Weber's

[Jim Downard]

Hey All,
I'm looking into building a GT40 and would like to find a set of Weber 48IDA's with an intake for a 289 ford. If anyone knows of something used out there or even someone who sells new, I'd appreciate the info. Thanks.

Jim Downard

P.S. I gotta keep the Cobra.

[427Aggie]

Jim,

Talk to Roger at Pierce Manifolds. You don't have to buy an original set since they have the new 48's now. I think they are around $700 or so a carb which isn't bad since a rebuild is 500 per carb. Roger may have a manifold too but if not you can try blue thunder and see if they have started making them.

Whatever you do I wouldn't go to Inglese.

Matt

[acaskie]

Well, I need to jump in to mention that Inglese had their share of problems in the past, but they have made a major effort to upgrade the quality of their service.

I have a set of 48 IDFs from them, and my experience in all respects--including no cost, no-questions-asked replacement of a balky unit, tech help and parts delivery--has been excellent.

I think competitive pressure from Pierce and others has made a big difference there, and I would recommend Inglese to anyone interested in Webers.

[DMSALKOWSKI]

test

[4RE KLR]

As Matt said

DO NOT GO TO INGLESE! They assemble very pretty boat anchors! I know first hand.

If it had not been for Enzo and Cal Metal, mine would have been tossed in the trash! I simply cannot thank those two enough for helping me turn a $7,000.00 boat anchor into a useable system.

Enzo and Cal Metal told me what to do and Roger at Pierce sold me the parts. As far as I am concerned the Only three people on earth to talk to about webers............Period!

DO NOT USE INGLESE.... DO NOT USE INGLESE

PERIOD!

[acaskie]

There's no question that Steve's experience with Inglese was about as bad as it can get, but that's from several years ago. In all fairness, you have to give folks credit when they change, and Inglese has.

[427Aggie]

Allen,

I can give you an example of why I don't use Inglese and its not a bashing war on them. They wanted $150 to talk to me for an hour about my webers....I know you are in a business to make money but come on the only answer they had was well you need to get one of our cams.

Also I have had to order jets from them on occasion because I needed them now....the jets that I got from Inglese and this was in the last year were either relabeled and had their old jet size etched out or were not etched as to the size of the jet to being with....makes it really hard to find the ones I need in a box with 100 jets in it.

Not bashing...to each his own...

Jim asked where a good place to go for weber parts is...and I know Cal is the one that lead me to Pierce.

Matt

[Cal Metal]

I'll try and remain somewhat objective, as the Inglese story has both positive and negatives. Dan, their service manager, has always been very helpful and goes out of his way to assist one in answering questions.

A couple of years ago I ordered a set of IDFs for a Unique from Inglese. The quality of the build was terrible. The customer wanted black carbs and someone proceeded to cross thread an idle/air mixture screw when reassembling the unit. One of the throttle plates hung up in the bore and the idle would not return to normal. Gas puddled on the throttle plates and leaked all over the manifold. Nothing was pre set; the air idle screws were 2 turns open or closed entirely. This was supposed to be a tuned set.

After the first call, the owner wanted nothing to do with me and would not return my messages. He was all there when I was buying; avoided me like the plague after troubles erupted. No assistance, no nothing. Probably the worst experience with an after market supplier I have ever encountered.

Like I said, Dan has been helpful when I needed something that someone couldn't supply. No problem with him. However, the experience was bad enough that I sought out other companies to purchase my parts. If you go back into the archives, I listed, among others, Pierce Manifolds and Fast Freddies.

I appreciate the kind words from Steve. I was glad to help, although Enzo is the one that really know these units better than anyone. The guys who have successful Weber units continue to work at them. There are subtle nuances that are unique to each engine that uses them. Most guys become experts after spending so much time with them.

[427Aggie]

Cal is my hero

I learned more from 1 hour with him than all the books I read....

And that was a beautiful GTD you sold bob.....I would have thought better about letting it loose into his hands.

Matt

[walt347]

Based on my recent experience with Inglese (and Dan of course) I can say that I really had no problems with them. Dan was and is still very helpful. I got quick and competent answers to my various e-mails. Also on the phone all my questions were answered. I'm currently installing the new 48IDA system that I got in December last year (the latest pictures can be found in the gallery).

Friends of mine which have an excellent knowledge of Webers told me that the 48IDA turnkey system is correctly and properly assembled. Also the initial jetting is close (F5 instead of F7 emulsion tubes) to the one that Enzo and Cal recommend (based on the various threads I read).

I can not comment the quality of the past - but once again - I really have no problems or bad experience with Inglese.

Regards,

[DMSALKOWSKI]

Walter, Just out of curiosity... what size venturis or chokes are you running in your 48IDA's? Also....at what rpm do you expect to make peak horsepower and where do you expect redline to be? By the way,I spent two weeks in Switzerland back in 92. Absolutely.... beautiful country.

[Ron Randall]

Try this, very good price for new IDA's

http://www.webercarbsdirect.com/online_catalog

[walt347]

David, I run 37mm venturis, 60 idle jets, 150 main jets, 210 air correctors, 1.10 idle jet holders and F5 emulsion tubes. I expect to make peak horspower (first guess: 290 - 310 rwhp) at 6'000 rpm. The redline is expected to be at 7'000 rpm. First dyno results will proof it in May (I hope !). Best regards,

[Cal Metal]

The jetting set up on Walt's is an excellent example of a good street set up. I personally like F7 the over the F5 tube as it is a little better on the transition side, being a little richer.

Let us know how the engine operates through the ranges, particularly the 2,000-3,000 rpm range.

[DMSALKOWSKI]

Walter, I am not certain who selected your venturi size..but I can assure you.... that they are much too small for your 347ci motor. In particular... if you plan on making peak power at 6000rpm and using a redline of 7000rpm. I see this all the time. The typical seller of these units always steers the customer towards smaller venturi's because the motor is considerably easier to tune this way. Higher velocity= stronger signal=easier tuning. There is just one big caveat. While the motor will certainly be streetable with great low speed throttle response and torque...your horsepower numbers are going to be very disappointing. I have worked on Webers for over 17 years. Most of the engines I have worked on are very large cubic inch engines that are dramatically more difficult to tune than your particular set-up. I have run some mathematical calculations and have determined that you need a minimum of a 40mm venturi to adequately feed the air your engine needs at 6000rpm. For the record... your engine is running out of air with your current 37mm venturi's at just 5000rpm. This is not conjecture on my part. It is a mathematical fact. Remember you are now 347ci... not 289ci like these carbs were originally designed for. I would highly recommend that you see if it is possible to exchange your venturi's for the larger size. By the way... you would need a 42 mm venturi to satisfy your engine at 6500rpm. At 7000 rpm you would need almost a 44mm venturi. The problem you will notice with this larger choke size is that without a good deal of compression your air velocity will slow sufficiently and negatively effect your bottom end. Regardless...40 mm appears to be the smallest size I would run. If you have compression over 10 to 1... you should seriously consider the 42mm chokes. Most people will steer you towards the smaller sizes....this is typically because they have know idea how to properly tune these carbs! Let me know if I can be of further help. David

[4RE KLR]

Walter,
In your post above you very clearly state that you have had a good experiance with Inglese. But, you also state that you are "installing" these parts now. That is where the prblem with Inglese comes in.

When I first bought my system, they were very helpfull in answering my questions, and built a beatiful system! See KIt Car magazine October 2001 (Cover car). My car was a three year build and Mickey personally told me that was not a problem. When I finally got the car ready to fire is when the problems started, both with the car AND Inglese. The car would not run worth a hoot. It literally burned 18 gallons of fuel on the initial start up and break in! This was not a long break in period. Do you know the proper way to break in a cam? I did not have the car running that long and the whole neighborhood smelled like a refinery. Cal Metal and Enzo literally came to my rescue.

I took the jets out, mains and idles. The original numbers were scratched out and new numbers were hand scribed into the side. Give me a break! If Inglese is so CHEAP that they have to redrill the gets what else did they screw up! The jets for goodness sake. They only cost $2.00 each for the correct ones! 2.00 stinking bucks, Hell, I spill more than that at lunch! And why do they ask you to fill out the lenghthy info sheet? It is so they can put the correct parts in your system as each one is differant. Fair enough and good for them, at least they put forth initial effort.

Where my problem come in is when I called to ask question on "Why in the hell did Inglese scratch out the real jet numbers and redrill them to a differant size when the correct ones only cost $2.00 each. It would have not cost Inglese a dime to put in the correct parts to begin with. Yet they paid someone hourly wages to scrath off the numbers and redrill a $2.00 jets. How stupid is that. Mind you, my system cost almost $7,000.00!!!! It was not a cheap set up by any stretch of the imagination! But for a company to lose customers over a $2.00 part! I was treated like a step child that had bought my sytem from someone else. They told me would have to get back with me. To this very day they have NOT ONCE returned a single call. I called repeatedly to no avail. I did get an E-mail from them telling me to "not let anyone Screw up my system" "QUOTE" from Mickey!

I made ONE, let me say that again "ONE" hear me "ONE" call to Cal Metal. I left a message on his vioce mail. He called me back, at his expense and told me what to do and what to look for. I did exactly what he told me to do. I rejetted they system, mains Idles and E tubes. I re calibrated the linkage that was severly off. I reset the Idle & air mixture. Amongst other things and the car would pull you out of the seat. Yes it did turn out ok. This was just what Cal told me to do. Enzo spent an hour on the phone with me, literally talking me one screw at a time which way to turn it and how many turns to turn it. Could you imagine getting to speak with Enzo for an hour! He told me which syncrometer to purchase. Did you get the paperweight Inglese sent you? Enzo tuned my car "OVER THE PHONE", and did one hell of a fine job I might add. He (Enzo) varified the parts and numbers that Cal Metal had suggested and told me (over the phone) how to install them. Enzo and Cal Metal have never asked for a dime although I asked both how much I owed them. NOT ONE DIME! Inglese wants to charge $125.00 to $150.00 an hour to tell you how to fix THIER SYTEM! Can you tell I am pissed off about that!

I do still have the jets and I will take a picture and post it here to prove that I am not making this crap up. If I can get a pic that is clear enough to read.

As I siad, and no amount of talking will ever change my mind!
DO NOT USE INGLESE!

[walt347]

Steve, you're right in mentioning that I'm still in the process of installing the system. I have not yet fired up the engine and therefore my explanations/experience might not yet highlight the full picture.

So far I am more than happy that I did not get into the same troubles as you did !!!

With the assistance of two friends of mine (both are also very familiar with Weber equipped Italian vintage cars) I have carefully checked my system. We really came to the conclusion that all elements (jets, tubes, fuel lines, manifold, linkage) are brand new and therefore have not been in use before.

I also would like to thank Cal and Enzo (haven't contacted him - but read all his threads) for their support. It is good to know that we can count on their help and assistance.

Regards,

[DMSALKOWSKI]

Walter, If you have not fired your engine or used your Webers yet.... I would strongly suggest you consider the comments I made earlier in this thread regarding your current 37mm main venturi size. Now... would be the time to request any exchanges with your seller. This will mean a main jet and air corrector change as well to match the larger venturi. The inconvenience will be rewarded with a significant improvement in your horsepower production. Unless... of course that is not important to you! I did not see a response.... so perhaps you missed my post. David

[kobrabob]

When I got my FE Weber setup done by Ingliese Webers, Jim Ingliese was the owner. I have heard that he sold the outfit to someone else and I have not dealt with the new owners. Jim was a gentleman and very highly experianced with Ford engines.

Anyone that knows about webers should be able to tell you what jetting and venturis you need. I don't pretend to know anything about them cause my setup was right-on and basically a bolt-on op. I do remember being asked what car, weight, engine, heads, cam and maybe some other stuff.

There is certainly enough talent on this forum for you to draw on. Club Cobra and the people here are the greatest.

bob

[computerworks]

(...data supplied by Cal Metal)