I routinely had carburetor iceing in an International V-345 engine with a Holley 2 bbl carburetor, and also with Ford V-8, Autolite-Motorcraft 2 bbl carburetor. Both had manifold heat, but both would ice up in cool, damp weather, but only during the first couple of miles of stop-and-go driving. Without any stops in the first mile or so of driving, the engine heat would warm the carburetor enough to clear the ice and you wouldn't notice anything after that.
The early Corvairs were prone to carburetor iceing at highway speeds, but it took a long time to cause any trouble. Those were/are 6-cyl, air-cooled, flat engines, like the air-cooled airplane engines. The remedy for the Corvairs was to change a heat insulator under the carburetors (both of them). With the V-8s, just about any of them, the main trouble was inoperative heat riser valves and plugged heat passages in the manifold/carburetor base.
The difference between the two iceing situations (V-8 and air-cooled flat six) is where the ice forms- in the V-8s the ice formed at the thorttle valve (throttle ice), which would block the idle and low-speed discharge ports and stall the engine at idle speed. In the Corvairs, the ice formed in the venturi and slightly below, and would eventually throttle the air flow and block the fuel main discharge nozzles- stalled engine, even at highway speeds.
I don't know if the VWs had the same carburetor ice problems as the Corvairs, but I suspect they did.
In the airplane engines, I think the issue is more venturi ice, but that is academic; you don't want the engine stopping anywhere off the ground.
Harvester
