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Inglése™ - celebrating more than 30 years of affordable exotic induction!

Inglése™ Induction Systems got its start in the 70’s when we began working with the Weber carburetion on the Cobra roadsters built by Shelby-American. Our work with Cobras soon paved the way for us to provide parts and tuning for some of the fastest and most exotic Ford-powered cars on the planet, including Ford GT-40s and Shelby Daytona coupes. Our Weber tuning prowess with these legendary automobiles soon led to our developing Weber systems for other American V8s.

By 1980, Inglése™ had taken on the challenge of designing new Weber systems for Chevy V8s. Developing this product series required both innovation and expertise, as many of these systems were the very first of their kind. Unlike our competitors, we manufactured most of our own intakes and components, which gave us superb control over the quality and performance of our products.

In 1981, Inglése™ incorporated, and we began to advertise our products and services nationally. This same year marked the start of the in-house manufacture of our own proprietary-design intake manifolds. By this time, not only were we able to offer many previously unavailable applications, but the rigorous dyno testing that formed an integral part of our research and development process pushed us to the forefront of Weber-carbureted horsepower production.

In 2007, Inglése™ became a proud member of the COMP Performance Group™. Today, we continue to develop our product line in the automotive performance industry’s most technologically advanced facilities, using the design and manufacturing expertise that only the COMP Performance Group™ can bring to the table.

Question Index
1. What makes Weber carburetors so special?
2. How does Weber carburetor terminology work?
3. Will a Weber carburetion system fit under the hood of my car?
4. Are Weber carburetors reliable?
5. How can a single Weber carburetor model be adapted to work with radically different engines?
6. How does a Weber carburetor work?
7. What’s with that “flat spot” I keep hearing about with 48 IDA carbs?
8. Any additional Weber tuning pointers?
9. What kind of engine behavior should I expect after I install a set of Webers?
10. How much does a Weber carburetion system cost?

Inglese 10 Degree Milled 48 IDA system for FE Ford Big Block What makes Weber carburetors so special?
Weber carburetors have been standard equipment on the finest racing and street machinery to come out of Europe for over four decades. Maybe you've been lucky enough to get a ride in a Ferrari or a Weber carbureted 289 Cobra; if you have, chances are it's a ride that you've never forgotten! Weber-carbureted engines all have one thing in common: they assault the senses with a rush of torque that is generally unmatched among carbureted engines (and they have a sound all their own...go to a Shelby American convention on open track day and you can pick out the Weber-carbureted Cobras just by their sound; there is no mistaking it!). The world's most beautiful, exotic, and powerful engines have traditionally been fed through Weber carburetors. But why Weber?

One of the primary features of Weber carburetors is their modular design. They are produced in a wide variety of styles which incorporate different features, enabling the user to select exactly the right design and size for the intended use. You can even change Weber carburetor airflow capability to suit your needs –making Weber carburetors adaptable to more applications than any other.

Now, if you've always had trouble accepting the idea that Webers can be a terrific street carburetor, consider it this way: Weber carburetion is like an expensive musical instrument. If it is not tuned properly, that instrument will never make beautiful music -no matter what! And therein lies the secret of making Weber carburetors perform to your expectations -tuning.

Far more than merely offering good looks, Inglése™ Weber carburetion also delivers the performance that you crave. Every time you take your Weber-powered vehicle down the road, you’ll become more aware of your engine's ability to do everything it should do with a minimum of fuss. Excellent throttle response, quick acceleration and overall flexibility are the constant reminders that Weber carburetion is the ultimate induction system!


How does Weber carburetor terminology work?

Every Weber carburetor has an alphanumeric model number stamped at the base of its mounting flange. This model number, is made up of a numeric prefix that indicates the carburetor bore and throttle plate diameter, and an alphabetic suffix that indicates what type of carb it is.

Probably the best known is the Weber 48 IDA, a masterpiece of design and precision that has been around since the early 60's with only minor revisions. In this case, the model number tells us the carburetor has a bore and throttle plate diameter of 48mm, while the IDA suffix tells us that this is a high performance twin-throat downdraft carburetor.

