People like the flames because really high hp turbo cars almost shoot fireballs between shifts due to running too rich for that split second. It is a necessity in those applications to avoid detonation.

If you aren't running an extremely high hp turbo motor, all it does is eat the paint of your bumper.

 

yeah ... the picture doesn't give up TOO MUCH details, but i think i see the holes for the fuel injectors in the center housing, and also the holes for the oil injection on the rotor housing ... neither of which were on the "old" style 4-port 13B (as far as i know) ... but i thought about another possibility of what they meant by "custom" porting is just a street port on the SE motor, and using 12A (or "old" 13B - are these even still available????) front and rear plates ... i don't know ... just a thought. i mean, that part of the article is quite irksome because it's soooo vague. those guys at SCC aren't always that swift ...

thanks for the info on the IDA vs. IDF thing ... is there a reference you could suggest off the top of your head where i could get more info on the differences and applications of Webers? i'm still having a love/hate thing with my Dellorto, so i figured if i can find a Weber replacement, then i might go for it ...

 

Umm as far as somewhere to go to get differences i am not realy sure. If you go onto e bay and search for "weber ida" then there is always a couple on there with some realy good pics. go look at em and then compare to this pic and youll always be able to tell the difference. Basically for rotary application youll want and IDA. they are way better than the idf. But the IDAS range in value from 400 to 1000 bucks depending on its condition and if a manifold or air cleaner is included. But once you have one they are realy easy to work with and are a great carb.

CJG

 

you might want to hold off buying a used ida now. weber will be manufacturing the ida again, next year, due to popular demand. expect new idas to go for APPROXIMATELY $600, and used ones will drop down to a more reasonable price.

-bp-

 

thanks! don't worry though, right now i couldn't buy a juicy fruit gum!
i just got a fuel pressure regulator and that was considered a "MAJOR" purchase for me ... lol

 

The IDF's are actually more adjustable than IDA Webers and are designed towards streetability.

IDF's incorporate a seperate cold start circuit, a crankase emissions control system as well as a high speed enrichment system that squirts additional fuel into the air horns of the carb. They also have an air bypass screw that allows synchronisation in multiple carb applications.

The IDA doesn't have any of these and is more of a "race" orientated carb. That being said... it's also a lot simpler in design which may be one of the reasons why it's prefered. You can basically change any tuning variable in the carb (jets, emulsions, air bleeds, acceletor pump and venturies) in about 15mins making it really easy to work on. And like Rotortuner said the IDA has been proven to make the best power and is easily the most sought after carb for rotary applications. I love it.

 

well said REVHED. I am sorry i spoke too soon about the IDF, i just have never used one, but i do use the IDA and yes i realy like it. So far however i think my IDA has an internal blockage of somesort because it seems that I can choke down the idle misture screw on one side and nothing happens when you should be able to get it to start to sputter and die. So there is something going on there. I am going to send it out to a VW guy and have it professionaly rebuilt. It cost 125 in labo plus parts and i guess you get it back like new. They sand blast the body and blow out all the internal passages and then test the carb on an engine befor they send it back to you, sounds like its well worth the money.
I hadent heard that they were going to reproduce the IDA. That is very exciting! I realy hope they do, and i also hope they dont change much with teh design because as REVHED said they are VERY simply and thats what makes them so easy to work with. It would be very chalenging to try and run a holly carb on a PP. It would just take a long time to make it work. With the ida i can change venturies, jets and like make it a whole different carb in 10 minuites. I could have it on a mild stock engine on minute and then change it over to my 12a pp and only take 10 minutes, they are great. OK enough going on about this, i just hope i illustrated my point that its nice to have a carb that is so simple.

CJG

 

Flames. OK. Here goes. I like them because the first time I saw them was back in 81 or 82 at the Tour de Forest Rally in and around Olympia WA. My friend was running an RX3 and Buffum and Millen were there in their Quattro and RX. It was a really impressive event. When the RX pulled in from a stage in the middle of the night, the entire exhaust was cherry red on the 7. There was a 6 inch flame blurping out of the tailpipe. It was surreal. A few guys were laughing and called the flames "rotary tail lights". To this day I remember that rally. No one could beat Buffum or Millen, but I do remember that guys running RX 2,3,4 cars were very close behind. It sounded like the woods were full of banshees. Yeow!

 

etherhuffer ~ well, i know this whole flame issue started because of your comment earlier, but the reason why i chimed in was not because i wanted to make you feel bad - and if i did, then i apologize.

i, too, remember the first time i saw a rotary spit fire, it was a Gen II GTU factory race car (it spit it out the side of the car!) and i thought it was cool. then i saw a T2 do it at the street races one night.

but what got me was after i started posting here, and seeing the people in the Gen II forum repeatedly asking how to make their cars shoot flames ... it just got tooo repetitive and it just seems dumb! i mean, like i said, if it happens ... fine! but what's the point of "making" it happen? i mean, is it cool to shoot a 4 foot flame out the back of your car (a flame that you don't actually get to see, by the way) as that guy in the Civic wastes you?

that's where my beef lies ... i just don't want you to take it personal because it's not you.

peace

 

If they used 12A side housings, then they went to a lot of trouble to adapt a GSL-SE lower intake manifold to what would be a 4-port 13B, and then adapt an IDF manifold to that.

I did some research on IDF's. They use many/most of the same tuning parts as DCOEs. Would it be too much to assume that they can be considered a downdraft version of the DCOE?

 

pffft clean you guys dont know what clean is
ill have to get links of site which have small pics casue my host wont let me remote link


http://votemeoff.8m.com/carpics/ifea_aug01_40_02v.jpg

http://votemeoff.8m.com/carpics/ifea_aug01_40_04v.jpg

http://votemeoff.8m.com/carpics/ifea_aug01_40_07v.jpg

http://votemeoff.8m.com/carpics/ifea_dec01_36_03.jpg

http://votemeoff.8m.com/carpics/ifea_static_4_02.jpg

http://votemeoff.8m.com/carpics/pp.jpg


the past one is so clean you could eat off it
sorry for these pics by my host wont let me remote link or enything like that

anyway thats wots going on down here in aus

 

No problem. I agree it is silly to make your car flame. Unless you are a rodder with a 50s style custom. Then you need sparkers for the tires and fuzzy dice too!

 

okay ... that's another point. to be honest, i have NEVER actually seen the manifold from an old 13B, so i wouldn't be able to discern it from an SE (except for if i saw the side that faced the engine, or if i saw the 5/6 port actuators still in place) ... i trust your judgment and will accept that it IS an SE manifold, so you're right ... they'd have to do quite a bit to make it fit.

another idea for this "custom" port nonsense ... maybe they grafted 5/6 into single ports and that's what they meant by "custom" ... i guess anything is possible, without actually knowing what they meant, eh.

i have no clue on the DCOE/IDF issue ... i'm retarded! but to my simple mind, maybe all you'd have to do is re-orientate the floats from up-down position to sidedraft position ... what do you guys think?

 

I can only tell it's an SE manifold because it has the bosses for the actuators and the shafts. No actuators, but no 4-port manifold has bosses there.

You can'r re-orient, unfortunately, or I'd be running a sideways Holley All of the parts related to the fuel circuits would also have to be "re-oriented" at which point you're making a new casting.

 

that's cute ...

 

Flames erupting from a long tail 935 downshifting for the Porsche curve are cool regardless...out of an RX7 well I suppose that's a matter of taste.

 

By the way, just cut and paste the address into the web address bar and it will work.