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Ford Pinto engine
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{{More citations needed|date=September 2018}} {{Infobox automobile engine | name = Ford Pinto engine | image = 1974 Ford Pinto engine (1144417766).jpg | manufacturer = [[Ford Motor Company]] | aka = EAO/OHC<br>T88-series<br>Taunus/Lima in-line | production = 1970β2001 | predecessor = [[Ford Essex V4 engine|Essex V4]]/[[Ford Taunus V4 engine|Taunus V4 engine]] | successor = | configuration = [[Inline-4]] | displacement = {{cvt|1294β2504|cc|L|1|order=flip}} | bore = {{ubl |{{cvt|79|mm|in|2}}|{{cvt|81|mm|in|2}}|{{cvt|86.2|mm|in|2}}|{{cvt|87.7|mm|in|2}}|{{cvt|89.3|mm|in|2}}|{{cvt|90.82|mm|in|2}}|{{cvt|96.04|mm|in|2}} }} | stroke = {{ubl |{{cvt|66|mm|in}}|{{cvt|76.2|mm|in}}|{{cvt|76.95|mm|in}}|{{cvt|79.4|mm|in}}|{{cvt|86.4|mm|in}} }} | block = [[Cast Iron]] | head = [[Cast Iron]] | valvetrain = [[SOHC]] 2 valves x cyl. | compression = 8.0:1β9.5:1 | supercharger = | turbocharger = [[Garrett AiResearch|Garrett]] with [[intercooler]] (on some versions) | fuelsystem = Pierburg, [[Motorcraft]] or [[Weber carburetor]]s<br/>[[Fuel injection]] | management = [[Robert Bosch GmbH|Bosch]] [[Jetronic#L-Jetronic (1974β1989)|L-Jetronic]] (on some versions) | fueltype = [[Petrol engine|Gasoline]] | oilsystem = [[Wet sump]] | coolingsystem = [[Radiator (engine cooling)|Water-cooled]] | power = {{cvt|54β205|hp|0}} | specpower = | torque = {{cvt|90-240|Nm|lbft|0}} | length = | width = | height = | diameter = | weight = }} The '''Ford Pinto engine''' was the unofficial name for a [[straight-4|four-cylinder]] [[internal combustion engine]] built by [[Ford Europe]]. In Ford sales literature, it was referred to as the '''EAO''' or '''OHC''' engine and because it was designed to the metric system, it was sometimes called the "metric engine". The internal Ford codename for the unit was the '''T88-series''' engine. European Ford service literature refers to it as the '''Taunus In-Line''' engine (hence the '''TL''' codenames). In North America it was known as the '''Lima In-Line''' ('''LL'''), or simply the '''Lima engine''' due to its being manufactured at [[Lima Engine]] in [[Lima, Ohio]]. It was used in many European Ford [[automobile|cars]] and was exported to the [[United States]] to be used in the [[Ford Pinto]], a successful [[subcompact car]] of the 1970s, hence the name which is used most often for the unit. In Britain, it is commonly used in many [[kit car]]s and [[hot rods]], especially in the 2-litre size. ==Pinto OHC (TL)== In Europe, the '''Pinto OHC''' was introduced in 1970 to replace the [[Ford Essex V4 engine|Essex V4]] used in the [[Ford Corsair|Corsair]] as that range was subsumed into the Mk3 [[Ford Cortina|Cortina]] and [[Ford Taunus V4 engine|Taunus V4]] for the German Fords range (mainly the new [[Ford Taunus|Taunus]] TC). It was the first Ford engine to feature a belt-driven [[single overhead cam|overhead camshaft]]. Early Pinto engines suffered from excessive cam and follower wear, this was later addressed by nitriding the cam lobes and followers, and the fitment of a spray bar, which sprayed oil directly at the camshaft. All standard production Pinto engines had a cast iron cylinder block and a cast iron, crossflow, single overhead camshaft cylinder head with two valves per cylinder