There is also a 40 & 46 IDA/3C (“3C” denotes "3-choke", or three barrel). Again, a high performance downdraft, available in 40 and 46 mm sizes. The IDA/3C is an inline three-barrel design often used on carbureted V12 engines such as those manufactured by Ferrari and Lamborghini.

The 40, 42 and 44 DCNFs are compact twin-throats with a cold-start feature. As the prefix numbers indicate, they are available with bore diameters of 40, 42 and 44mm.

The 44 and 48 IDFs are 2-barrel downdrafts that were designed with the street performance enthusiast in mind. Weber IDFs feature easier tuning, improved streetability, and a compact design that makes them easier to fit into a tight engine compartment than nearly any other Weber carburetor.

Then there are the sidedrafts - all Weber sidedraft carburetors carry the suffix DCOE, their prefix numbers (sizes) range from 38mm all the way to 55mm (that's close to 2 1/4"). Although they were first made famous in European Grand Prix racing, DCOEs make an excellent street carburetor, both on supercharged and naturally aspirated engines.


Will a Weber carburetion system fit under the hood of my car?

The following two charts will give you the heights, and therefore the required underhood clearance of our systems and individual stacks.

Table of Stack Heights

Table of Assembled System Heights





6 1/2"


Small Block Chevy
(4) IDF

9 7/8"

9 3/16"

12 1/8"


9 3/16" (short style)
11 1/4" (tall style)

Small Block Chevy
(4) IDA


10 7/8"

14 3/4"

16 1/4"


Big Block Chevy
(4) 48 IDF



13 1/2"



Big Block Chevy
(4) 48 IDA

12 1/4"

11 1/4"

14 3/4"

16 1/4"

14 1/4"

Ford 289-302W
(4) IDF

9 7/8"

9 3/16"

12 1/8"


9 3/16"
(short style)
11 1/4"
(tall style)

Ford 289-302W &
Boss 351W, 427-428
(4) 48 IDA

10 7/8"

9 7/8"

13 1/8"

14 3/8"

12 7/8"

Ford 351C
(4) 48 IDA



14 1/2"



Ford 460
(4) 48 IDA

10 1/2"

9 1/2"


14 1/2"

12 1/2"

Ford 460
(4) 48 IDF

12 1/2"

11 1/2"


16 1/2"

14 1/2"

Twin DCOE's
On Adapter

6 5/8"
(From base of adapter to top of carburetors)




Same as standard height dimensions

Small Block Chevrolet Moon Crossram
(4) DCOE's

9 1/4"




Same as standard height dimensions



Are Weber carburetors reliable?
Weber carburetors have an extremely simple and reliable design with few moving parts. There are no metering rods, power valves, rubber seals or plastic parts. The accelerator pump on the 48 IDA and DCOE is a brass piston. The throttle shaft rides in a set of precision roller bearings. Webers also use brass floats, which cannot become fuel-logged and sink with age.

Quite simply, Weber carburetors are a superb example of simplicity, precision machining, and beautifully-fitting components. That's another reason why they're well suited to street use and long-distance cruising - they are extremely reliable.

With the infinite tuneability of Weber carburetors, there is no need to compromise drivability or road manners. If you know someone who suffers from drivability problems with such a nice carburetion system, he is doing so unnecessarily. A Weber unit should be crisp, responsive and smooth. If it is not, something is wrong - let's just say he's not through tuning it yet, that's all!


How can a single Weber carburetor model be adapted to work with radically different engines?

Weber carburetors were designed to be totally adaptable to any size engine, for any purpose, at any altitude. There is no such thing as taking four of these out of their boxes, bolting them to an intake manifold, and going for a spin around the simply isn't done that way. These carburetors were intended for serious performance enthusiasts who want the most that their engine can give them and are willing to put in the tuning time to get it.

Somewhere along the line, you may recall seeing four 48 IDAs on a Big Block Chevy in a street rod. You've may have also noticed the same 4 x 48 IDA setup installed on a 289 Small Block Ford in a Cobra or Shelby GT-350. You may have wondered how the same carburetor setup could work on two such vastly different engines, as it would seem that one engine would have to be either over or under carbureted. The reality is that neither engine is running the same set of carburetors as the other. Assuming that the Webers are set up properly, the only thing the two systems will have in common is their outward appearance.

