A belt-driven overhead cam four that began in Europe in 1970, spread through the Cortina, Capri and Sierra, and gave its name to the American Pinto.
The Ford Pinto engine was a metric four-cylinder built by Ford of Europe from 1970, with a belt-driven overhead camshaft and displacements from 1.3 to 2.0 litres. A 2.3-litre Lima version powered the American Pinto and other North American Fords until 1997.
The Ford Pinto engine was a four-cylinder unit built by Ford of Europe, whose name came from the American Pinto that used a version of it. Europe knew it as the Pinto OHC, the Taunus In-Line or the TL engine, while North America called its version the Lima In-Line. It was designed to metric dimensions, which is why enthusiasts often call it the metric engine.
Where did the Pinto engine come from?
The Pinto OHC arrived in Europe in 1970 as a replacement for the Essex V4 that had powered the Corsair. The engine was adopted by the Mk3 Cortina and the new Taunus V4 range in Germany, and it became the mainstay of the Taunus TC. Ford's internal codename for the unit was the T88 series.
The Pinto was the first Ford engine to use a belt-driven overhead camshaft. Its cast iron block carried a crossflow cylinder head with a single overhead camshaft and two valves per cylinder, which worked through finger followers. Early units suffered from excessive cam and follower wear, so Ford nitrided the cam lobes and followers and added a spray bar that sprayed oil straight onto the camshaft.
In Britain the engine became a favourite of kit car and hot rod builders, particularly in the 2-litre size. Its ease of tuning and its robustness made it a common base for race and rally projects, which was not limited to Ford cars.
A metric four with a belt-driven cam that gave Europe's Cortina, Capri and Sierra their character and gave the American Pinto its name.
Which cars used the Pinto OHC?
The Pinto OHC went into a wide range of Ford models over more than two decades. It was the engine of the Taunus and Cortina TC1 from 1970 to 1976 and the TC2 from 1976 to 1982, as well as the Escort Mk1 and Mk2 RS2000.
The Capri Mk2 and Mk3 (1974 to 1986) and the Sierra (1982 to 1992) also relied on it. The Granada Mk1 and Mk2 used it in 1974 to 1977 and 1977 to 1985, and the Scorpio and Granada Mk3 carried it later. The Transit took it from 1978 to 1994, and the TVR Tasmin 200 completed the list.
Which Pinto displacements were offered?
The Pinto was produced in five displacements. The smallest was the 1.3 L (1,294 cc), and the range also included the earlier 1.6 L (1,593 cc), the later 1.6 L (1,598 cc), along with 1.8 L (1,796 cc) and 2.0 L (1,993 cc) units. A later 2.0 L of 1,998 cc followed.
Emissions rules caused the engine to be phased out in the late 1980s. Ford replaced it with the CVH and with a new DOHC engine, which was a completely different design rather than a twin-cam version of the Pinto. The last Pinto-based engines were the 1.6 L in the Sierra, which ran until 1992, and the 2.0 L in the Transit, which lasted until 1994.
How did the 1.3 and 1.6 engines differ?
The 1.3 L had a 79 mm x 66 mm bore and stroke. The low compression TL13L ran at 8.0:1 and delivered 40 to 43 kW (54 to 58 hp) with 90 to 92 Nm of torque, depending on the carburettor. The high compression TL13H ran at 9.0:1 and produced 43 to 46 kW (58 to 62 hp) with 97 to 98 Nm.
The 1.3 went into the Taunus from 1970 to 1982, the Capri from 1972 to 1974 and the Sierra from 1982 to 1984. Its carburettors were Motorcraft units, first single-barrel and later variable venturi VV types for cars built after April 1979.
The early 1.6 L had an 87.7 mm bore and shared its crankshaft with the 1.3, giving a stroke of 66 mm. The low compression TL16L had 8.2:1 compression and 48 to 51 kW (64 to 68 hp), while torque reached 111 to 113 Nm. Its high compression partner, the TL16H, raised compression to 9.2:1 and made 53 kW (71 hp) and 118 Nm.
The TL16L and TL16H also served other models. The 1.6 went into the Transit from 1979 to 1986 under the LAT code, and into the Capri (1975 to 1985) under the LAC and LAN codes. The TL16H also went into the Granada from 1981 to 1985 and the Anadol A8-16 SL in 1983 and 1984.
| Variant | Displacement | Compression | Headline output | Notable use |
|---|---|---|---|---|
| TL13L | 1.3 L (1,294 cc) | 8.0:1 | 40 to 43 kW (54 to 58 hp) | Taunus, 1970 to 1982 |
| TL16H | 1.6 L (1,593 cc) | 9.2:1 | 53 kW (71 hp) | Sierra, 1982 to 1992 |
| TL16G | 1.6 L (1,593 cc) | Not listed | 66 kW (89 hp) | Taunus GT and Capri GT |
| TL18H | 1.8 L (1,796 cc) | Not listed | 66 kW (89 hp) | Sierra, 1984 to 1989 |
| TL20H | 2.0 L (1,993 cc) | 9.2:1 | 74 kW (99 hp) | Escort RS2000, Capri |
| TL20EFI | 2.0 L (1,993 cc) | Not listed | 85 kW (114 hp) | Sierra and Granada |
What did the GT and E-Max variants do?
The sporty TL16G was built from the start of the production run. It used a modified cylinder head with larger inlet valves, a 2.0 L camshaft with higher lift, a DGAV 32/36 Weber carburettor and a tubular exhaust manifold. Those changes gave 66 kW (89 hp) and 125 Nm (92 lb ft) of torque.
