to love or hate it. I like the fact that it is low profile and i dont really need low end torque but everywhere i go people recommend a dual plane for a mild stock build. I understand that matching everything is key and i plan on building this motor up as i learn more and as funds come to me. Will a single plane like a torker/torker II give me ok performance with stock 933 heads (8-9 compression?) and leave me room to build on later or is this a bad idea? There is a performer RPM an hour from here for $70 and an original torker 5 minutes from here for $70.
These type manifolds tend to steal mixture from one cylinder to the next at low through mid RPM bands, this pulls the torque and horsepower down till the engine gets spinning up pretty good. Mixed with low compression it really hits this power band very hard. The Torquer in particular suffers from this, it can be fixed but that 70 buck intake will quickly become a several hundred bucks of welding vanes and guides into it and remachining the mounting surfaces to make it work on the street.

If you just gotta have a single plane intake get a Victor Jr or a Weiand Team G. The Performer RPM is the much better bet, it has good manners from idle all the way up to around 6000 or more RPM on a 350 size engine plus way up on the top end it gives up very little to a single plane like the Victors, Team G's or the Torquer. Of the latter single planes the Torquer is by far the worst.

Bogie
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Old 12-05-2014, 12:28 PM
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I modified my RPM Air Gap welding up the driver side water cross over and threading it to take a fan switch.
I also drilled/tapped the front under the thermostat housing for the water temp sender.

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