A Weber carburetor’s most interesting design feature is its removable "choke" or venturi, which allows it to be instantly converted from a large-CFM carburetor to one of small CFM, and vice-versa. The choke size plays the single most important role in determining drivability, throttle response, and torque output. The appropriate choke size for the application depends on many factors, among them engine displacement, compression ratio, and your intended use for the motor. Once the correct size choke has been selected for your application, the jetting for all the rest of the circuits can be established around that choke size.

Installing a smaller choke in a 48 IDA restricts the carburetor, causing it to flow fewer CFM for better torque and midrange –especially on a low-compression small block engine. Pull out those small chokes, drop in some large-diameter ones, and those 48 IDAs will flow enough CFM to make a big block scream. However, as with a large-CFM conventional 4 barrel carburetor -don't try putting those "big" carburetors on the small block motor, as doing so will result in a loss of throttle response and poor drivability, especially in traffic.


How does a Weber carburetor work?

For the sake of simplicity, let's look at a Weber carburetor as having three basic circuits- the idle circuit, the accelerator pump circuit and the main circuit.

Idle circuit

The idle circuit is comprised of two components: the idle jet and the idle jet carrier. With these two pieces, the tuner can select exactly how much fuel and how much air he wants to provide the engine at idle and at low rpm, while making very fine adjustments to either. The idle mixture’s total volume can be further regulated with the idle mixture screw, which is located on the lower part of each carburetor barrel.

On a correctly-jetted idle circuit, the mixture screw on a 48 IDA is never more than 3/4 of a turn out. This holds true 100% of the time, no matter what anyone else tells you. If you have to go more than that, your idle jet is too small. Even if you get it to idle, adjusting more than 3/4 turn tells you that the jet is lean and you're going to have other drivability problems, which brings us to the next part of the idle jet's function.

The idle circuit in a Weber carb isn't just an idle circuit -it is actually the circuit that carries the engine all the way up to about 2,800-3,000 rpm, where the transition to the main circuit takes place. After 3,000 rpm or so, the idle circuit is entirely bypassed in favor if the main circuit. So, if you have a tuning problem that "goes away" after about 3,000 rpm, take it as your cue to look for the problem within the idle circuit.

Accelerator pump circuit
The accelerator pump circuit, just like on any carburetor, is responsible for eliminating "bog" and making a passing maneuver without a hesitation or stumble. The accelerator pump circuit has two basic elements: the pump exhaust valve and the pump jet.

The pump exhaust is nothing more than a bypass valve located in the bottom of the float bowl. This is the piece that regulates how much fuel is made available when you need that pump shot. Putting a bigger bypass hole in the valve allows more fuel to bleed back into the float bowl instead of out of the accelerator pump jets. Putting a smaller hole in the bypass valve causes more fuel to squirt out of the accelerator pump jets. You can even put in a "closed" bypass for drag racing, when you need all the fuel you can get in order to get those slicks turning.

The duration of the pump shot is varied by installing a larger or smaller pump jet. Larger pump jets give a heavy blast over a short period, while the smaller ones will give a finer, longer-duration shot. As long as you leave the bypass valve alone, you're still getting the same overall volume. In most cases, the stock pump jets can be left alone.

Main circuit
The main circuit is the easy one. This is where you make your power. This circuit has three primary elements that you should concern yourself with - the main jet, the emulsion tube, and the air corrector.

The main jet is stuck into the bottom of the emulsion tube and sits in fuel. As the carburetor begins to work, the main jet meters the amount of fuel allowed to pass through it and up into the "main well" around the emulsion tube. Air enters the top of the emulsion tube through the air corrector which meters the amount of air to be mixed with the fuel. The air blows out of the emulsion tube through a series of holes along its length and aerates the fuel that is rising up the well around the tube. This emulsified mixture is then sucked out of the main delivery nozzle as the vacuum in the carburetor increases to the point where it's strong enough to pull the air/fuel mixture out. This occurs by 3,000 rpm or so, and you're down the road like a shot.

