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| Ford Pinto engine | |
|---|---|
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| Overview | |
| Manufacturer | Ford Motor Company |
| Also called | EAO/OHC T88-series Taunus/Lima in-line |
| Production | 1970–2001 |
| Layout | |
| Configuration | Inline-4 |
| Displacement | 1.3–2.5 L (1,294–2,504 cc) |
| Cylinder bore |
|
| Piston stroke |
|
| Cylinder block material | Cast Iron |
| Cylinder head material | Cast Iron |
| Valvetrain | SOHC 2 valves x cyl. |
| Compression ratio | 8.0:1–9.5:1 |
| Combustion | |
| Turbocharger | Garrett withintercooler (on some versions) |
| Fuel system | Pierburg,Motorcraft orWeber carburetors Fuel injection |
| Management | BoschL-Jetronic (on some versions) |
| Fuel type | Gasoline |
| Oil system | Wet sump |
| Cooling system | Water-cooled |
| Output | |
| Power output | 54–205 hp (40–153 kW) |
| Torque output | 90–240 N⋅m (66–177 lb⋅ft) |
| Chronology | |
| Predecessor | Essex V4/Taunus V4 engine |
TheFord Pinto engine was the unofficial name for afour-cylinderinternal combustion engine built byFord Europe. In Ford sales literature, it was referred to as theEAO orOHC 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 theT88-series engine. European Ford service literature refers to it as theTaunus In-Line engine (hence theTL codenames). In North America it was known as theLima In-Line (LL), or simply theLima engine due to its being manufactured atLima Engine inLima, Ohio.
It was used in many European Fordcars and was exported to theUnited States to be used in theFord Pinto, a successfulsubcompact car of the 1970s, hence the name which is used most often for the unit. In Britain, it is commonly used in manykit cars andhot rods, especially in the 2-litre size.
In Europe, thePinto OHC was introduced in 1970 to replace theEssex V4 used in theCorsair as that range was subsumed into the Mk3Cortina andTaunus V4 for the German Fords range (mainly the newTaunus TC). It was the first Ford engine to feature a belt-drivenoverhead 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:
The Pinto engine was available in fivedisplacements: 1.3 L (1,294 cc), earlier 1.6 L (1,593 cc), later 1.6 L (1,598 cc), 1.8 L (1,796 cc) and the 2.0 L (1,993 cc). Later 2.0 L (1,998 cc). Due to emission requirements, it was phased out towards the end of the 1980s to be replaced by theCVH engine andDOHC engine, the latter being (contrary to popular belief) a completely new design and not a twin-cam development of the Pinto unit. The onlyDOHC direct derivative of Pinto engine is the Cosworth YB 16-valve engine, poweringFord Sierra andFord 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 1.6 L (1,598 cc) litre versions used in the Sierra until 1992, and the last 2.0 L (1,998 cc) units were used in the Transit until 1994.
The smallest member of the family was the 1.3 L (1,294 cc) which had a 79 mm × 66 mm (3.11 in × 2.60 in) bore and stroke.It was produced in twocompression ratio versions:
The fuel was supplied by theMotorcraft single-barrel (1V) carburetor in the early models (until April 1979), andMotorcraft VV ("variable venturi") carburetor for the vehicles built after April 1979.
Applications:
Initially, the 1.6 L (1,593 cc) had a bore of 87.7 mm (3.45 in) and shared thecrankshaft with the 1.3 L model with a stroke of 66 mm (2.60 in) giving the displacement of 1.6 L (1,593 cc).TheTL16L had a compression ratio of 8.2:1 and developed 48–51 kW (64–68 hp) of power and 111–113 N⋅m (82–83 lb⋅ft) of torque depending on the carburetor and application. As the 1.3 L model, it used theMotorcraft 1V and, later, theMotorcraft VV carburetors. The engine code of the low compression variant started with 'LA'.
Applications:
The HC version of the early 1.6 L (1,593 cc) had the same bore and stroke as the LC version, but the compression ratio was higher (9.2:1), allowing it to produce 53 kW (71 hp) of power and 118 N⋅m (87 lb⋅ft) of torque. It used the same carburetor models as the low compression version (Motorcraft 1V andMotorcraft VV).
Applications:
From the beginning of the production run, the 1.6 L (1,593 cc) had a special, 'sporty' version which featured:
With such an improvement package, the engine produced 66 kW (89 hp) of power and 125 N⋅m (92 lb⋅ft) of torque.
Applications:
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 — the 1.6 L was redesigned to also take the 2.0 L crankshaft which had a 76.95 mm (3.030 in) stroke. This of course led to bringing the bore down to 3.19 in (81 mm) to keep the displacement within range — it was now 1.6 L (1,598 cc). 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 — the engine developed 56 kW (75 hp) of power and 123 N⋅m (91 lb⋅ft) of torque.This engine is sometimes referred to as1.6 E-Max engine.
