TM5 versus Torker and 340 Torker

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rumblefish360 said:
I can’t remember off hand if the popsicle sticks were for Holley carbs on the intake or for the TQ.

The Offy intake can be had in ether square or spreadbore and the MP books illustration is of a spreadbore Offy. I’ll have to look later.

Still, locomo has a good point that ether extensive dyno or track testing is needed to find the maximum ability of the parts used.
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I never heard of a spread bore version of a Port-O-Sonic, unless someone modified it along with the popsicle sticks. But that doesn't mean it doesn't exist. The Holley Strip Dominator can take either without mods and I believe it states that in the MP book. I'll have to look it all up again.
 
May be a newer design. So the question is... did they redesign for the spread bore or did they only change the carb pad and left the plenum and ports the same. (Like Weiand did with their Stealth and Action+Plus.)
 
i have heard the Torker 340 slammed so much it's a wonder they haven't all been smeltered for the aluminum!I have also used a Torker 340 on a stock '69 340 Swinger and it would break traction at will and pull hard at most any rpm.
I suspect it fell victim to the next design just like all parts.When the XE-268 came out I believe it was the number one selling camshaft for 3 years plus... in everything from small block chevy's to 383 Road Runners!
Marketing is magic.
 
Locomotion said:
May be a newer design. So the question is... did they redesign for the spread bore or did they only change the carb pad and left the plenum and ports the same. (Like Weiand did with their Stealth and Action+Plus.)
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Good question on the old Offenhauser intake. I remember seeing them in a PAW catalog long ago.
 
Locomotion said:
One thing that I didn't see anyone mention about the Offy Port-O-Sonic is that the popsicle stick mod is to fix distribution issues when using a Thermoquad. They said the Holley Strip Dominator didn't need them. Apparently using a square bore Holley carb on either one doesn't cause issues because that's what they were originally designed for.

Just swapping intakes isn't always going to prove which is better. Each intake has varying degrees of jetting and other adjustments that it likes best.
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In following up on the intake manifolds, I opened up the engines books and with the M1 single plane and STOCK (key word there) production head, 2 fuel dams for runners 4 & 5 @ 3/8 height and a Holley 750 was used. No other information about any other carb.

The W2 intake manifold was converted to an old intake and used on (as cast) stock W2 heads and a 750 carb.
 
The MP engines book Offenhauser notes.
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I seen some interest come up on this thread and thought this was worth adding to the thread for future reference. Posted by
someone here a few years back but sounds like they had some strip experience with the TM5.
  1. Jul 17, 2014#21
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    69 Cuda 440Legandary MemberLegendary Member
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    Edelbrock Tarantula #TM-5

    * Single-Plane ~ Open Plenum ~ High Rise
    * First introduced by Edelbrock in 1971.
    * Designed for Super/Stock cars.
    * Or Modified Production cars who wanted to utilize a single large CFM carburetor.
    * Directed a more uniform Air-Fuel Charge to the Cylinders.
    * Plowed the Air-Fuel into the Plenum floor at higher RPM's.
    * The most popular Intake for '4-Speed' Super/Stock cars back-in-the-day.

    * A damn good unit, that worked well for high RPM's {3500 to 7500}.
    * Once you hit 5500 RPM's, it was like you went into another stage.

    attachment.jpg


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Garrett Ellison said:
I seen some interest come up on this thread and thought this was worth adding to the thread for future reference. Posted by
someone here a few years back but sounds like they had some strip experience with the TM5.
  1. Jul 17, 2014#21
    View attachment 1715493432
    69 Cuda 440Legandary MemberLegendary Member
    Messages:
    4,248
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    211
    Joined:
    Dec 12, 2012
    Location:
    Wilton, Connecticut
    Local Time:
    12:15 AM
    Edelbrock Tarantula #TM-5

    * Single-Plane ~ Open Plenum ~ High Rise
    * First introduced by Edelbrock in 1971.
    * Designed for Super/Stock cars.
    * Or Modified Production cars who wanted to utilize a single large CFM carburetor.
    * Directed a more uniform Air-Fuel Charge to the Cylinders.
    * Plowed the Air-Fuel into the Plenum floor at higher RPM's.
    * The most popular Intake for '4-Speed' Super/Stock cars back-in-the-day.

    * A damn good unit, that worked well for high RPM's {3500 to 7500}.
    * Once you hit 5500 RPM's, it was like you went into another stage.

    View attachment 1715493433

    ReportBookmark
    + QuoteReply
Click to expand...

Thank you - Info is highly Relevant
Eventually these jewels will bring good money and help the OTHER GUYS ### who run in Vintage classes etc !!!
 