operated by finger followers. Applications: * [[Ford Taunus]]/[[Ford Cortina]] (TC1 (1970-76), TC2 (1976β82)) * [[Ford Escort (Europe)|Ford Escort]] Mk1 RS2000 * [[Ford Escort (Europe)|Ford Escort]] Mk2 RS2000, Mexico * [[Ford Capri]] (Mk2 and Mk3 (1974β86)) * [[Ford Sierra]] (1982β1992) * [[Ford Granada (Europe)|Ford Granada Mk1 and Mk2]] (Mk1 (1974β77); Mk2 (1977β85)) * [[Ford Scorpio|Ford Scorpio/Granada Mk3]] * [[Ford Transit]] (1978β1994) * [[TVR Tasmin|TVR Tasmin 200]] The Pinto engine was available in five [[engine displacement|displacements]]: {{cvt|1294|cc|L|1|order=flip}}, earlier {{cvt|1593|cc|L|1|order=flip}}, later {{cvt|1598|cc|L|1|order=flip}}, {{cvt|1796|cc|L|1|order=flip}} and the {{cvt|1993|cc|L|1|order=flip}}. Later {{cvt|1998|cc|L|1|order=flip}}. Due to emission requirements, it was phased out towards the end of the 1980s to be replaced by the [[Ford CVH engine|CVH engine]] and [[Ford I4 DOHC engine|DOHC engine]], the latter being (contrary to popular belief) a completely new design and not a twin-cam development of the Pinto unit. The only [[DOHC]] direct derivative of Pinto engine is the Cosworth YB 16-valve engine, powering [[Ford Sierra]] and [[Ford Escort (Europe)|Ford Escort]] RS Cosworth variants and featuring a cast aluminium alloy cylinder head developed specially by Cosworth fitted to a modified Pinto cast iron block. The final Pinto engines used in Ford of Europe production vehicles were the {{cvt|1598|cc|L|1|order=flip}} litre versions used in the Sierra until 1992, and the last {{cvt|1998|cc|L|1|order=flip}} units were used in the Transit until 1994. ===1.3 (TL13)=== The smallest member of the family was the {{cvt|1294|cc|L|1|order=flip}} which had a {{cvt|79x66|mm|in|2}} bore and stroke. It was produced in two [[compression ratio]] versions: * TL13L β the low compression (LC) variant, which developed {{cvt|40|β|43|kW|HP|0}} / {{cvt|90|β|92|Nm|lbft|0}} depending on [[carburetor]] model, had a compression ratio of 8.0:1 and the engine codes started with 'JA' * TL13H β the high compression (HC) variant, which developed {{cvt|43|β|46|kW|HP|0}} / {{cvt|97|β|98|Nm|lbft|0}} depending on carburetor model had a compression ratio of 9.0:1 and the engine codes started with 'JC' The fuel was supplied by the [[Motorcraft]] single-barrel (1V) carburetor in the early models (until April 1979), and [[Motorcraft]] VV ("variable venturi") carburetor for the vehicles built after April 1979. Applications: * 1970β1982 [[Ford Taunus]] (engine codes JAA/JCA, JAC/JCC, JAR/JCR) * 1972β1974 [[Ford Capri]] (engine code JCE) * 1982β1984 [[Ford Sierra]] (engine code JCT) ==={{anchor|TL16|1.6}} 1.6 (TL16)=== ====Early low compression variant (TL16L)==== Initially, the {{cvt|1593|cc|L|1|order=flip}} had a bore of {{cvt|87.7|mm|in|2}} and shared the [[crankshaft]] with the 1.3 L model with a stroke of {{cvt|66|mm|in|2}} giving the displacement of {{cvt|1593|cc|L|1|order=flip}}. The '''TL16L''' had a compression ratio of 8.2:1 and developed {{cvt|48|β|51|kW|HP|0}} of power and {{cvt|111|β|113|Nm|lbft|0}} of torque depending on the carburetor and application. As the 1.3 L model, it used the [[Motorcraft]] 1V and, later, the [[Motorcraft]] VV carburetors. The engine code of the low compression variant started with 'LA'. Applications: * 1970β1982 [[Ford Taunus]] / [[Ford Cortina]] (engine codes