Improving your IDA´s...

[JS]

OC: Just wondering... Are you disputing the claim that the JPM venturies has horsepower potential, or are you claiming that they make the engine less drivable? Or both?

Ground control to Major Tom...

I´m really trying to understand your logic oc1967vw.

 - You claim no theoretical horsepower gain, but I for one have experienced higher top speed at the track during back-to-back testing?
 - You claim less drivable engine in theory, but real life tests have shown same or better low speed performance.
 - Do you understand the difference between just removing the aux venturie and installing these venturies? Or is there none in your opinion?
 - What are the modifications to the carb body you claim has to be made?

As for your ideas about "outside experts and outside independent testing" - If I or Paul test something and find that it works, we´re wrong. If Jeff Denham tests the same thing with the same results he´s right? Outside of what and independent from who?

[Henrik Hagen]

Good morning all

Let us all stop this Discussion please. I do not have an engine with 48 ida and I have never driven a car with 48 ida. So I do not have any interest in this mod - so far.

OC1967vw - I mean no disrespect - If you do not believe in this mod so be it. That is only fair.

JS - Enjoy your 48 IDA with JP mod.

Best regards Henrik Hagen

[Zach Gomulka]

Looking forward to your results Paul!

There is still much to be learned. Just because it was tried unsuccessfully 45 years ago doesn't mean an altered approach will give the same results. I don't believe JPM to be a snake oil salesman, his and his customers results speak for themselves.

Let's keep an open mind here.

[58vw]

AND???

58VW, it seems that over 40+ years of performance on a design that has weathered time leads someone to think that some performance trick was never considered during that period.....perhaps the next performance inprovement will be ?

agree...sometimes i feel like that commercail from coke zero...were your just asking  "AND"...what else can you give/show me...to ones satisfaction

[58vw]

it was the 48ida that lead me to vws....once i heard those carbs singing going down a small street in fullerton....i was hooked

[Torben Alstrup]

If I or Paul test something and find that it works, we´re wrong. If Jeff Denham tests the same thing with the same results he´s right? Outside of what and independent from who?

JS. Your hit the nail on the head. The problem with this is that it is not "thought up" in Orange County. Ergo it doesnt work.

OC. Your so far out with your con´s that it´s hilarius. You have not come up with one new thing. You have referred to the Weber Tech manual and to some 40 year old testing that was NOT the same as what is done today. You refer to Cobra owners who wohnt touch it because it compromises the design (!) - What do we care ?  They wohnt install fuel injection either, would they. So until you come up with some productive REAL facts instead of just keep on referring to a 40 year old instruction, PLEASE PUT A CORK IN IT !

JS, Paul, Bom and other´s have seen what they can  do. And they will ALL double test on their specific engines against the dyno when spring comes. THEN you will get your solid proof from independant sources. But that will most likely still not be solid evidence since it´s done here and not in Orange County.

Outa here.

T

[58vw]

OC: Just wondering... Are you disputing the claim that the JPM venturies has horsepower potential, or are you claiming that they make the engine less drivable? Or both?

Ground control to Major Tom...

I´m really trying to understand your logic oc1967vw.

 - You claim no theoretical horsepower gain, but I for one have experienced higher top speed at the track during back-to-back testing?
 - You claim less drivable engine in theory, but real life tests have shown same or better low speed performance.
 - Do you understand the difference between just removing the aux venturie and installing these venturies? Or is there none in your opinion?
 - What are the modifications to the carb body you claim has to be made?

As for your ideas about "outside experts and outside independent testing" - If I or Paul test something and find that it works, we´re wrong. If Jeff Denham tests the same thing with the same results he´s right? Outside of what and independent from who?

I for one am for new things and enjoy it when i see it...lot of people said the 4in stuff wouldnt work on the street...i guess it does ...evolution is a great thing!!

[OC1967vw]

AND???

58VW, it seems that over 40+ years of performance on a design that has weathered time leads someone to think that some performance trick was never considered during that period.....perhaps the next performance inprovement will be ?

agree...sometimes i feel like that commercail from coke zero...were your just asking  "AND"...what else can you give/show me...to ones satisfaction

agreed....glad I didnt purchase Coke stock when they introduced "Coke Zero"

[OC1967vw]

it was the 48ida that lead me to vws....once i heard those carbs singing going down a small street in fullerton....i was hooked

same here....pick a street in fullerton or orange or anaheim....bought my first pair in 1970-still have them

[OC1967vw]

OC1967vw - I mean no disrespect - If you do not believe in this mod so be it. That is only fair.

