I've been hunting for a pair of HIF Carbs - mainly due to the built in compensation for seasonal temperatures (i.e don't have to readjust the dang things every tihe the weather changes). I'm also attracted to not having separate float chambers external to the car with a fragile looking little fuel line between them.

I managed to snag a pair on eBay for around $25.00 and they'll probably be here late in the coming week (or early next week). The seller listed them as from a 71-74 Volvo, but says that they are Su "HIF4" Carbs. I've never heard of HIF4s on Volvos, only HIF6s.

http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&ru=http%3A%2F%2Fsearch.ebay.com%3A80%2Fsearch%2Fsearch.dll%3Ffrom%3DR40%26satitle%3D8001225483%26fvi%3D1&item=8001225483

The seller is an MG fan, so maybe he mistook them. So, this brings me to my question. I also looked up HIF4s and HIF6s and the air filter flange on thsi one looks more like a -6 model, but it seems the actual size of the openeing is the real difference 1.5" vs 1.75" (or somethign liek that)

IF it is indeed an HIF-4 what sort of trouble could I be in for? Might not fit at all? Regardless of 4 vs. 6 am I likely to run into any problems using an HIF carb on an Amazon?

And one final question - what's the deal with the replcement Grosse Jets I've been hearing about? It sounds like the needles are replaced with some sort of ball-socket-thing.


----
1967 P220 Amazon, 1972 145S, 1976 245 DL, 1983 245 DL, 1986 745 GLE, 1990 745 GL, 1995 945....
You mean to tell me that Volvo makes cars that are *NOT* Wagons?!?

The nicely packed carbs arrived today. I test fit them to my spare intake manifold and they slid right on perfectly.

I'm going to go and open them up to check for corrosion and otehr problems. They are a bit grungy but appear to be in fine condtion.

So, I still need heat shields. (Danny, I sent you an e-mail but have not yet heard back.)

I also need to find damper replacements and the "cute" parts that George mentioned. What is the best source for replacement SU parts??

I'm assuming that I can use the throttle linkages from my Su HS6s that are presently installed?

--
1967 P220 Amazon, 1972 145S, 1976 245 DL, 1983 245 DL, 1986 745 GLE, 1990 745 GL, 1995 945....
You mean to tell me that Volvo makes cars that are *NOT* Wagons?!?

Well, after monkeying around with these things for a few hours, taking them apart and looking through my 140 manual with the exploded carb diagram I think I understand this type of SU better. Simplicty is the hallmark of the SUs and this one may have a number of extra fittings, but it's a pretty simple mechanism - much like the HS6.

They arrived promptly today, wrapped in foam padding like little twin babies. So, I unwrap them and they are absolutely fithy (like most human babies). Covered in grim top to bottom. Looks like they were on a shelf for a while.
I had run across an article on rebuilding an HIF4 when they were all corroded and frozen, so I was expecting a horror show inside the bowl. Happily, this was not a problem. The inside of #1 was pristine clean. Perfect. #2 was a little less clean and featured some crystalized gasoline grit. Easily cleaned. I soaked and scrubbed the interiors and exteriors with Gum-Out. I used all of a single extra large can, but after a lot of scrubbing with wire and soft brushes, they came out looking very nice. Needles are present in both carbs - they are nice and straight and otherwise appear undamaged.

The only "issue" is that one of the dashpots and its accompanying piston is a bit out of round. It moved perfectly before I took it apart, but was binding up after re-assembly. It took a lot of playing around to get it back "just right" so that it moved freely again.

It also looks as if one of the carbs was rebuilt. The innards were a little different looking (plastic color) and someone put had put a washer under the jet bearing instead of over the bearing. Whether that's right or wrong, the two carbs had been put together differently. I imagine that they would not sync quite right. I switched the washer back to the top of the jet bearing as per the diagram on P.56 of the 140 series haynes manual. This prevents the jet bering from sitting flush with the bottom of the throttle chamber but it does follow the diagram in the manual. It does not effect the jet itself as far as I can tell. I adjusted them both and they still rise and fall with the mixture screw. Seems like they should sit flush, but they could not possibly sit flush if the Haynes diagram is correct - Any thoughts on this??

Also, I initially thought that the choke mechanism was missing from Carb #2, but upon close inspection, it looks as if the mechanism was NEVER installed. The screw holes are solid-cast. I played with it for a bit and it seems that a single choke cable would manipulate the throttle on both carbs. This is probably because the HIF6s use two linkages like the Stromberg Carbs - Can anyone confirm that there is only one choke?? [edit] it seems a bit more complicated than manipulating the throttle, can this work on a single carb?