LAA, LAD, LAR) * 1979β1986 [[Ford Transit]] (engine code LAT) * 1975β1985 [[Ford Capri]] (engine codes LAC, LAN) ====Early high compression variant (TL16H)==== The HC version of the early {{cvt|1593|cc|L|1|order=flip}} had the same bore and stroke as the LC version, but the compression ratio was higher (9.2:1), allowing it to produce {{cvt|53|kW|HP|0}} of power and {{cvt|118|Nm|lbft|0}} of torque. It used the same carburetor models as the low compression version ([[Motorcraft]] 1V and [[Motorcraft]] VV). Applications: * 1970β1982 [[Ford Taunus]] / [[Ford Cortina]] (engine codes LCA, LCJ, LCR) * 1982β1992 [[Ford Sierra]] (engine codes LCT, LCS) * 1975β1985 [[Ford Capri]] (engine codes LCE, LCN) * 1981β1985 [[Ford Granada (Europe)|Ford Granada]] (engine code LCK) * 1983β1984 [[Anadol#Anadol A8-16/16 SL (1981-1984)|Anadol A8-16 SL]] ====Increased performance (GT) variant (TL16G)==== From the beginning of the production run, the {{cvt|1593|cc|L|1|order=flip}} had a special, 'sporty' version which featured: * modified cylinder head (larger inlet valves and 2.0 L camshaft with higher valve lifts) * DGAV 32/36 [[Weber carburetor]] * tubular [[exhaust manifold]] With such an improvement package, the engine produced {{cvt|66|kW|HP|0}} of power and {{cvt|125|Nm|lbft|0}} of torque. Applications: * 1970β1973 [[Ford Taunus]] GT (engine code LEA) * 1970β1976 [[Ford Taunus]] GXL (engine code LEA) * 1970-1976 Ford Cortina GT (engine code LEA) * 1970β1976 [[Ford Cortina]] GXL (engine code LEA) * 1976β1982 [[Ford Taunus]] / [[Ford Cortina]] S / GLS / Ghia S (engine codes LEC, LEE) * 1975β1978 [[Ford Escort (Europe)|Ford Escort]] Mexico * 1972β1976 [[Ford Capri]] GT (engine codes LEC, LEE) ====Late variant (TL16E)==== At the beginning of 1984, Ford Pinto engine displacement range switched from 1.3/1.6/2.0 to 1.6/1.8/2.0. The newly introduced 1.8 L engine used the 2.0 L crankshaft, so to uniform engine parts for the whole range after dropping the 1.3 L β the 1.6 L was redesigned to also take the 2.0 L crankshaft which had a {{cvt|76.95|mm|in}} stroke. This of course led to bringing the bore down to {{cvt|81|mm|in|2|order=flip}} to keep the displacement within range β it was now {{cvt|1598|cc|L|1|order=flip}}. The TL16E became now the only available 1.6 L engine of the Pinto range. Although the compression ratio was raised to 9.5:1, the power figures did not differ much from the earlier TL16H version β the engine developed {{cvt|56|kW|HP|0}} of power and {{cvt|123|Nm|lbft|0}} of torque. This engine is sometimes referred to as '''1.6 E-Max''' engine. Applications: * 1984β1989 [[Ford Sierra]] (engine codes LSE, LSD) ===1.8 (TL18H)=== The {{cvt|1798|cc|L|1|order=flip}} Pinto engine was introduced in 1984 as a replacement for the "old" 1.6 L. The engine had an {{cvt|86.2|mm|in|2}} bore and {{cvt|76.95|mm|in|2}} stroke giving the displacement of {{cvt|1796|cc|L|1|order=flip}}. Output was {{cvt|66|kW|HP|0}} of power and {{cvt|140|Nm|lbft|0}}. Fuel was supplied by the Pierburg 2E3 28/32 carburetor. Applications: * 1984β1989 [[Ford Sierra]] (engine codes REB, RED, REF) * 1985β1992 [[Ford Scorpio]] (engine code REC) ==={{anchor|2.0|TL20}} 2.0 (TL20)=== The {{cvt|1993|cc|L|1|order=flip}} was used in many Ford vehicles from the early 1970s. Due to its robustness and high tuning potential, it was often used as an aftermarket engine