JS - Enjoy your 48 IDA with JP mod.

Best regards Henrik Hagen

Henrik,
thanks for the posting. As I have said before, the free market will dictate the sales of this item. Putting aside the "mod" for the moment, the problem is that the impression has been created that simply removing the auxiliary venturi is one step towards increased engine performance.  In fact removing the auxiliary venturi also removes the tube inside the auxiliary venturi that sprays emulsified fuel into the airstream that enhances carb transition during low and mid speed engine operation. The 48IDA will function, as it already does, at wide open throttle as it is designed to do with the auxiliary venturi in place. I have received numerous emails already regarding this change and caution against it. Because no one knows what their modification or modified venturi does (although they reference the demon carb article), the key unanswered question is the operability of the carb at low and mid speed operation where the engine spends 85%-90% of its time when in operation.

Henrik, no offense taken. Hope that you are able to get a pair of Weber 48IDAs one day 

[OC1967vw]

OC: Just wondering... Are you disputing the claim that the JPM venturies has horsepower potential, or are you claiming that they make the engine less drivable? Or both?

As for your ideas about "outside experts and outside independent testing" - If I or Paul test something and find that it works, we´re wrong. If Jeff Denham tests the same thing with the same results he´s right? Outside of what and independent from who?

Alpha-Beta-Alpha testing or what is also called baseline testing. As to who can do it, I gave you recommendations. I would add the larger and more well known Weber specialists in the US because they deal with a much larger market of Weber enthusiasts.

No offense taken if you dont. I said that earlier in a previous post.

[OC1967vw]

I for one am for new things and enjoy it when i see it...lot of people said the 4in stuff wouldnt work on the street...i guess it does ...evolution is a great thing!!

Agree with you whole heartedly.
I know that you made the 4in bore work for the VW enthusiast. It took a lot of development work that relied on baseline engineering that already existed (that is to say if a 92mm barrel works, why not a 94, if that works why not a 4 in bore etc.).

It then becomes a question of whether the enthusiast-consumer chooses to purchase the product, knowing the upside and downsides of it. I run 90.5s only because I want engine longevity and control over engine temperature. I don't want to rebuild a motor every year. But that is my choice as a entusiast-consumer.

If I want to purchase the 4in bore cylinder and the increased temperature that comes with increased compression that directly produces increased horsepower (that I want said motor to produce), at least I know what I can expect as a result of my purchasing decision. I can then finalize my buying decisions in accordance with what I want for said motor. Evolution is a great thing as it gives the enthusiast buyer the option of making the decision in the end.
 

[Rocket-Racing]

The problem is that the impression has been created that simply removing the auxiliary venturi is one step towards increased engine performance.  In fact removing the auxiliary venturi also removes the tube inside the auxiliary venturi that sprays emulsified fuel into the airstream that enhances carb transition during low and mid speed engine operation. The 48IDA will function, as it already does, at wide open throttle as it is designed to do with the auxiliary venturi in place.

-You claim less drivable engine in theory, but real life tests have shown same or better low speed performance.
 - Do you understand the difference between just removing the aux venturie and installing these venturies? Or is there none in your opinion?

[OC1967vw]

The problem is that the impression has been created that simply removing the auxiliary venturi is one step towards increased engine performance.  In fact removing the auxiliary venturi also removes the tube inside the auxiliary venturi that sprays emulsified fuel into the airstream that enhances carb transition during low and mid speed engine operation. The 48IDA will function, as it already does, at wide open throttle (without the auxiliary venturi enrichment device) as it is designed to do with the auxiliary venturi enrichment device in place.

-You claim less drivable engine in theory, but real life tests have shown same or better low speed performance.
 - Do you understand the difference between just removing the aux venturie and installing these venturies? Or is there none in your opinion?

Rocket racing,
response is above. And I do understand the design engineering involved and the operating function of the auxiliary venturi and its enrichment function. I would recommend the purchase of the Weber Technical Manual for a more elaborate discussion on its function. I am sure it is available to you were you are located.
No offense taken.   

[Rocket-Racing]

Thank God they didn't have discussion forums in the late 60's when Berg decided to try the 48IDA on a VW engine.
It would probably have been doomed by those who "knew" that Solex carbs worked, regardless of results.  I'm sure everybody would also be warned about what could possibly happen to your engine over time when using this new technology..  

