Your logic is sound, but I have a few reason why I am going to buck the trend.
The Torker is a single plane, yes. However, the runners are quite modest and are actually smaller than modern Performer RPM sizing (from experience, I make my living in the speed and aftermarket industry), so I do believe that port velocity will be reasonable. This coupled with the price (40.00) is the reason for the use. Long LONG way down the road might include a turbo build, where the single plane will be preferred.
The cam will move things higher, but I honestly believe that the weakness of the OEM cam is the lift. I am going to give my best detailed math on both the aftermarket and OEM cam, to try to put into perspective just how little the stock camshaft is. This unit was chosen for a compromise between all out performance, and TQ. I did not make the rookie mistake of going to the bottom of the camshaft book page, and picking the largest thing available. 454 / 272 is pretty mild in the grand scheme of things. I chose the lowest cost option here that had a performance flavor.
Ideally, as suggested, a converter would help. However, that is going to wait for Stage 2, so that I only spend the bigger money, one time.
Regardless of what I do, with the existing rear gear set and converter, this car is never going to blow the tires off at stop light. That isn't how it's used and not what I am looking for. I am more concerned about middle range performance, and passing gear power, where the car is used. So I don't mind the combination of the cam / single plane when I want to move on the highway, where the car is already cruising at 2K+. My information says I should be in the sweet spot of the cam, and the intake at that point.