upgrade or base for building race and rally engines β not exclusively in Ford cars. The engine has bore of {{cvt|90.8|mm|in|2}} and {{cvt|77|mm|in|2}} stroke giving the displacement of {{cvt|1993|cc|L|1|order=flip}}. It was manufactured in several variants: ====Low compression variant (TL20L)==== Three completely different LC variants of the 2.0 L were produced. One was used on the 1970β1982 Ford Taunus export version to Sweden β fitted with the Weber DGAV 32/32 carburetor and compression ratio lowered to 8.2:1 to meet the rigorous emission specifications; it delivered {{cvt|64|kW|HP|0}} of power and {{cvt|140|Nm|lbft|0}} of torque. The second one was used on 1978β1991 [[Ford Transit]]s and P100 models. With modified induction and Motorcraft 1V carburetor, it produced {{cvt|57|kW|HP|0}} of power and {{cvt|156|Nm|lbft|0}} of torque available at only 2800 rpm. The compression ratio in this case was also 8.2:1. The Transits also used the third variant called the "Economy" engine. The power figure of this one was even lower β it developed only {{cvt|43|kW|HP|0}}. Applications: * 1970β1982 [[Ford Taunus]] Sweden export version (engine code NA) * 1978β1994 [[Ford Transit]] (engine codes NAT, NAV, NAW, NAX, NBA) * 1988β1993 [[Ford P100]] (engine code NAE) * 1977β1986 [[Ford Transit]] "Economy" version (engine code NUT) {{anchor|NE|NEA|NER}} ====Standard (high compression) variant (TL20H)==== Although Ford marked its standard 2.0 L engine as HC, it actually uses engine codes meant for the 'increased performance variant' engines (coding starting with 'NE'), these have a compression ratio of to 9.2:1. This engine used different carburetor models across the years: * Weber DGAV 32/36 - on all cars up to 1987 * Weber DFTH 30/34 - from 1987 until the end of production run (1989) * Weber DFAV 32/36 - on engines exported to USA The engine produced {{cvt|74|kW|HP|0}} of power and {{cvt|156|Nm|lbft|0}} of torque, though a few models with a higher output were produced (for example an {{cvt|81|kW|HP|0}} version used in 1976 Ford Escort RS2000). Applications: * 1973β1980 [[Ford Escort (Europe)|Ford Escort]] RS2000 (engine codes NEA, NE) * 1974β1982 [[Ford Taunus]] / [[Ford Cortina]] (engine codes NEG, NER) * 1975β1985 [[Ford Capri]] (engine codes NEE, NEN) * 1973β1984 [[Ford Granada (Europe)|Ford Granada]] (engine codes NEB, NEH, NEK) * 1983β1989 [[Ford Sierra]] (engine codes NES, NET, NEJ, NE5) * 1985β1989 [[Ford Granada (Europe)|Ford Granada]] and [[Ford Scorpio]] (engine code NEL, NER, NE4) * 1971β1974 [[Ford Pinto]] ====Injection variant (TL20EFI)==== The injected 2.0 L used the [[Ford EEC#EEC-IV|Ford EEC-IV]] engine control system which brought the output up to {{cvt|85|kW|HP|0}} of power and {{cvt|160|Nm|lbft|0}}<ref>{{cite web | url=http://www.ultimatespecs.com/car-specs/Ford/7281/Ford-Scorpio-I-20i.html | title=Ford Scorpio I 2.0i Technical Specs, Dimensions }}</ref> of torque, although much of this increased performance can be attributed to the improved design of the EFI variants cylinder head.