[OC1967vw]

Thank God they didn't have discussion forums in the late 60's when Berg decided to try the 48IDA on a VW engine.
It would probably have been doomed by those who "knew" that Solex carbs worked, regardless of results.  I'm sure everybody would also be warned about what could possibly happen to your engine over time when using this new technology..  

Would recommend you read Gene's technical articles on engine compression ratios and engine longevity and horsepower. He was a great guy. I am a big believer in the Berg philosophy of moderate compression (tho I think that Gene would moderate his comments on engine compression if he were alive today) and greater engine longevity and the impact of engine generated heat on engine life.

no offense taken

[OC1967vw]

OC: Just wondering... Are you disputing the claim that the JPM venturies has horsepower potential, or are you claiming that they make the engine less drivable? Or both?

As for your ideas about "outside experts and outside independent testing" - If I or Paul test something and find that it works, we´re wrong. If Jeff Denham tests the same thing with the same results he´s right? Outside of what and independent from who?

http://cal-look.no/lounge/index.php/topic,16934.90.html

Just thinking outside the box.

Since you state that your modifications and modified venturi enhance performance throughout the rpm range and work both at low- and mid-range engine speeds as well as they do at wide-open throttle, why don't you consider sending a set to Ray Valerio and have him test them both on the dyno and on the road in this project engine? It has Weber 48 IDAs and is well constructed. He can/will have baseline engine performance figures using standard configuration Weber 48 IDAs and can easily run your venturies and make your recommended carb mods (assuming they don't involve any physical mods the IDA carb body) and conduct the parallel testing and independently and conclusively determine whether there is a performance improvement with your modifications and venturies. An added plus is that he is in northern California from what I can tell from DSimas's videos and not from Orange County.

We can then see first hand the independent results and all VW enthusiasts running Weber 48 IDAs will benefit. Again, experimentation is a good thing.
Don't you agree?
 

[TexasTom]

I for one am for new things and enjoy it when i see it...lot of people said the 4in stuff wouldnt work on the street...i guess it does ...evolution is a great thing!!

If I want to purchase the 4in bore cylinder and the increased temperature that comes with increased compression that directly produces increased horsepower (that I want said motor to produce), at least I know what I can expect as a result of my purchasing decision. I can then finalize my buying decisions in accordance with what I want for said motor. Evolution is a great thing as it gives the enthusiast buyer the option of making the decision in the end.
 

You may not have done your homework to realize that these engines, as has been the case all along ... even as Gene admitted to the case of the 94mm cylinder, run in perfect function in a perfectly streetable configuration with no 'over-heating' problems or premature rebuilding needed ... as always, When properly designed and assembled!
Now, your transmission may exhibit other symptoms!
TxT

[OC1967vw]

TxT, Precisely what I was saying......While Gene constantly emphasized the best piecesmatched together will produce the best performance, he alsoset limitations and engine size for T1s and Ts (because of heat) in order to give the consumer-enthusiast the best logevity for their dollar

and you are right about the trans

no offense taken. you and I are thinking alike.
 

[58vw]

I for one am for new things and enjoy it when i see it...lot of people said the 4in stuff wouldnt work on the street...i guess it does ...evolution is a great thing!!

Agree with you whole heartedly.
I know that you made the 4in bore work for the VW enthusiast. It took a lot of development work that relied on baseline engineering that already existed (that is to say if a 92mm barrel works, why not a 94, if that works why not a 4 in bore etc.).

It then becomes a question of whether the enthusiast-consumer chooses to purchase the product, knowing the upside and downsides of it. I run 90.5s only because I want engine longevity and control over engine temperature. I don't want to rebuild a motor every year. But that is my choice as a entusiast-consumer.

If I want to purchase the 4in bore cylinder and the increased temperature that comes with increased compression that directly produces increased horsepower (that I want said motor to produce), at least I know what I can expect as a result of my purchasing decision. I can then finalize my buying decisions in accordance with what I want for said motor. Evolution is a great thing as it gives the enthusiast buyer the option of making the decision in the end.
 

true...although i did not do all the work...my good friend mr denham did...well...at least his version of it...for the street...there are plenty of people pushing the envelope...im just riding along giving him moral support..we all need that now and again...if only i had an extra 100k laying around!!...could be fun!!

[Fast Bug]

Neil Armstrong and 11 other people have walked on the moon and even more people over the world have been to the outer space. They improved their space rockets and material over the years and by thinking out of the box and doing back to back test of their material. They improved quite well over the years and are still improving.

OC1967vw No one’s been on the moon.
Scientists proved that more than 100 years ago. Do you think scientists didn’t know there stuff back then
Konstantin Tsiolkovsky a well-known scientist did some calculations back in 1903 on using a cannon for space travel. He concluded that a gun would have to be impossibly long. The gun would subject the payload to about 22000 g of acceleration. That is about 1000 times that the 20-30 g the human body can handle for a few seconds. Find a history book and read it yourself.
No one’s have walked on the moon, and no one’s ever will.
Bin there done that end of story.



<a href="http://www.youtube.com/v/-erjci4JzoA" target="_blank">http://www.youtube.com/v/-erjci4JzoA</a>




Sorry OC I couldn’t help it   I just don’t think you know exactly how the JPM venturies work.
Have you looked at his website?  http://www.jpmotorsports.se/products2
No offense taken.

[JS]

The problem is that the impression has been created that simply removing the auxiliary venturi is one step towards increased engine performance.  In fact removing the auxiliary venturi also removes the tube inside the auxiliary venturi that sprays emulsified fuel into the airstream that enhances carb transition during low and mid speed engine operation. The 48IDA will function, as it already does, at wide open throttle (without the auxiliary venturi enrichment device) as it is designed to do with the auxiliary venturi enrichment device in place.

-You claim less drivable engine in theory, but real life tests have shown same or better low speed performance.
 - Do you understand the difference between just removing the aux venturie and installing these venturies? Or is there none in your opinion?

Rocket racing,
response is above. And I do understand the design engineering involved and the operating function of the auxiliary venturi and its enrichment function. I would recommend the purchase of the Weber Technical Manual for a more elaborate discussion on its function. I am sure it is available to you were you are located.
No offense taken.   

You´re not answering the question, just saying you know how the original system works... Try reading the question again.

[Lids]

I normally don't post in the racing section as i have no idea what anybody is talking about as it always get far too technical.

But this either works or doesn't, so i will wait and see.

IDA's get mods that weren't in the original design.  For example 3rd progression hole.  increasing the inlet bowl by removing the wall.  And using glass needle valves.  These might or might not be needed, but they have been proven to work for certain engine combinations, allowing them to either perform better on the street or strip.  I know some people say the 3rd hole is not necessary if the carb is set up correctly etc, but clearly it overcomes some problems so people use it.

Anyway can we start the bickering and lets go race.

[JS]

OC: Just wondering... Are you disputing the claim that the JPM venturies has horsepower potential, or are you claiming that they make the engine less drivable? Or both?

As for your ideas about "outside experts and outside independent testing" - If I or Paul test something and find that it works, we´re wrong. If Jeff Denham tests the same thing with the same results he´s right? Outside of what and independent from who?

http://cal-look.no/lounge/index.php/topic,16934.90.html

Just thinking outside the box.

Since you state that your modifications and modified venturi enhance performance throughout the rpm range and work both at low- and mid-range engine speeds as well as they do at wide-open throttle, why don't you consider sending a set to Ray Valerio and have him test them both on the dyno and on the road in this project engine? It has Weber 48 IDAs and is well constructed. He can/will have baseline engine performance figures using standard configuration Weber 48 IDAs and can easily run your venturies and make your recommended carb mods (assuming they don't involve any physical mods the IDA carb body) and conduct the parallel testing and independently and conclusively determine whether there is a performance improvement with your modifications and venturies. An added plus is that he is in northern California from what I can tell from DSimas's videos and not from Orange County.

We can then see first hand the independent results and all VW enthusiasts running Weber 48 IDAs will benefit. Again, experimentation is a good thing.
Don't you agree?
 

Why the hell would I want to "send a set to" someone?  
If Ray or someone else wants a set they can bloody well buy them from JPM like I did!!!  

I absolutely agree that experimentation is a good thing indeed. That´s why I have done so, backed by theoretical calculations, flow bench tests and dyno sessions.

This reminds me about the threads on some US forums back when JPM released the MS230 heads. Many of the "Good ol' boys" claimed that over 230 street driven hp straight out of the box was impossible. We know different now, don´t we...  