Applications:
The 1.8 L (1,798 cc) Pinto engine was introduced in 1984 as a replacement for the "old" 1.6 L. The engine had an 86.2 mm (3.39 in) bore and 76.95 mm (3.03 in) stroke giving the displacement of 1.8 L (1,796 cc). Output was 66 kW (89 hp) of power and 140 N⋅m (103 lb⋅ft). Fuel was supplied by the Pierburg 2E3 28/32 carburetor.
Applications:
The 2.0 L (1,993 cc) 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 — not exclusively in Ford cars. The engine has bore of 90.8 mm (3.57 in) and 77 mm (3.03 in) stroke giving the displacement of 2.0 L (1,993 cc).It was manufactured in several variants:
Three completely different LC variants of the 2.0 L were produced.One was used on the 1970–1982 Ford Taunus export version to Sweden — fitted with the Weber DGAV 32/32 carburetor and compression ratio lowered to 8.2:1 to meet the rigorous emission specifications; it delivered 64 kW (86 hp) of power and 140 N⋅m (103 lb⋅ft) of torque.The second one was used on 1978–1991Ford Transits and P100 models. With modified induction and Motorcraft 1V carburetor, it produced 57 kW (76 hp) of power and 156 N⋅m (115 lb⋅ft) 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 — it developed only 43 kW (58 hp).
Applications:
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:
The engine produced 74 kW (99 hp) of power and 156 N⋅m (115 lb⋅ft) of torque, though a few models with a higher output were produced (for example an 81 kW (109 hp) version used in 1976 Ford Escort RS2000).
Applications:
The injected 2.0 L used theFord EEC-IV engine control system which brought the output up to 85 kW (114 hp) of power and 160 N⋅m (118 lb⋅ft)[1] of torque, although much of this increased performance can be attributed to the improved design of the EFI variants cylinder head.[2] As the EEC-IV installation on most of those engines contains someBosch 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 BoschL-Jetronicinjection system.Some of the TL20EFI engines have closed-loop lambda control, while others are lacking that feature.
Applications:
This variant was used in Ford Transit exclusively. The power output was 57 kW (76 hp).
Applications:
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 aturbo for use in the newFord Sierra RS Cosworth.The engine is therefore based on a modified Pinto block topped with the Cosworth-developed alloy head andGarrett turbo.
The "Lima" versions of the engine debuted in 2.3 L (2,301 cc) form in theFord 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 theMercury Capri, which was acaptive import from Ford of Europe's factories in Germany.
The 2.0 litre version was a narrower-bore version of the original 2.3 liter "Lima" four. Bore and stroke are 89.3 and 79.4 mm (3.52 and 3.13 in), respectively, for an overall displacement of 2.0 L; 121.4 cu in (1,990 cc). This engine was installed in the 1983–1988 Ford Rangers and in some Argentinian Ford Taunus.
TheFord Pinto used theOHC version, a 2.3 L (2,301 cc) unit introduced in 1974 which has a 96.04 mm (3.78 in) bore and 79.4 mm (3.13 in) stroke. This version lasted until 1997 in various guises. The earliest units produced 66 kW (89 hp) and 160 N⋅m (118 lb⋅ft). This engine has also been known as the Lima engine, after theLima Engine plant inLima, Ohio, where it was first manufactured (it was also manufactured inBrazil starting in 1974).
In 1979–80, a draw-through, non-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 5 psi (0.34 bar) of boost, though Ford Motorsport sold a wastegate with an adjustable rod which allowed an increase up to 9 psi (0.62 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 theThunderbird Turbo Coupe and the Turbo GT trim of theMustang. In 1984, theMustang SVO was introduced with an intercooler, initially producing 175 hp (130 kW)[3] and later increased to 205 hp (153 kW) in 1985½. After the SVO was discontinued, the intercooler was added to the Turbo Coupe. Output for this turbo/intercooled version was 190 hp (142 kW) and 240 N⋅m (177 lb⋅ft) for the 1987–88 models with the five-speed (T-5)manual transmission. In addition to the 1983–1984 Mustang Turbo GT and 1983–1986 Turbo Coupe, the non-intercooled version of the engine was also used in the 1985–89Merkur XR4Ti and 1984–1986Mercury Cougar XR7, producing 155 hp (116 kW) and 190 lb⋅ft (258 N⋅m).
A version with two spark plugs per cylinder, distributor-less ignition, and reduced main bearing sizes was introduced in the 1989Ford Ranger and 1991Ford Mustang. This engine produced 105 hp (78 kW) and 183 N⋅m (135 lb⋅ft).
A stroked by 7 mm (0.28 in) version of the 2.3 OHCFord Ranger engine appeared in 1998 yielding 2504 cc. In addition to the longer stroke, it used higher-flow cylinder heads utilizing narrower 7 mm (0.28 in) valve stems. Crankshaft counterbalance weights were increased in count from 4 to 8. Output was 119 hp (89 kW) and 202 N⋅m (149 lb⋅ft). It was replaced in 2001 by the Mazda-derivedDuratec 23, but Ford Power Products continues to sell this engine as theLRG-425.
Applications:
