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PostPosted: Tue Jun 13, 2006 7:15 am 
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Since this topic seems to comes up about once a month i thought i would throw this out there for the newer guys looking for info.
So heres some G180 Tech!
these blocks can be bored .060 (im running mine at .040)
shaving the heads is a good way to get HP (i have mine shaved .020)
Running a Weber carb is the best bolt on there is, most popular carb being the 32/36 DGEV (DGEV=electric choke, DGAV=hot air choke and DGV=manual choke), there are guys running 32/32s and 38/38s(the numbers in Weber carb designations refer to the diameter of the throtle body bores in MMs. The 32/36 is a progresive 2bbl and such will net better fuel millage than the others)
Pace setter makes headers for the G180 and i have been vary happy with mine
Delta Cams can regrind a cam but you need to suply a core
Ignitions are easilly upgraded with distributors from any G series Isuzu engine post 1980(i am more than happy to field questions on this subject)
Offenhouser also still makes intakes for the G180 designed for Holley 2bbl and 4bbl carbs, i have looked into this and the waiting period is about 30-40 days
Also if your lucky there are intakes designed for side draft carbs floating around on E-bay from time to time.
Thats what i can think off at the moment. If i missed anything chime in!
Note im not shure how much or if any of this will work for the old wedge head engines (pre 76?). All of this based is on my experience with the hemi head engines.

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PostPosted: Wed Jun 14, 2006 5:05 pm 
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another thing that helps with the electronic ignition is an MSD box. im running a MSD 6A box on my truck with the electronic ingition. before i had the box it would have a high rpm miss, but the box solved that totally. i can easily take my engine to 6000rpms, but with my cam i dont make power there.

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PostPosted: Wed Jun 14, 2006 9:49 pm 
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I think that the coil may have been the problem there. Troopers with G200s have a higher voltage coil than any of the others. I think its rated at 6K or something like that. It also has a higher resistance so when the spark does pop its hoter. Also another thing that can help is running the air gap in the dizzy at the minimum (.008") so theres less voltage loss to the air. I have also thought of opening up the dwell angle so theres mor time for the spark to charge up. I did this with the old points style distributor and havent realy investigated the posibility on the elctronic one. Im running all stock parts from some form of Isuzu in my ignition and i have taken my engine up to 7Krpm. I regularly run it up to 6K.

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PostPosted: Thu Jun 15, 2006 1:14 am 
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well the pup is still using the stock coil. ive take mine to 6400 once and it didint have any misses. didnt make any power there though.

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PostPosted: Thu Jun 15, 2006 4:47 am 
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and that is why you need a cam :lol:

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PostPosted: Thu Jun 15, 2006 10:29 pm 
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MEPR wrote:
and that is why you need a cam :lol:


ahmen

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PostPosted: Fri Jun 16, 2006 10:42 pm 
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do you have a web site for headers and that stuff

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PostPosted: Sat Jun 17, 2006 3:00 am 
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i seem to remeber getting my header from a site called driverFX. try throwing that in a google search and see what comes up.

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PostPosted: Tue Jun 20, 2006 4:00 am 
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i found the part numbers for the offenhauser intakes for the g180/200. there are 2 different manifolds that are still sold by offy by way of summit racing.

OFY-6263DP
dual port intake. for 76-82 1.8/1.9 (summit had limited info in this intake)
$219.39

OFY-6204-CW
offy weber intake. for 76-82 1.8/1.9 weber mates directly. no adapter needed.
$166.99

these intakes will ship about 3 months after order. if ordered today, would ship on 9-3-06. so youll have to wait a while for one.

:edit:

pacesetter header from summit
PSM-70-1105
pacesetter header for 76-8? luv/pup truck with 1.8/1.9. it says it fits isuzu 4 cylinders all the way up to 92, but i dont know.

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PostPosted: Tue Jun 20, 2006 5:45 am 
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Three months :evil: Special order indeed...RF


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PostPosted: Tue Jun 20, 2006 7:17 pm 
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well i know that intakes will interchange from the 4Z engines to the G engines, so maybe the header does too. That would explain it going up to the 90s for aplications...

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PostPosted: Tue Jun 20, 2006 8:47 pm 
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Gseries motors have squarish exhaust ports and the 4Z stuff has round ports. The bolt holes line up and a newer header should bolt on, but the ports will not match exactly.

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PostPosted: Wed Jun 21, 2006 3:45 am 
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that being said i seem to remeber that the ports on the Pacesetter header are round. I did do some dremel work to round out my exsaust ports becouse of this too. But i didnt do too much for fear of hitting the water jacket.

