So for decades the 2 most popular STREET manifolds was the Edelbrock (Not Elderbrock Nicks garage) Performer and the Torker. Performer for the Mopar world was not really better than a hi po factory 4 bbl intake- but it was aluminum and looked great. The Torker was the small plenum single plane meant for hot street- even in racing and it did very well. Then comes the Performer RPM and it appears to offer the best of both worlds. But the RPM is tall- and the Torker is not. But every dyno session of "Dual plane vs Single plane" pitts the Performer or Performer RPM to the Victor. The Victor while used successfully on the street truly is a more race designed manifold. But I NEVER see the Torker or Torker 2 in the mix. Richard Holdener dynoes the Performer RPM then the Victor. RPM is a Hot Street manifold- as is the Torker. Not saying the Torker is the better manifold and thats why its ignored- well I am saying its being ignored. My theory is the videos I watch are done by guys who promote Edelbrock and the Torker is not a big seller anymore so the big leader of the packs are pushed instead. Old school HP 440 with big cam, headers, Torker intake, 3000 stall converter and some 3.91s was an economic easy to build street brawler.

My understanding was that the original Torker was a good all around intake for “hot street” and on up builds. And the Holley Street Dominator did that even better.

The original Torker was discontinued before I got into the “hobby.” The Torker 2 looks to have a bigger plenum than the original and the Street Dominator, but probably gave up more than it gained on a street engine A performance build and/or a stroker I’d go with the Victor

The Performer RPM gets the credit as the first do it all dual plane but the Edelbrock LD340 from the 1970s is STILL a fantastic manifold. The factory iron intake on the 1970 Chevy LT-1 350 is a high performance dual plane as well.

Absolutely, I've been using the Street Dominator for most part but I should have ran the Performer RPM. I've heard that the LD340 is the go to for small blocks

It's been my experience that with a standard stroke motor the single plane SD was a superior intake to the Torker on big blocks,

For the smallblock the holley street dominator is a little small and the Strip Dominator was the better piece.

The old straight runner Torkers for both small and big blocks create a bad "dog leg" on the inner (siamese) runners, and that's why the Torker II (which pre-dates the Performer RPM by at least 15 years) addressed the acute angles by bringing the ports perdendicular to the head) and obviously copied the Holley single plane design.

From what I read the 340 Victor (as is the Chevy Victor Jr) was based on Herb Mccandless's R&D manifold originally developed for the W2.

The low rise Performer was a late 70's emission design and the Performer RPM (and RPM Air Gap) high rise came later to address the hot street market as updates to the 60's 70's era LD 340 and CH4B style dual planes.

As to what's better? it truly depends mainly on weight/stall and gearing.

And with a stroker (most of what I build and tune these days) Ion a small block 'll almost always go with a Victor size single plane if it has any decent compression and cam. On a big block it's tricky because the only Victor and Trick flow they make is a high rise and most people with vintage cars don't want to run a hood scoop. The Mopar 337 and the 440-2D Indy dual plane are both great manifolds when ported and they fit under a stock hood, unfortunately they are RB only. for a B motor I'd probably run a ported Street dominator, at least the way I port them.

i think (particularly in the stroker era) the Torker design is "a little bit of both....but not enough of either", The RPM Dual plane is better on the low side and just as good on top and the Victor is just as good on the bottom and better on the top.

Good info Streetwize.I see the more popular more funded testers such as Richard Holdener and the pairing of Dulcich and Frieburger choose Performer RPM and Victor when its a dual vs single plane dyno test. Seems in the 330 - 430 hp range- (which is mild nowadays) that a Torker 2 would be a better representation and choice for a "mild" street engine than the Victor.

Also since there is no Victor jr, The 340 victor comes with really thick runner dividers and smallish ports so unported it tends to run as well as any torker or even street dominator I've ever run.

If I had a Torker II (i really consider the original Torker a poor substitiure for a TM-5, 6 or 7)

I think a good app for it would be an A body 360 with decent compression and a mild street cam with 3.90-ish gears. and still even there I'd rather run an RPM or if it was a stick a Victor 340 or even the M1 single. Also worth mentioning is the Weiand X-cellerator is IMO a better manifold then the old Torker or even the Torker 2.

another good application for a torker type single plane is a light car with a lot of gear where it might actually be more drivable and tractible (EX: predictable going around corners) by taking a little bit of torque or throttle "snappiness" off the bottom and shift the usable torque upwards in the shirt recovery range. An example of this would be my 427" stroker smallblock ford that would make way too much bottom end (at 2400 pounds with a 5 speed manual) . I run a ported Victor junior on it and it works perfectly (also with an AVS (non double pumper) carb for what I want/need it to do.