The TL16G went into the Taunus GT and GXL and the Cortina GT and GXL from 1970, and later into the Escort Mexico and Capri GT. Its character as a sporting engine made it one of the most sought-after versions of the Pinto.
At the start of 1984 the displacement range changed, with the 1.3 dropped in favour of the 1.6, 1.8 and 2.0. The late TL16E used the 2.0 crankshaft with a 76.95 mm stroke, which meant the bore fell to 81 mm for a displacement of 1.6 L (1,598 cc). Compression rose to 9.5:1 and output was 56 kW (75 hp) with 123 Nm (91 lb ft) of torque, and the engine is sometimes called the E-Max. It was fitted to the Sierra from 1984 to 1989.
How did the 1.8 and 2.0 engines develop?
The 1.8 L TL18H appeared in 1984, its 86.2 mm bore paired with a 76.95 mm stroke. Its output was 66 kW (89 hp) and 140 Nm (103 lb ft), fed by a Pierburg 2E3 carburettor. It went into the Sierra from 1984 to 1989 and the Scorpio from 1985 to 1992.
The 2.0 L TL20 had a 90.8 mm bore and a 77 mm stroke, giving 1,993 cc. The low compression variants were the most varied, from the 8.2:1 unit fitted to Swedish-market Taunus cars to the economy engine in the Transit, which made only 43 kW (58 hp). The Transit also used a version with 57 kW (76 hp) and 156 Nm (115 lb ft) at 2800 rpm.
The standard TL20H, at 9.2:1, put out 74 kW (99 hp). The 1976 Escort RS2000 used a version with 81 kW (109 hp). The TL20H went into the Escort RS2000 from 1973 to 1980, the Capri (1975 to 1985) and the Sierra (1983 to 1989).
Fuel injection came with the TL20EFI, which used Ford's EEC-IV engine control to produce 85 kW (114 hp) and 160 Nm (118 lb ft). Many of these engines carried Bosch parts, although they are often mistaken for Bosch L-Jetronic systems. The EFI engines powered the Sierra and Granada from 1985, and the Transit from 1991 to 1994.
The single-point TL20CFI was used in the Transit only, from 1985 to 1992. Its output was 57 kW (76 hp), which kept it well below the EFI units.
What was the Cosworth YB?
The Cosworth YB was the only DOHC derivative of the Pinto. In the early 1980s Cosworth developed a 16-valve performance head for the engine, and a Ford executive asked the company to add a turbo for the Sierra RS Cosworth. The result was a modified Pinto block topped with a Cosworth-developed alloy head and a Garrett turbo.
The YB therefore differs from the standard Pinto mainly in its cylinder head. It was built to compete in a rally and road-car programme, which made the engine a rare crossover between the Pinto's cast iron block and Cosworth's performance head.
What did the Lima engine do in North America?
The Lima version of the Pinto was built in North America to imperial measurements, which meant that it looked almost identical to its European cousin but shared few interchangeable parts. It first appeared as a 2.3 L (2,301 cc) in the Ford Pinto, built in Lima, Ohio, and it was also produced in Brazil from 1974.
The 2.3 appeared in a long list of Ford and Mercury cars. Applications included the Pinto itself from 1974 to 1980, the Mustang from 1974 to 1993 and the Ranger and Mazda B-Series from 1983 to 1997. Mercury's Bobcat and Capri, the Fairmont, the Zephyr, and the LTD and Marquis of 1983 to 1986 also used it.
A 2.0 Lima of 1983 to 1988 served the Ford Ranger in North America and some Argentinian Taunus models, which shows how far the Lima design travelled beyond the Pinto.
The 2.3 measured 96.04 mm across the bore and 79.4 mm in stroke. Its earliest form produced 66 kW (89 hp) and 160 Nm (118 lb ft). The 2.3 lasted until 1997 in various forms, and it powered Mustangs, Rangers and a range of other Ford and Mercury cars.
A draw-through turbo arrived in 1979 and 1980 for the Mustang Cobra and some Capris. Many of these turbos stuck or suffered other faults, because owners and dealers had little training. They were limited to 5 psi of boost, although Ford Motorsport sold a wastegate that allowed up to 9 psi. In 1983 a fuel-injected turbo version reached the Thunderbird Turbo Coupe and the Mustang Turbo GT.
The 1984 Mustang SVO added an intercooler, starting at 175 hp (130 kW) and rising to 205 hp (153 kW) by 1985. The 1987 and 1988 Turbo Coupe with a five-speed manual made 190 hp (142 kW) and 240 Nm (177 lb ft). A version with two spark plugs per cylinder and distributorless ignition came in 1989 for the Ranger and in 1991 for the Mustang.
The Lima family later reached a 2.5 L (LL25) in 1998, a 2504 cc unit with a stroke increased by 7 mm. It produced 119 hp (89 kW) and 202 Nm (149 lb ft) and was used in the Ranger and the Mazda B2500 until 2001, when the Mazda-derived Duratec 23 replaced it.
Frequently asked questions
Why is it called the metric engine?
The Pinto was designed to metric dimensions, which is where the nickname comes from. The Lima version, by contrast, was built to imperial measurements.
Was the Pinto ever fitted with a DOHC head?
Only the Cosworth YB, a 16-valve version with an alloy head developed by Cosworth, and it used the Pinto block with a Garrett turbo for the Sierra RS Cosworth.
How long did the Pinto last in Europe?
The Pinto OHC began in 1970, and the last Pinto-based units were the Sierra 1.6 until 1992 and the Transit 2.0 until 1994.
What was the Lima engine's final year?
The original 2.3 Lima lasted until 1997, and its 2.5 successor was used until 2001.