Tuning the main circuit for maximum power is something that can be done by a series of road tests and a handful of jets. The simple rule of thumb for jetting Weber carburetors is, if you want to implement a change over the entire rpm range, you change the main jet. If you want to change the way the car feels at high rpm, you change the air corrector. Keep in mind that the air corrector is a finer adjustment that the main jet. As an example, one step upward in the main jet (richer) produces the same change in engine behavior as three steps down on the air corrector (less air: richer).

A change of air corrector would be appropriate, for instance, if the engine pulls strong to 5,000 rpm and then goes flat. This would mean it's running lean at the top end; drop the air corrector three sizes or so, and you'll probably be able to buzz that engine right up to 7,000 rpm. If the motor feels sour all the way up, go one or two sizes heavier on the main jets.


What’s with that “flat spot” I keep hearing about with 48 IDA carbs?
One the most frequently experienced tuning problems associated with Weber carburetors is a seemingly incurable and very annoying flat spot that occurs at about 2,200-2,800 rpm. This condition is generally caused by one of two things - you either have the wrong emulsion tube in the carburetor, which is causing a rich stumble due to an under-emulsified mixture at that particular rpm range or the idle circuit is falling off too early to carry the engine up to the point where the main circuit can take over, leaving a "lean hole". In simple terms, the idle circuit is going lean too early. Either condition is easily rectified.

In the case of the emulsion tube, there are really only a few that work really well for V8 applications; and if you aren't using one of them, it is certainly a big part of the problem. If the flat spot is still there even with the correct emulsion tube, then you'll need to richen up the idle circuit. This is sometimes a tricky area, because the first thing that you may want to do is throw in a bigger idle jet, but sometimes playing with air bleeds, mixture screws, or choke sizes can accomplish the same thing while sticking with the original jet size. Seeking a little bit of sound advice here can save a lot of time and hassle.


Any additional Weber tuning pointers?
A Weber carburetion system will not be right, unless it's synchronized to ensure that each carburetor is doing exactly the same thing as the next. The name of the game is perfect cylinder tuning. The synchronization procedure can either be a breeze or a nightmare, depending on how well-designed your linkage system is. The secret to a good linkage setup is that it must allow independent adjustment of each carburetor without affecting all the rest as you go through the procedure. If someone tells you that Weber carburetors are absolutely impossible to synchronize, you might study his linkage. Chances are, it's incorrect, or poorly designed and he's fighting himself.

The final idle mixture adjustment on each barrel is a simple adjustment that can be performed by ear, but because there are four carburetors, a lot of guys feel intimidated. It's done the same way you do a single four barrel, except in this case, you listen to each cylinder separately. It may take you four times longer, but it's no more difficult. Each mixture screw, as it is turned, will have a noticeable effect on engine rpm, and the wrong setting will cause the cylinder to "go away" - it's just like pulling a plug wire. No matter how hard you try, you can't mess this up if you remember one thing: always start from scratch at 3/4 turn out. From there, you go 1/8 of a turn either way and it's usually in, not out. This will get you out of the woods if you ever get lost.

Once the unit is synchronized and the idle mixtures are dialed in to give you the smoothest possible idle, you can hang up your Unisyn and screwdriver til' next spring, because now it's set! And when it's set, it's set!! They will not suddenly "go out" on you and ruin your day at the picnic.


What kind of engine behavior should I expect after I install a set of Webers?
The first thing most people notice when they go to Webers is an increased flexibility from the motor. A properly tuned Weber-carbureted engine tends to idle more smoothly, has a slicker "feel" to it a low speeds (particularly if a hot camshaft prevented that feeling before), and generally feels much more powerful throughout the entire rpm range. This is largely because they use an independent-runner intake manifold, which does not incorporate a plenum.

In a typical four two-barrel Weber layout, there is one barrel directly feeding each cylinder without any intercommunication between barrels or cylinders. This "isolated runner" design ensures that each cylinder is fed exactly the same as the next, without any chance of charge-robbing or over-feeding. This results in a dramatic increase in horsepower output and torque at midrange RPM, right where street engines spend 90% of their time, making this an ideal carburetion system for street use.

A Weber carburetion system shares some similarities with fuel injection: short, independent intake runners and a low fuel and air mass to move when you hit the throttle. The main difference between fuel injection and Weber carburetion is that EFI relies on fuel being injected under high pressure, while the Webers respond to the needs of the engine via the depression principle. For street use, the Webers have the edge - it's what they were made for.