LOL! I wouldn’t touch that intake unless it was for the museum display case or to turn into fishing weights.
I guess it would be fine for that guy that likes to run old old antique equipment.
 
ir3333 said:
i have heard the Torker 340 slammed so much it's a wonder they haven't all been smeltered for the aluminum!I have also used a Torker 340 on a stock '69 340 Swinger and it would break traction at will and pull hard at most any rpm..
Click to expand...

Yep, I run a plain old Torker 340 on my on my Low-Buck 72 Duster 340, nothing fancy. Eddy 650, Hooker Comps, 727 RMVB, 3.23's and 3500 stall. Runs great, instant throttle response and tire frying ability. Planning on getting another chunk set up with 3.90-4.10 range gears. That said, hoping to get it to the track this season to see what it will actually run. Intakes are sometimes like belly buttons and/or Mustangs at a car show...lol

Be well folks,
Pat
 
I will be giving a Victor 340 a try. My set uo is a 360 with x heads and KB 107 pistons. Cam is a 292/508 mopar cam advanced 4°. Also 727 with A 9.5" FTI 3400-3600 stall converter. Rear gears are 3.91's. Hope it works good. My previous set up was milder. 280/474 mopar cam & 3.55s out back.
 
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QuickDart360 said:
I will be giving a Victor 340 a try. My set uo is a 360 with x heads and KB 107 pistons. Cam is a 292/508 mopar cam advanced 4°. Also 727 with A 9.5" FTI 3400-3600 stall converter. Rear gears are 3.91's. Hope it works good. My previous set up was milder. 280/474 mopar cam & 3.55s out back.
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If you have room under the hood, consider adding a 4-hole spacer, and you may have to go with bigger accellerator pump cams & squirters. The Victor has a pretty deep plenum which doesn't help bottom end. I used a Holley Strip Dominator, which is shallower, on a race only combo. Never tried a Victor because I figured it was too much. However, it was faster than a Weiand Stealth dual plane and I found that the dual plane was at least .05 faster when the deeper side of the plenum has jets at least 2#'s bigger than the shallower side. My 360 has 4.86 gears, 5000+ flash converter, 2.74 low 904, stock LA-X heads and a lot of cam duration. RPM's stayed between 5000 and 6800 through the whole run, so it liked the single plane.
 
Locomotion said:
If you have room under the hood, consider adding a 4-hole spacer, and you may have to go with bigger accellerator pump cams & squirters. The Victor has a pretty deep plenum which doesn't help bottom end. I used a Holley Strip Dominator, which is shallower, on a race only combo. Never tried a Victor because I figured it was too much. However, it was faster than a Weiand Stealth dual plane and I found that the dual plane was at least .05 faster when the deeper side of the plenum has jets at least 2#'s bigger than the shallower side. My 360 has 4.86 gears, 5000+ flash converter, 2.74 low 904, stock LA-X heads and a lot of cam duration. RPM's stayed between 5000 and 6800 through the whole run, so it liked the single plane.
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This car is mostly a fun street toy occasional take to work. Sounds stupid for me to mention but I just love how the 292 mopar cam sounds! Just want to make it work. As for the thermoquad it was used before on a 1970 440 drag cuda. So it has opened up squirters and I think 1966 primary rods and also they told me secondary jets were changed. No front flap door nust open! Works sweet in my opinion. Oh its an 850 version.
 
QuickDart360 said:
This car is mostly a fun street toy occasional take to work. Sounds stupid for me to mention but I just love how the 292 mopar cam sounds! Just want to make it work. As for the thermoquad it was used before on a 1970 440 drag cuda. So it has opened up squirters and I think 1966 primary rods and also they told me secondary jets were changed. No front flap door nust open! Works sweet in my opinion. Oh its an 850 version.
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Wish I could get another TQ to work on my Aspen wagon in NHRA Stock. I still have a lot to learn about Thermoquads. I tinkered on Holley carbs all my life and have a Holley Ultra 750 DP on the Dart. Need to get the Aspen sorted out but I have no idea when I'll be able to race either one again.
 
I am in the same boat! Not very well versed in the thermoquad but my pops is! He did 16 years at a chrysler dodge dealership. From 1963 to 1979.
 
QuickDart360 said:
I am in the same boat! Not very well versed in the thermoquad but my pops is! He did 16 years at a chrysler dodge dealership. From 1963 to 1979.
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Some of the race TQ gurus disable some things on a TQ and I've seen a very wide range of jet recommendations. I believe a lot has to do with how some of the other adjustments are set. But that's for race only.
 
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