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Unread 01-12-2014, 10:32 PM   #1
DotJumper
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Holley Truck Avenger jetting

Anyone installed Holley Truck Avenger 670 on their GW 360 and know the jetting they used?

Got one to install and like to have a starting point. Any help appreciated!

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Unread 01-13-2014, 11:40 AM   #2
super98lsc
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Altitude makes a difference what height are you at?
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Unread 01-13-2014, 11:50 AM   #3
DotJumper
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500 ft roughly.
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Unread 01-13-2014, 01:46 PM   #4
RockRollin
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Should be at a pretty decent "starting" point out of the box. I had to move up a bit on my 1850, but I'm running a rv cam and timing is quite advanced.
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Unread 01-13-2014, 01:50 PM   #5
super98lsc
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Honestly then the out of box stock jetting should be very close to spot on. Holley calibrates at sea level 70 deg ambient temp. Since things like Barometric pressure, air temp, and altitude have an effect along with compression ratio/cam timing, ignition timing curve the only way to really fine tune it properly is by using a wideband 02. Most of the Holley's I have tuned here in Austin using my LM-2 Dual Channel WB Data logger are fairly close if not a tad on the rich side. As you go up say 1k feet in altitude you will typically drop 1 jet size per 1k feet. So if stock was a 66 you may use a 65 at 1k feet. But again that is once you have established what the baseline AFR is.
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77-Corvette Stingray 496 BBC/TH400 built 667hp+
===================================
00 WJ 4x4, 4.7 stroker, turbocharged,..lots more..
01 WJ 4x2 4.7v8 Limited (needs valve job)
90 Grand Wagoneer 401 Edelbrock Heads, Lunati .510/.527 FT Cam, Edelbrock RPM Air Gap, Holley HP 750, Thorley Headers, HEI, Electric Fan w Digital controller,4" lift 31x10.50 Goodyear Duratrac's on Pro-Comp Wheels,new interior, seats,seals,Alpine and JL full system, Remote HEI, Clifford 2 way with remote start,windows,tailgate.
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Unread 01-14-2014, 07:58 AM   #6
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I need to do some research/learnin' about this. Once I install a new exhaust system, I think I'll need to tinker with mine as well. I have a 600 CFM Holley that has been altered to perform similar to the truck avenger. It was supposedly set up for the Edelbrock Performer intake and the AMC 360. I don't know what jets it has but with the D.U.I. distributor running at 17° advanced (still no ping), I still feel like I'm running rich. The exhaust stink has lessened quite a bit but still is a bit... 'fumey'. I also notice a stumble at idle if I jump on the throttle too quick. Ease into it, no issues. I'm at about 600' altitude, though I realize this post is completely unhelpful since I don't know what jets I'm running.

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Unread 01-14-2014, 09:43 AM   #7
RockRollin
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ChrisHager, we're in the same boat.
I had a very lean condition at cruising speed (2500rpm), but good idle mixture, no rich smell with the stock 65 jets. I jumped to the 66 jets, a touch richer at idle, but still lean at 2500rpm. Jumped to the 68 jets, very rich at idle, but no lean condition at speed. I'm also running 17° initial advance with no ping. The original lean condition I'm describing was a rhythmic surge, and very high engine temps.
I'm by no means a carb whisperer, and I've settled with the setup I have, of course I always want better
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Clawed: 90GW, TFI, Streetfire, 3"lift all spring, working RKE,
Edel2131, Holly 1850, mild cam (105º) 13mpg for now.
"Its a Jeep thing, and I still don't understand"
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Unread 01-14-2014, 09:44 AM   #8
780406jeeper
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Please please please don't fall for the 'Holley gets it pretty close out of the box' statements. My 360 is a mild build, 9.0-1 comp, rv cam, stock exhaust, roller rockers etc. With the Edelbrock performer intake, I ended up using a wideband o2 on a dyno to get my jeep dialed in. Phoenix AZ is at 1,300 ft. Here is where I ended up,it runs great and when I drive to LA CA at sea level I pull 2 degrees of timing advance out for it justs starts to ping at mid-throttle, and I only run 87 octane Chevron. The 670 TA is grossly over jetted out of the box.

I run a Z&M HEI with vacuum advance hooked to manifold vacuum not ported. I run 13 degrees initial timing (with vac/adv. unhooked and plugged for setting initial timing). At idle, all vacuum advance is in with va hooked back up. Spark plugs are stock Champion Copper gapped at .050".
Primary Jet = 62
Secondary Jet = 68 (out of box front jets moved to rear)
Power Valve = 6.5 (my genereation 3 670 TA had a 2.5)
Accelerator Pump discharge nozzle = 35 (stock was 28)
Acc pump cam = Orange position 2
Vacuum Secondary spring = White (stock is black and using the paper clip method, my secondaries never opened all the way)

Jeep runs great. I change my plugs once a year, they are a light tan color every time. Hope this helps. It was funny when we nailed it the first run on the dyno, the meter just went red dashes as it buried the limit of 'rich', and once done my fuel mileage picked up a decent bit.
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Unread 01-14-2014, 09:50 AM   #9
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RockRollin,
I would dial in your idle mixture and jetting first. Once that is good, if you are getting a lean 2,500 rpm issue, I would look to the power valve. It is set to open at a certain vacuum threshold. The first 3 generations of Holley 670 TA had 2.5 power valves meaning they did not open until the carb saw 2.5" of vacuum or lower, aka at or near wide open throttle. Most normal street carbs run a 6.5 power valve so that it opens closer to mid throttle under load. There are even dual stage power valves available if ya really wanna get tricky. I kept going back and forth between a 6.5 and 8.5 power valve for a long time. When I was towing I wanted the 8.5 as my vacuum advance timing was already backing off but the carbs power valve was not kicking in yet.

These really are easy carbs to work on and dial in. Just takes time, patience, and a love for the smell of fuel.
Kevin
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Unread 01-14-2014, 11:12 AM   #10
RockRollin
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I will be getting back into the carb tuning before winter hibernation is over. Good call on the power valve, I am running an 1850 btw not the TA. So back to square one it seems. I dont mind the tinkering.
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Clawed: 90GW, TFI, Streetfire, 3"lift all spring, working RKE,
Edel2131, Holly 1850, mild cam (105º) 13mpg for now.
"Its a Jeep thing, and I still don't understand"
05 Renegade OME 927, 947, top plate, JBA 4.5s ,ST/MAXX 245/75/16
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Unread 01-18-2014, 07:55 PM   #11
DotJumper
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All good advice and appreciated. I do have an O2 Tester - Fast - so am planning to dial it in w/ it.

Am confused w/ the response about changing jets to lean out the idle. Thought jets were for main running. And idle is leaned or enriched by the idle screws. Is it different on the Holleys?
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Unread 01-18-2014, 08:34 PM   #12
RockRollin
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As I said "I'm no carb whisperer". In all honesty I just let it be at that time. The jets shouldn't have much if any in the idle circuit, there is a slight bit of draw, but not so much that it can't be overcome by leaning idle mixture. I'll have the KJ out of the barn this week, take a couple of days off wrenchin, then the Waggon is on the list. It'll be nice getting my SAE tool box out again.
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"I like fun" Edd
Clawed: 90GW, TFI, Streetfire, 3"lift all spring, working RKE,
Edel2131, Holly 1850, mild cam (105º) 13mpg for now.
"Its a Jeep thing, and I still don't understand"
05 Renegade OME 927, 947, top plate, JBA 4.5s ,ST/MAXX 245/75/16
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