Regarding fuel economy, it really depends on the rest of the engine and your driving habits, but 16 to 18 mpg is not unusual on the highway. This is pretty respectable, when you stop to consider that the engine is fed by all eight barrels constantly. Weber carburetors will run happily on regular gas. If you can run regular now, you can continue doing so after installing the Webers. Fuel octane requirements are purely a function of compression ratio and ignition timing, not induction.

If you're running a 10.5:1 engine, you may find it's a little fussy about which brand of fuel it wants -giving you detonation at times. Weber carburetion will likely change this for the better, suppressing the tendency to "ping". The reason for this is that the fuel distribution is now fully controlled, eliminating the "lean spots" which sometimes are present in intakes that distribute fuel from a central plenum. Lean cylinders run hot, and excessive cylinder heat causes detonation.


How much does a Weber carburetion system cost?

When it comes to the price of running a set of Weber carburetors, what can one say...... Webers are not for everyone. This type of induction unit represents a sizeable investment. It's still possible to put a unit together on your own with bits and pieces, and if you're a fast-lane spender, you can opt for a ready-to-run unit created especially for your engine.

Dollarwise, a fully prepped Inglése™ Weber setup usually falls into the price category of a supercharger with carburetors. Considering the cost of all of the other major assemblies that make up a typical high-performance show vehicle, this is a reasonable investment to make for the opportunity to experience the power and beauty of the ultimate carburetion system!


3400 Democrat Rd.
Memphis, TN 38118

(901)259-1134 - Fax (901) 368-1951

Technical and sales personnel are available from 8AM to 5PM CST, Monday through Friday. Inglēse™ is closed on weekends and legal holidays.

Prior to contacting us for technical assistance, it is helpful to gather as much information as possible about your specific vehicle/engine combination and intended application –the more detailed, the better. We will soon be posting an online STREET ROD HELP™ form in order to simplify the technical assistance process.

Technical and sales assistance and advice is available through a variety of sources:

Email: Click Here
24-Hour Fax: (901) 366-1807
STREET ROD HELP™ Line: (866) 450-8089


This website has been completed using our best efforts. We assume no liability for errors contained herein. Our website is updated on a regular basis, and we strive continually to provide only the most accurate and up to date information on our products.

It is the responsibility of the installer to ensure that all of the components are correct before installation. Proper assembly always requires that the installer measures all tolerances for proper clearance. We assume no liability for errors made in component selection or installation.

Prices on all products are subject to change without notice. We reserve the right to make changes in products at any time.

Except as noted, products in this catalog may not be legal for sale or use in pollution-controlled motor vehicles (post-1966 domestic vehicles certified  to California standards, post-1968 domestic vehicles certified to federal standards).

This website, our catalog, and all part numbers are copywritten by the COMP Performance Group™, INC. 2006.

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Weber carburetors have set the performance standard on the industry’s finest carbureted racing and street machines. One of the primary reasons Weber carburetors have reached such a high status is their incredibly adaptable, modular design. Webers allow a wide variety of styles and configurations that enable the user to select the precise design and size for the intended use. Two Weber carburetors that look identical from the outside can have differing internal setups that make one an economic choice for cruising and the other a performance option for serious race applications.
Standard IDA Weber Carburetor
Before Inglese™ Begins Work

The incredible versatility that has made Weber carburetors so famous has also made them infamous. Webers have developed a certain mystique and a reputation for being too hard to tune for the average car owner. Nothing could be further from the truth.

In many regards, Webers are no different than the mass produced OEM carburetors that many of us are already familiar with. The purpose of both is to blend air and fuel into an ideal mixture for your engine. The problem with stock carburetors is they are only designed to function with stock engines. If an engine is modified, a new carburetor is often needed. Weber carburetors can be fine tuned as changes are made to an engine in order to maintain optimum fuel/air ratios. In this regard, Weber carburetors are more complex. But at the same time, their complex nature allows them to be easily (yes, easily) adapted to whatever performance application you have.
Inglese™ Induction System With
Four IDA Weber Carburetors

Because of their complex nature, you cannot simply pull a Weber off the shelf and expect it to work. It must be jetted and tuned to work with your specific application. The experienced professionals at Inglese™ do this delicate work for you, properly calibrating and setting up each Weber Carbureted Induction System to deliver the exact performance your application requires, almost right out of the box. At Inglese™ every new Weber carburetor is dissembled, properly jetted, reset and cleaned.