<ref>{{Cite book|title=How to Build and Power Tune Ford Pinto Engines (Including Cosworth)|last=Hammill|first=Des|publisher=Veloce Publishing Ltd|year=2001|isbn=978-1903706107|chapter=5}}</ref> As the EEC-IV installation on most of those engines contains some [[Robert Bosch GmbH|Bosch]] parts that are easily visible in the engine compartment (air flow meter of the electromechanical "flap" type, injectors, fuel pressure regulator etc.), it is often - but falsely believed that they are fitted with the Bosch [[Jetronic#L-Jetronic (1974β1989)|L-Jetronic]] [[Fuel injection|injection]] system. Some of the TL20EFI engines have closed-loop lambda control, while others are lacking that feature. Applications: * 1985β1992 [[Ford Sierra]] (engine codes N4, NRD, N4B: 74 kW; NRB, NR2, N4A, N4I: 85 kW) * 1985β1992 [[Ford Granada (Europe)|Ford Granada]] and [[Ford Scorpio]] (engine code NRA, NRC, NRI) * 1991β1994 [[Ford Transit]] (engine code NCA) ====Single point injection variant (TL20CFI)==== This variant was used in Ford Transit exclusively. The power output was {{cvt|57|kW|HP|0}}. Applications: * 1985β1992 [[Ford Transit]] (engine code N6T) ====Cosworth YB (CH20EFI)==== In the beginning of the 1980s, [[Cosworth]] developed a 16-valve performance head conversion for the Pinto engine. This was seen by a Ford executive who asked Cosworth to develop it with a [[Turbocharger|turbo]] for use in the new [[Ford Sierra RS Cosworth]]. The engine is therefore based on a modified Pinto block topped with the Cosworth-developed alloy head and [[Garrett AiResearch|Garrett]] turbo. ==Lima OHC (LL)== The "Lima" versions of the engine debuted in {{cvt|2301|cc|L|1|order=flip}} form in the [[Ford Pinto]], but although they share their basic architecture with the European version (and to a casual observer, look almost identical), they actually have few interchangeable parts. The European version did find its way into North America however in the [[Mercury Capri]], which was a [[captive import]] from Ford of Europe's factories in Germany. ==={{anchor|2.0}}2.0=== The 2.0 litre version was a narrower-bore version of the original 2.3 liter "Lima" four. Bore and stroke are {{cvt|89.3|and|79.4|mm|in|2}}, respectively, for an overall displacement of {{cvt|1990|cc|L cuin|1|order=flip}}. This engine was installed in the 1983β1988 Ford Rangers and in some Argentinian Ford Taunus. ;Applications: * [[Ford Ranger (North America)|Ford Ranger]] (North America) * [[Ford Taunus]] Argentina models ==={{anchor|2.3|LL23}}2.3 (LL23)=== The [[Ford Pinto]] used the '''OHC''' version, a {{cvt|2301|cc|L|1|order=flip}} unit introduced in 1974 which has a {{cvt|96.04|mm|in|2}} bore and {{cvt|79.4|mm|in|2}} stroke. This version lasted until 1997 in various guises. The earliest units produced {{cvt|66|kW|hp|0}} and {{cvt|160|Nm|lbft|0}}. This engine has also been known as the Lima engine, after the [[Lima Engine]] plant in [[Lima, Ohio]], where it was first manufactured (it was also manufactured in [[Brazil]] starting in 1974). In 1979β80, a draw-through, non-[[Intercooler|intercooled]] turbo version was produced for Mustang Cobras and some Capris. Lack of dealership and owner training resulted in many stuck turbochargers and other maintenance problems. They were limited to {{cvt|5|psi|bar}} of boost, though Ford Motorsport sold a wastegate with an adjustable rod which allowed an increase up to {{cvt|9|psi|bar}}. It was used in this carbureted form in a number of passenger cars, from the Fairmont Futura Turbo to the 1979 Indy Pace Car edition Mustang. In 1983, Ford introduced a fuel-injected version of the turbocharged engine, which was used in the [[Ford Thunderbird Turbo