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PostPosted: Wed Jun 21, 2006 6:32 pm 
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I was thinking of getting a calmini 4ZD1 header and doing the same thing. Not that I like giving calmini the extra money they charge for their headers, but they are the only tri-y header that can still be found easily. Thorley made a nice one, but I'd have to order 75 of them to get any made, which is what I believe Calmini does. ;) The Calmini also has the EGR bung in it. My 79 with a 4 into 1 header (not pacesetter, not sure what it was actually) was sort of a slug on the low end and I was thinking the tri-y header would make better power down low. The 4into1 was great in those 6000RPM wind outs, it just seemed like I got better low RPM pull with a manifold.

I doubt I'll ever get around to doing this on a G180/200 though, the next HP upgrade my current 79 gets will start with 4Z. I do have an 80 LUV with a G200 block/G180 head I could play around with though, if I end up with a deal on a header.

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PostPosted: Sun Jul 02, 2006 2:35 am 
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How much power can be made with the stocker 1.8 ? My friend and I have a bet to see how much N/A power can be pulled from these motors . . . Dyno sheets !!!!

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PostPosted: Sun Aug 27, 2006 12:46 am 
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I have a quick question for you guys if you don't mind.

Is it possible to use a g180 crank and connecting rods in a g200 block with the g200 pistons, a good re-ground cam, and a milled g180 head?

A good friend of mine claims that by using the g180 crankshaft and connecting rods instead of the g200 ones...that it would provide a shorter stroke, wind faster and have more torque, and allow the engine to rev safely to higher rpm's than normal.

He also said that this combination would resolve the relatively high cylinder compression issue that occurs when you put a milled g180 head on a stock g200 block.

I was under the impression that the connecting rod spec's and the crankshaft journals spec's of the g180 and the g200 blocks were totally different, and that the g180 and g200 crankshafts and connecting rods weren't interchangeable...but I'm no expert.

I'm getting ready to build a g180/g200 hybrid and I just wanted to know if this all makes sense and will work..before I dig myself a deep financial hole that my other half will remind me about forever...lol.

Thanks a lot guys for all of your help...you've all been a huge help!


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PostPosted: Sun Aug 27, 2006 1:10 am 
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i dont think that theres any difference in the bottom end of he g180 and g200. i was to believe that the only thing that was different was the bore and the head.

i too am thinkin about a g180/200 motor. ive got an impulse g200 in my truck right now. it has stock flattop pistons, and then with a g180 head, the compression would prolly be about 10-10.5:1. i could deal with that.

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PostPosted: Wed Aug 30, 2006 9:05 am 
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Well according to my friend...by using the G180 crank and connecting rods on the G200 pistons in a G200 block, with a milled G180 head, a Delta reground cam, an Offy intake with a Weber carb, and a Pacesetter header (and no smog or emissions junk)...you would wind up with a damn potent little four-banger engine with pretty good compression, lots of horse power and torque, and it still would run just fine on regular gas at the pump.

I already have a 5speed with the rear end out of an '86 Isuzu longbed...and an Accel coil and electronic ignition installed in my '78 shortbed stepside.

And I just recently found a junk Impulse with a good running G200...and I already have an extra complete stock G180 on hand...so I think I'm going to build me a seriously lean mean hybrid.

I wonder with the right valve train included...just how much horsepower you can actually manage to squeeze out of one?

The completely stock G180 was about 75-80 hp at best...and I'll bet you could at least more than double that easily.


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PostPosted: Thu Nov 16, 2006 12:38 pm 
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so i was tearing down my old motor that threw a rod i didn't notice till couple nights ago that my motor that threw the rod was a G180 block and a G200 head.is ther any performance would have that done anything i'm kinda curious because people use g200 blocks and g180 heads but not the other way around. thanks for the help.


Last edited by WheelinGuy on Thu Nov 16, 2006 10:21 pm, edited 1 time in total.

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 Post subject: Weber Carb and Headers
PostPosted: Thu Nov 16, 2006 7:34 pm 
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MEPR wrote:
Running a Weber carb is the best bolt on there is, most popular carb being the 32/36 DGEV (DGEV=electric choke, DGAV=hot air choke and DGV=manual choke), there are guys running 32/32s and 38/38s(the numbers in Weber carb designations refer to the diameter of the throtle body bores in MMs. The 32/36 is a progresive 2bbl and such will net better fuel millage than the others)
Pace setter makes headers for the G180 and i have been vary happy with mine


If you use a Weber carb, do you need the intake manifold machined?
On the Pace Setter header, can you use the existing exhaust pipe? What size exhaust pipe would you guys recommend?

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