[Fasterbrit]

When Jpm took what is essentially V8 camshaft design (aftermarket hot VW cams) and modified it to better suit the characteristics of the air cooled VW engine, his design was belittled on Amercan forums, yet dyno testing and road testing clearly proved that the design was superior and did in fact increase horsepower. This was achieved by reducing nasty harmonics and therefore valve float whilst at the same time reducing the need for excessive valve spring pressure, yet still allowing huge rpms.  Now this is in direct contradiction to Berg's writings in his tech manuals where he cites the need to use triple valve springs on the Berg car to achieve high rpm in order to control the valve train. This was a 'cure' back then, when the computer aided technology was in its infancy and not widely used as it is today in all aspects of car design and tuning. I am not dissing Berg here, just suggesting that technology has come a long way since his involvement in our scene. Oct67, if you need proof of his cam designs, then I can send you before and after dyno sheets of my turbo car and how it responded to Jpm's cam. The crux of it is I picked up an extra 225 horsepower. There will be scores of people on this forum who can also post their hp gains, of this I am sure.

The MS230 cylinder head was also belittled by Americans and why? It is a superior design for road and track use that has greater cooling qualities than even a standard Volkswagen design. It is designed from the outset to tackle inherent problems that arise when tuning Big cc a d high compression VWs - namely the large increase in heat and the cylinder head's ability to dissipate it. It also features a five rocker stud setup that deals directly with the issue of rocker studs pulling with high spring pressures. And of course the high flow characteristics straight out of the box. Again, this product works and can verified by people on this forum and myself soon when I finish a 4" bore turbo motor I am building with MS230 heads.

The IDA Venturi mod... This product is fairly new, but has seen a massive amount of design and testing and is being used by people on this forum who conclude 100% that the mod works at both low speed, road driving and foot to the floor et chasing. Again, this product was designed with the help of the latest software able to simulate flow even before the end product is machined and installed. Weber engineers and their slide rules 40 years ago were not privy to such tools and were they at the time, I am sure they would have come up with a similar design.

The crux of this argument has taken a deviation I believe. Originally it was an interesting debate that I watched with interest, only able to offer encouragement as I personally have no experience with the mod myself. However, as the debate progresses it is now has the potential to taste of propaganda and I agree wholeheartedly with Torben's quip: "if it ain't made in America, it ain't worth shit." What I dislike about what is being suggested here by Oct67 is that it has the potential to be very damaging to Jpm and people reading this post may well be put off purchasing his products. It has the potential to sink the ship before it sets sail. We need innovation and the fact that folk these days are running seeming never ending quicker P.b.s is testament to the fact that things evolve, move on and get better with design.

Oct67, I mean no disrespect to you as you are obviously well qualified through your own experience and are very articulate in putting your points across, but I can't help but feel, as the argument goes on, that  you have an ulterior motive.You seem overly passionate about dismissing this mod.  Does the Jpm mod threaten your business directly perhaps? Or are you just being patriotic, defending the American domminance in the VW scene from foreign innovation?

[Lids]

My VW/porsche engine builder has been building engines since the mid 70's.  thats over 30 years experience with all the latest products over that period of time.  He has raced in all forms of VW/Porsche racing, his latest project is restoring a salzburg rallye vw.  This includes a dry sump that has been engineered using cnc technology from the original design.  and....using a special jpm raptor cam grind not available off the shelf.

He is a typical grumpy old engine builder, but he sings nothing but praise for JPM products.  So much so he convinced me to ditch my webcam and scat followers to JPM cam and lifters.  He knows these work with less spring pressure, thus causing fewer problems and this will increase my engine life span.

The companies and builders in Europe using JPM products have an excellent reputation that they wouldn't want to harm, so the products must do what they claim.

[dannyboy]

When Jpm took what is essentially V8 camshaft design (aftermarket hot VW cams) and modified it to better suit the characteristics of the air cooled VW engine, his design was belittled on Amercan forums, yet dyno testing and road testing clearly proved that the design was superior and did in fact increase horsepower. This was achieved by reducing nasty harmonics and therefore valve float whilst at the same time reducing the need for excessive valve spring pressure, yet still allowing huge rpms.  Now this is in direct contradiction to Berg's writings in his tech manuals where he cites the need to use triple valve springs on the Berg car to achieve high rpm in order to control the valve train. This was a 'cure' back then, when the computer aided technology was in its infancy and not widely used as it is today in all aspects of car design and tuning. I am not dissing Berg here, just suggesting that technology has come a long way since his involvement in our scene. Oct67, if you need proof of his cam designs, then I can send you before and after dyno sheets of my turbo car and how it responded to Jpm's cam. The crux of it is I picked up an extra 225 horsepower. There will be scores of people on this forum who can also post their hp gains, of this I am sure.