With Inglese™, your vehicle will have the excellent throttle response, quick acceleration and overall flexibility that Weber carburetors are known for, with minimum tuning after installation. However, before installing any Weber carburetor, be prepared. Inglese™ recommends using spark plugs at one hotter range and setting initial timing to no more than 12 to 14 degrees. Having new spark plugs and properly calibrated timing ready ahead of time will help when it’s time to install your new induction system.

Weber carburetors from Inglese™ come nearly ready to run right out of the box. Simply bolt on the intake manifold, hook up the throttle linkage and attach the fuel line. That’s usually all it takes for your Weber carburetor from Inglese™ to be set up and ready to drive. Let’s take a closer look at these simple steps.

Hooking up the throttle linkage on a Weber is a two-man job. While you are attaching the linkage, another person should press down on the gas peddle to check peddle clearance. If full throttle pulls on the linkage, it can damage your setup. Installing a return spring at this point will help maintain a consistent idle and increase safety.

The next step is to attach the fuel line to the regulator. Do not run Teflon tape to the end of the thread; stop about three threads from the end to keep deteriorating Teflon pieces from getting into the system. Set the fuel pressure regulator to about 3 psi (Weber carburetors are not designed to handle fuel pressures much higher than 4 psi). Then, simply turn the electric fuel pump on, or crank the engine with the coil wire removed.


With the isolated runner design of Weber carburetors, every stack has a separate mixture screw. On a four, two-barrel setup there will be four idle screws on each side of the induction system.

That’s all it takes to install an Inglese™ Induction System. Your Weber carburetor is now ready to drive. If you want to fine tune your carburetor at this point, Inglese™ recommends you first drive your car three or four miles to bring the engine up to operating temperature.

Having to adjust four carburetors may sound intimidating, but truthfully, it's no harder than a single four barrel. The only difference is you adjust each cylinder separately. In a typical four, two-barrel Weber setup, each cylinder is fed by a single barrel with no communication between barrels or cylinders. This “isolated runner” design ensures that each cylinder is fed exactly the same as the next, with no possibility of charge-robbing or over-feeding. A Weber carburetion system will not perform or sound right until it's synchronized to ensure that each carburetor is performing exactly as the next. The synchronization procedure can either be a breeze or a nightmare, depending on how well-designed your linkage system is – your linkage must allow independent adjustment of each carburetor. All linkage systems used by Inglese™ allow this.

Inglese™ flow tests every carburetor to ensure synchronization before shipment. However, if your Weber carburetor needs to be adjusted, the idle mixture adjustment on each barrel is a simple procedure that can be easily done with a synchrometer carburetor synchronizing tool. Simply place the tool over each stack, one at a time. Adjust the idle and mixture screws until the synchrometer reads the same for each. Slight variations may be found between the “inside” and “outside” stacks. It is impossible to mess up the process so long as you remember to always start from scratch at 3/4 of a turn out. From that point, you screw 1/8 of a turn either direction (usually in).

Use a carburetor synchronizing tool to measure airflow through each stack. Then adjust your Weber’s idle screws until all stacks are equal.

Once your Weber carburetor has been synchronized, you can adjust the idle speed by turning a single screw in or out. The location of the master screw varies according to system time. However, on all V8 and V6 systems there are only two carburetor mounted speed adjusting screws – one on each side. Once your Weber is synchronized and the idle mixtures are dialed, it's set! You can put your tools away for the rest of the year.

Weber carburetors offer incredible performance and unmatched versatility. With an Inglese™ Induction System, the most challenging parts of setting up a Weber are done by a knowledgeable technician. So when you receive your new Weber, it is fully calibrated for your exact application and ready to run. If you do have trouble, Inglese™ offers free tech support to all Weber carburetor owners. With Inglese™ behind you, there’s no reason not to own the world's most beautiful, exotic and powerful carburetor.
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