Hi guys, I've just been reading over this forum and wanted to say its nice to see some folks who seem to know something about the torker 289. I've been looking for advice on my engine and driveline combination and almost all of the advice has been to ditch the torker 289 manifold and my rebuilt edelbrock carburetor for the Holley of the week. Anyways, heres the specs I'd like some advice on in regards to my driveline. The vehicle is an 1965 Falcon sedan, its pretty light, weighs about 2400lbs wringing wet. Motor Edelbrock Performer 600 Edelbrock Torker 289(Ill be porting the plenum and port matching myself) World Windsor Junior Heads 180cc intake flow about 260 @ .600 lift & 10:1 compression Cam is a comp cams Xtreme Energy 274H These Specs Are For The Cam Installed At 106 Intake CL Duration At 0.05 Intake 230 Exhaust 236 Lobe Lift Intake: 0.325 Exhaust: 0.327 Lobe Separation 110 Ive also got headers for it as well. C4 with a 2500 Stall Converter 2.92:1 Differential but may go to 3.5:1 Ive been told the stall is too small and the diff is too tall as well, but keep in mind I can only run 215 tyres in the rear end without tubbing it. Traction would be nice opinions? And thanks in advance!
well this site is for 69.5-77 ford mavericks and 71-77 mercury comets, but im sure we can help with something, IMO eldebrock 600 is a bit small, but otherwise should be alright oh and i know few guys like the air gap intake is which i have , but i havent ran my engine yet , if you want to spin somehigher rpms victors will do that for you, everybody has a different opioin heres my eddie
Yeah I noticed the bit about Mavericks and comets mate, but hey! a windsor is a windsor after all hehe. Unfortunately already own the 600 and its been perfectly rebuilt, and I got it for about 150US so was a bargain. I'm confident though that it should provide enough carb for what I want, I've seen alot of guys buy the biggest carburetor they can just to have their car go slower.
600 is NOT "a bit small" for a 302. In fact A lot of people are of the belief that more is better when it comes to power. Truth is, most engines need far less fuel and air than they're given. The average streetable 302ci engine for example, needs less than 600 cfm. Yet we see 302s time and time again with these huge, 780-cfm Holleys and Carters, belching thick clouds of sooty black smoke from the exhaust tips. Tri-powers and dual-quads look terrific, but they don’t serve the average small-block well. You should determine your engine’s fuel needs before you buy a fuel system--then keep it conservative, unless it's a race car. I'd really like to know why so many guys here think that a 650cfm carb is preferable to a 570 or 600. Seems that far too often, when someone here mentions that they want to put a 600cfm carb on their Maverick, someone tells them they should go with a 650 instead, as if there's some sort of "magic" in a 650 that cannot otherwise be obtained...
My thoughts as well TL. I used the holley carburetor guide to select a size for my application, and it came in under 600, hence my purchase. I have a mate running a 750HP on his 302 and he's now wishing he never bought it.
I think your setup is just fine, except for the cam, which seems VERY WEAK. Unless those numbers are typos. Those lifts seem less than stock... I have a Torker 289, mine is ported pretty heavily, but even if it wasnt, it is a really good single plane intake. I also use a 600 cfm, and am limited only by the flow of my heads (GT40Ps, which are pretty good flowing heads, for steel non-aluminum) and my wimpy cam (.448/.472). Your cam seems much wimpier (mine is equivalent to an Edelbrock Performer Plus cam). Your intake is just fine...and if you don't like it and want to follow someone else's lead and go RPM, just tell me, and I will buy your intake from you...I know about 4 other close friends who would KILL for an original Torker 289. With a 25% markup The problem is the RPM is a dual plane and even the Torker II is not as good as the original Torkers. Work on those lifts, and I bet you have a GREAT running motor
everything on here is "IMO" when i say bit small , im not saying go for the 1050 dominater, like 650 wouldnt hurt it , but its his car and MY OPINION eddies
Those lifts listed above are Lobe lifts, not lift at the valve. For that cam Lift at the valve is Intake: 0.520" Exhaust: 0.530"
yup lobe lift times your rocker ratio BOOM valve lift , or if you want to find out lobe lift divide and conquer valve lift divided but your rocker ratio BOOM lobe lift
Sounds good then. Try it out, and let us know how it works. Too much lift might do some binding, but I think (In My Opinion) that .020-.030) shouldn't be a problem for your setup.
I'm buying the world heads complete, so I am yet to find out if the springs they provide will cope with this much lift. If not, I may downgrade to a magnum cam.
a lot has to do with what you want out of the car? street? strip? street/strip? is the engine a 289 or 302? for the street the 600 should be fine. if you plan on running at the strip i'd run a 650. i run a holley 750hp, but i run only at the strip and turn over 7000rpm. i would think a 2500 stall would be fine for the street. i've run both the 3500 and 4500 at the strip. a little bit more in the rear gears would probably liven it up a bit, but again it depends on what your plans are. i was in tucson arizona today and saw a nice looking red 65 falcon with a 4 sale sign on it. turned around and went back. no phone # on it, or price. didn't see any signs of life so i'll try to check it out next time i go back.
Doh! Sorry i completely forgot to mention the block. Its a 1968 302 windsor that will be for street mostly, with occasional strip( 5 times a year maybe), I hadnt planned on taking it above 6,000rpm, for the sake of my own investment. The original plan was to run a Boss 302 manifold and Cleveland heads, which I bought, and now after measuring realize do not fit in the engine bay for clearance. Oh well! Thought id pop up a couple of in progress pics. And this is how I hope she will eventually turn out