So to review, I'm converting from dual HS6s to Dual HIF6s and need some advice on setup. I have a spare throttle control and linkage from a Dual Stromberg setup. one of the double-ended linkages is watsed, but the other is in good shape. I plan to replace the control linkage with the the stromberg unit and to swipe my HS6 throttle linkage and the good linkage from my strombergs. This should give me throttle. The fuel line setup is self-evident. So I'm left with setting up the vaccum hoses and such and this is where I'll need some help.

As per the Haynes diagram, the Hot-Start valves need to be connected to the "venting filter." Where, how, etc?

Similarly there is a big nipple on top of the intake flange of the #1 Carb to be connected to the "positive" venting filter. There is also a very small nipple on the bottom of the #2 intake flange. Where do these need to go?

What would really help me would be a picture of a fully configured set of HIF6s. I haven't had any luck googling images (all MGs)

Also, can I just swipe the dampers out of my HS6s? I'd prefer to get a new set, but they seem to be at a premium. And I still need a pair of heatshields...

Thanks for any advice/help that can offered!!











--
1967 P220 Amazon, 1972 145S, 1976 245 DL, 1983 245 DL, 1986 745 GLE, 1990 745 GL, 1995 945....
You mean to tell me that Volvo makes cars that are *NOT* Wagons?!?

I have been having my own issues with fine tuning a new (to me) set of HIFs but here is what I've found. Please correct me where I'm wrong.

"Seems like they should sit flush, but they could not possibly sit flush if the Haynes diagram is correct"
I bent the tab on the adjusting mechanism inside the fuel bowl to eliminate this problem. I think a previous owner or mechanic "over" adjusted with the mixture screw and bent the tee shaped piece. I bent it back so I could get a range of adjustment with the mixture screw from flush with the carb bridge to well below it.

"Can anyone confirm that there is only one choke?"
Don't remember ever seeing a single choke on the dual SU set-up. Had a single choke on Strombergs as you stated.

"Hot start valve" is actually just a fuel bowl vent. You can pipe it to a charcoal canister or vent it to the atmosphere.

"Big nipple" also went to the charcoal canister to provide vacuum. You can plug it off or pipe it to the canister.

"Small nipple" is for vacuum to the distributor diaphram.

Don't know about the damper swap.

Good luck
--
'60 544, '68 220S, '70 145S, '72 144E, '86 745T

Thanks, that's some good info.

The only thing is that the Jet bearing itself doesn't really adjust - it's just a sleeve for the jet itself. It just seems weird that it does not sit flush with the bottom of the throttle chamber, especially since it could sit flush if you take out the washer. I'd say that ends up being recessed 1/16" to 1/32"

I can very easily raise or lower the jet itself that part appears to be in good, not-"screwed" with condition.


Can anyone post or e-mail me a pick of the choke setup on both carbs? #1 us great, but after some investigation, it appears as if #2 had something there, even if it was not the same as #1.


--
1967 P220 Amazon, 1972 145S, 1976 245 DL, 1983 245 DL, 1986 745 GLE, 1990 745 GL, 1995 945....
You mean to tell me that Volvo makes cars that are *NOT* Wagons?!?

Got it.
Yes the bearing in both pairs that I have is below the bridge.
I don't think it affects anything though since the jet/needle is the part that matters.
--
'60 544, '68 220S, '70 145S, '72 144E, '86 745T

Excellent! Thanks Again!

So I'm good there.

I've got some heatshields in-bound, so that just leaves the dampers (not too worried) and figuring out how the choke is setup for #2. (and maybe finding some spare linkages)

The circular hole on #2, where the #1 choke pivots seems to have a smaller hole inside it. On the Haynes diagram for #1 they show some sort of air/fuel adjustment mechanism in there controlled by the choke. I have no idea what #2 is supposed to look like. George mentioned something about a rubber thing around the throttle...

Anyone have any pics of the #2 choke?
--
1967 P220 Amazon, 1972 145S, 1976 245 DL, 1983 245 DL, 1986 745 GLE, 1990 745 GL, 1995 945....
You mean to tell me that Volvo makes cars that are *NOT* Wagons?!?

Hope this comes out.
--
'60 544, '68 220S, '70 145S, '72 144E, '86 745T

The rear choke is just a mirror image of the front choke on my carbs.
Sounds like you may be missing the innards for the choke assembly on the rear carb. Is there a hole there (like the front carb) or is it cast over?
Joe Curto (in NY) can usually supply all parts necessary for these carbs if needed.
--
'60 544, '68 220S, '70 145S, '72 144E, '86 745T

Hello,

regarding the choke: The HIF-setups originally had only one choke (on the rear carb, I think). Only from 1972 Volvo changed that to a double-choke setup, much like the SU HS6 had. That was due to coldstart-problems in Sweden.

So I guess what you have is an older pair of HIFs, which only have one choke.

Mischa

How would choking a single carb help at all - especially since #1 (front) only controls the front two cylinders...or does it?

I intially thought that the choke was missing from #2. It had the pivot hole, but no choke assembly. Upon closer inspection, however, I noticed that the mounting points for the choke assembly on #1 (screw holes) were not drilled out. They were solid cast. This led me to assume that there was no choke for #2 - since it could not be attached like it was for #1.

However, in looking through the manuals, I noticed that the choke is suppose to do more than just open the throttle, but that there was some sort of mixture adjustment-thing internal to the choke. This concened me a bit, so I examined the pivot hole on #2 a bit more closely. It's not just a blind hole, there is a smaller circular hole in there, but I'm not sure what it does.

This led me to think that it might have had some sort of modified apparatus in there, but now you tell me that the early HIFs did not have a choke on the second Carb. That's fine with me, but what's that small hole doing in the pivot point. Should there have been a plug or something in there? Also the #2 had the "arm" for holding a choke cable, but unlike the #1, there was no clip present. The two carbs were so uniformly covered in grim, that I'm sure that nothing has been recently removed from the carbs.

So, it seems that I'm close to ready to test these things. My Amazon is completely drained of oil at the moment so that I can attempt an oil pan gasket replacement, so I can't get them on just yet. As long as the weather holds, I'll attack this over the weekend.

Thanks.

--
1967 P220 Amazon, 1972 145S, 1976 245 DL, 1983 245 DL, 1986 745 GLE, 1990 745 GL, 1995 945....
You mean to tell me that Volvo makes cars that are *NOT* Wagons?!?

There are lots of "local" sources for SU parts but i always go to the factory: Burlen Fuel systems (google it). Their on-line catalog is a pain to navigate sometimes but works OK. If all else fails they respond to e-mail pretty well. Shipping turns out to be resonable.

I suggest getting two new dampers and full rebuild kits and new needles (you have to order those seperately). The jet tends to wear quickly on these due to the biased needle and that can make tuning difficult. The wear is not always noticeable to the eye.

Only choking one carb is useful as the enriched mixture only really needs to occur for a little while and the carbs have a plenum (of sorts, a balance tube, at least) so some "mixing" of charge occurs. Also, most useful is the fast idle throttle setting and that should occur on both carbs regardless of whether or not the choke assembly is in place.

By the bye, this is not really a "choke" as the air flow is not restricted in any way. It is an "enrichment device."

--
Mike!

I sure hope they are HIF6s. That is what they look like.

They are good carbs but the temp comp may be a little overrated. You may or
may not be able to tell the difference in extreme cold weather. If properly
adjusted you probably would not have to use the choke for as long after
startup.

Be SURE you get the right heat shields for them (individual small ones that
go behind each carb float bowl). The double one as used with HS6 carbs is
ineffective for these. You will probably need a set of new air seals for
the throttle shafts, cute little rubber bellows things, as well as top dampers.

You might want to convert to the single plastic airbox with rectangular
air filter too. You'll probably have to drill some holes in it for bolts
and vents and make some gaskets for it. I used green reinforced file folder
material and it worked OK. Be SURE the mounting bolts are in there to stay.
I had to pull a head and a valve to get some of them out once.

I was once sold on Grose Jets. I'm back to regular needles and seats.
Long story.
--
George Downs Bartlesville, Heart of the USA!

Thanks George,

The seller responded that he measured the bore and it came up as 1.75, which is what the HIF6 ought to be. He now thinks that they might be HIF6s and that one of us got lucky (?) It occured to me that they might be HIF44s, which look a bit more like the HIF6s. Unsure if that would make a difference.

Anyway, I don't have a pair of individual shields, but I already have a single rectangular air box. However, I've already re-drilled the box to fit my HS6s, so drilled yet more holes in it, might not be such a great idea.

Any idea where I could snag another lower clamshell half (I have two tops, but only one bottom)? Same for the heatshields - none were included as part of the auction and I'll need to track a couple down.

I've already taken the appropriate measure to secure the bolts - as per your previous warning.

I'll stay away from the Grosse Jets for the time being.


--
1967 P220 Amazon, 1972 145S, 1976 245 DL, 1983 245 DL, 1986 745 GLE, 1990 745 GL, 1995 945....
You mean to tell me that Volvo makes cars that are *NOT* Wagons?!?

I believe I have I have the shields you need. I did this airbox swap a couple of years ago on HS6 3 bolt carbs, and saved the shields for you. Let me look and check back. contact me offline.
I just got tired of spending all that money for filters, and couldn't part with the money for K&Ns. Still would like to find a set of 3 bolt filter metal parts to duplicate in brass or stainless, and get my own K&N inserts.