Coupe|Thunderbird Turbo Coupe]] and the Turbo GT trim of the [[Ford Mustang (third generation)|Mustang]]. In 1984, the [[Ford Mustang SVO|Mustang SVO]] was introduced with an intercooler, initially producing {{cvt|175|hp|0}} and later increased to {{cvt|205|hp|0}} in 1985Β½. After the SVO was discontinued, the intercooler was added to the Turbo Coupe. Output for this turbo/intercooled version was {{cvt|190|hp|0}} and {{cvt|240|Nm|lbft|0}} for the 1987β88 models with the five-speed (T-5) [[manual transmission]]. In addition to the 1983β1984 Mustang Turbo GT and 1983β1986 Turbo Coupe, the non-intercooled version of the engine was also used in the 1985β89 [[Merkur XR4Ti]] and 1984β1986 [[Mercury Cougar#Sixth generation (1983β1988)|Mercury Cougar XR7]], producing {{cvt|155|hp|0}} and {{cvt|190|lbft|Nm|0}}. A version with two spark plugs per cylinder, distributor-less ignition, and reduced main bearing sizes was introduced in the 1989 [[Ford Ranger]] and 1991 [[Ford Mustang]]. This engine produced {{cvt|105|hp|kW|0}} and {{cvt|183|Nm|lbft|0}}. ;Applications: * Naturally aspirated ** 1986β1987 [[Ford Aerostar]] ** 1977β1982 [[Ford Courier]] ** 1974β1980 [[Ford Pinto]] ** 1983β1997 [[Ford Ranger (North America)|Ford Ranger]]/Mazda B-Series (North America) ** 1974β1993 [[Ford Mustang (third generation)|Ford Mustang]] ** 1975β1979 [[Ford Maverick (North America)|Ford Maverick]] Brazilian models ** Ford [[Jeep CJ-5]] Brazilian models ** Ford Rural, F-75 pick up Brazilian models ** [[Ford Taunus]] Argentina models ** [[Ford Sierra]] Argentina models ** [[Ford Falcon (Argentina)]] ** 1978β1983 [[Ford Fairmont]] ** 1974β1980 [[Mercury Bobcat]] ** 1979β1986 [[Mercury Capri]] ** 1978β1983 [[Mercury Zephyr]] ** 1983β1986 [[Ford LTD (Americas)|Ford LTD]] ** 1983β1986 [[Mercury Marquis]] [[File:86 SVO engine 2.3L Turbo.JPG|thumb|Turbocharged and intercooled 2.3 liter engine in a 1986 Mustang SVO]] * Turbo ** 1979β1981 Ford Mustang ** 1979β1981 Mercury Capri ** 1980 Ford Fairmont (all body styles except wagons) ** 1980 Mercury Zephyr (all body styles except wagons) ** 1985β1989 [[Merkur XR4Ti]] ** 1983β1986 Thunderbird Turbo Coupe ** 1984β1986 Mercury Cougar XR7 ** 1983β1984 Mustang Turbo GT (W Code) ** 1983β1984 Capri Turbo RS * Turbo/Intercooler ** 1984β1986 [[Ford Mustang SVO]] ** 1987β1988 [[Ford Thunderbird Turbo Coupe]] ==={{anchor|2.5|LL25}}2.5 (LL25)=== A stroked by {{cvt|7|mm|in}} version of the 2.3 OHC [[Ford Ranger (North America)|Ford Ranger]] engine appeared in 1998 yielding 2504 cc. In addition to the longer stroke, it used higher-flow cylinder heads utilizing narrower {{cvt|7|mm|in}} valve stems. Crankshaft counterbalance weights were increased in count from 4 to 8. Output was {{cvt|119|hp|kW|0}} and {{cvt|202|Nm|lbft|0}}. It was replaced in 2001 by the Mazda-derived [[Ford Duratec engine#Duratec 23|Duratec 23]], but Ford Power Products continues to sell this engine as the '''LRG-425'''. Applications: * 1998β2001 [[Ford Ranger (North America)|Ford Ranger]] * 1998β2001 [[Mazda B-Series (North America)|Mazda B2500]] ==See also== * [[List of Ford engines]] ==References== {{Commons}} {{reflist}} {{Ford v8 engines}} {{DEFAULTSORT:Ford Pinto Engine}} [[Category:Ford engines|Pinto]] [[Category:Gasoline engines by model]] [[Category:Straight-four engines]]
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