quote:Originally posted by Tom@Seal Beach:
... Whats the drawback on the IDF ...
The ONLY drawback of the IDF is the linkage required to sync 4 carburetors.
The IDA being a racing carby, has two circuits, idle & main. No intermittent circuit. When racing you are either accelerating or braking, the lack of an intermediate circuit is not a problem. In fact, it was intentionally left out by Weber. Street cars are driven mostly at part throttle! With an IDA, part throttle operation is achieved by the careful blending of the idle & main circuits. The IDF has an intermediate circuit. Their part throttle performance can be tuned to be smoother and consistent day after day. They have been used as original equipment on Porsches (that I know of, perhaps others as well). Another benefit, the IDF is considerably smaller than the IDA, including height, and they will fit under the Pantera engine screen when the Cain manifold is used. The IDF also has standard air filters readily available. These are the carbys mounted on about a million Volkswagen baja bugs. Its also the carburetor used on most of the Chevy Weber carby set-ups.
I have never run either Weber on a personal car. I have installed them on other people's cars and then drove the car to someone else for tuning. Ask Kelly Coffield (Panterror), I am always teasing him about how much torture it is to own independent runner carburetion. But I won't deny it sounds bitchen, improves mid-range engine performance and the throttle response is unreal. I think Webers look "right" in a Pantera engine bay, so I'm tempted to install them on 6018. The only Webers I would consider installing on 6018 are the IDF's, never the IDA's. There's a big difference. Most people who install IDA's on their car eventually take them off. There's a few souls who remain loyal to them, and learn to live with their fussiness. But then, there's a few souls who sleep on beds of nails & beat themselves with chains too.