Also related to that, Mopar essentially ignored the dual plane market, there own dual plane for 30 years was just an aluminum 340 clone.

And yes, I 100 agree the original LT1 style factory chevy intake is a work of art and a perfect example of form dictating fashion. It actually goes back to the original 365HP (ten less than the 'Fuelie') solid lifter 327 design from around 66.

And the only real way to tell it from the later (70-72) LT-1 was the angled thermostat housing and centralized temp sensor.

The original late 67 340 intake is also a very nice piece of work as well and might have been influenced by the Chevy hi-rise as well.

My 70-1/2 LT1 Camero Z28 had a factory aluminum intake (370 hp)

The 1st Gen 302 Z28s also had a good aluminum highrise intake.

Im getting ready to do some playing with some of the not so preferred manifolds but in todays world of $400 plus for most name brand manifolds Im ok with the ones ive been sitting on for many years.

I do like the Torker 2 and the 340 Victor and have them but I wonder how much im going to give up with these two here.

The TM5 or the X-CELerator on go-figure the same basic 318 to 390 flat top stroker short block SW had posted about this am in another area. I was semi impressed with that 390 with the iron heads. Id almost consider a set I have just for the old school looks but have a nice set of Al. heads ready to go.

The car is 3200 or maybe a hair more with a nice 904, ptc vert and 4:56s. Probably dont need that much gear but Dana gear swaps are not easy for me.

I also need to decide weather the brawler 750 or 850 double pumper would be best? I have not decided on the cam yet but ive more flat hydro and solids from current back to the 70s then id like to admit. I really wish cam companies used a more universal way of coming up with there specs other then the @50 being common.

I would like to try the victor after the tm5 pr the X-C.

I have no real goals other then to optimize the combo as a whole.

This is a street car built just for fun and maybe trying different things but being very rural and with the phone apps its not hard to determine the real world performance so a long trip to a "Track" really isnt needed imo.

Another fun project just because is a semi stealth 318 with a modified very unpopular normally heavily shrouded manifold. The streemaster 318 although this one modified in hopes of maybe being a baby torker but I think I have a bit more work to do on this one. The basic short block is the KB 399 domed hypers on lighter rods and smog heads that were new castings opened up with a the 1.88 and still the stock 1.50 but both flat headed performance valves and a bit of bowl/turn/port work and such.

Going to toss this in the same car mentioned above. Still no cam selected and im wondering if I could get by with a lightly modified simple 1850 600cfm just to make folks wonder a bit.

I know 318-s and small ports are not fun for many but honestly after many years of more or less cookie cutter 4 inch stroker builds I find the to be fun and a way to maybe learn a little.

Junk or worth a try?

I do know as a teenager me and others did some simple mods on some low performance short blocks and the improvements were very notable then now as older men it seems going really fast is fun bit so were the days long ago, at least for me.

has anyone tried single plane intakes with "dividers" of different heights installed, separating the separate cylinder banks ?
if so, what were the results ?

B engine intake shootout, includes the Torker as well as the Victor and many others, 14 in total.

Make what you will of it.

https://www.motortrend.com/how-to/hrdp-0712-mopar-intake-manifold-comparo/

The Torker I seems to be generally thought of as outdated, which is correct as aftermarket parts go.

When we're talking about a 1969 Plymouth, the whole damn car is outdated.
Anything newer than 1969 is an update and an upgrade.

Do we want to update it to 1975, 1982, 2002 or 2022?
Maybe we don't care that much and just want it to be better than stock without spending a fortune.

Does the outdated thought mean they will work any worse than they did when they were new?
Not really.

Haven't most of us seen at least a few good running cars using them?
Yes.

I found one on marketplace for $50 recently. For that much, I went and grabbed it...it'll hold a shelf down with it and might try it someday.
For the same type of application I'd rather have the long/curved runner Torker II but they weren't made for every app.

As much as the Torker is thought of this way, the comparable Weiand X-Cellerator isn't hardly known at all anymore and those
can also work pretty well. Have seen several good running cars with them, but most people today struggle to identify the parts at all.
Have seen several 7512s for sale over the years with "I have no idea what this is" as the description.....Use that to your advantage
and buy them cheap.

I went with the Torker 2 based on this hotrod shoot out article https://www.motortrend.com/how-to/mopp-0207-intake-manifold-engine-and-rpm-range-test/ and the fact that it's short enough to fit under my air grabber. My motor is a street driven 440 with CNC stealth heads and a .484 purple cam b/c that's what I had, great street manners and it runs hard.

Torker with 2” spacer and 3310 made my 383 fly.