The MS230 cylinder head was also belittled by Americans and why? It is a superior design for road and track use that has greater cooling qualities than even a standard Volkswagen design. It is designed from the outset to tackle inherent problems that arise when tuning Big cc a d high compression VWs - namely the large increase in heat and the cylinder head's ability to dissipate it. It also features a five rocker stud setup that deals directly with the issue of rocker studs pulling with high spring pressures. And of course the high flow characteristics straight out of the box. Again, this product works and can verified by people on this forum and myself soon when I finish a 4" bore turbo motor I am building with MS230 heads.

The IDA Venturi mod... This product is fairly new, but has seen a massive amount of design and testing and is being used by people on this forum who conclude 100% that the mod works at both low speed, road driving and foot to the floor et chasing. Again, this product was designed with the help of the latest software able to simulate flow even before the end product is machined and installed. Weber engineers and their slide rules 40 years ago were not privy to such tools and were they at the time, I am sure they would have come up with a similar design.

The crux of this argument has taken a deviation I believe. Originally it was an interesting debate that I watched with interest, only able to offer encouragement as I personally have no experience with the mod myself. However, as the debate progresses it is now has the potential to taste of propaganda and I agree wholeheartedly with Torben's quip: "if it ain't made in America, it ain't worth shit." What I dislike about what is being suggested here by Oct67 is that it has the potential to be very damaging to Jpm and people reading this post may well be put off purchasing his products. It has the potential to sink the ship before it sets sale. We need innovation and the fact that folk these days are running seeming never ending quicker P.b.s is testament to the fact that things evolve, move on and get better with design.

Oct67, I mean no disrespect to you as you are obviously well qualified through your own experience and are very articulate in putting your points across, but I can't help but feel, as the argument goes on, that  you have an ulterior motive.You seem overly passionate about dismissing this mod.  Does the Jpm mod threaten your business directly perhaps? Or are you just being patriotic, defending the American domminance in the VW scene from foreign innovation?

great post 

[Jesus]

great post 

Seconded,

I have found this thread a compelling read,

I am yet to understand why testing done by a selection of europe's best is not comparable to testing that OC67 wants to take place in the states? Why do you feel that something tested widely across several countries in europe will be flawed where as something tested in the US and particularly a single state of OC will be gospel?

OC67 the more i read of your posts, the more i feel your using out dated and historical documents to back up your attack against a new innovator, Johannes is doing great things for our scene and should be commended. The fact is life moves on and documents once thought of as gospel do get superceded by more modern idea's. (Or is the world still flat???)

Innovation is fueled by people that dare to think outside the current NORM and seeking improvements that most think is unattainable. I have much respect for the originals such as Gene Berg etc who without which the scene would not have developed the way it has, but I am sure that in there day people thought what they were trying to acheive was impossible and again am sure there would have been people such as OC67 telling them that they were talking shit and to stop persuing the avenues they were experimenting in.

I am glad that true innovators pay no attention to the nah sayers and carry on regardless.

[dannyboy]

isnt califonian red wine better than the french stuff now?
bet the french never saw that coming 

[Fredrik Grönlund]

Very intresting topic as long as it kept on technical level.
As it comes to OC1967VW technical comments I also wondered how it is possible to achieve same pressure differences without the venture pipes..

But when i look at the recommendations that JPM gives and compare them to Weber recommendations for same throat diameter they are smaller. I don't remember the emulsion tube numbering but is not the F2 e-tube one which leans out on the upper part?
So it seems that JPM has come up with nozzle placement in the venture that has much stronger pressure difference than Weber where able to do with theire design.

I don't think this is impossible with today's CAD and fem programs because you can model hundred different models moore than they where able to do by hand before..
It's always about the cost. Maybe the conclusion by Weber in 1960  where that full throttle flow improvement where good but partload should bee optimazed. Maybe it was not costwise clever to try and test out a new design for only 19cfm which could bee achieved by just make the carburetor bigger..
To optimize the ventury design in 1960 would have include one engineering to calculate one year to come up with same calculations that you are able to do in couple of days with modern CFD program.
I don't know if JP makes his simulations by him self but the cost today is much less than it was 10 or 20 years ago..
Basic educations in flow knoweldge is enough.

That's the only difference from engine technology during last 50 years. Computer programs use precise same mathematics as engineers used in 1940. It is only much faster and Moore cost effective nowadays.

Same comes to camshafts. JPM camshafts are not from technical point of view so revolutionary. They are just calculated bu rules that where defined decades ago. It is just that others camshaft grinders did not have this possibility and therefore copied working profiles without the knoweledge of precise valvetrain dynamics..


To design high perf parts is simple mathematics nothing moore..  The art is then to combine this things in the right way..