Instruct: Given a question, retrieve passages that answer the question.
Query: How many liters was the Ford Pinto engine?
It was used in many European Ford 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 cars and hot rods, especially in the 2 litre size.
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 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 turbo.
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 79.4mm (3.52 and 3.13in), respectively, for an overall displacement of 1,990cc (121cuin). This engine was installed in the 1983-1988 Ford Rangers and in some Argentinian Ford Taunuses.
1970–1976 Ford Cortina GXL (engine code LEA) 1976–1982 Ford Taunus / Ford Cortina S / GLS / Ghia S (engine codes LEC, LEE) 1975–1978 Ford Escort Mexico 1972–1976 Ford Capri GT (engine codes LEC, LEE)
1970–1973 Ford Taunus GT (engine code LEA) 1970–1976 Ford Taunus GXL (engine code LEA)
1985–1992 Ford Sierra (engine codes N4, NRD, N4B: 74kW; NRB, NR2, N4A, N4I: 85kW) 1985–1992 Ford Granada and Ford Scorpio (engine code NRA, NRC, NRI) 1991–1994 Ford Transit (engine code NCA)
In trying to fill a need for light transports, the first prototype pickup truck (on A1 basis) was developed by Bernar Nahum in 1970. Series production began the following year, equipped with the 1.3-liter Ford Crossflow engine also used in saloons. The P2 also received the new nose of the facelifted A1. In the 1980s this was upgraded to the 1.6-liter Ford Pinto, as seen in other Anadols as well. After 1983, the 600D version was released, with a 1.9-liter diesel engine which necessitated a slight bulge in the hood. Always high in demand, and used extensively by the Turkish Post (PTT), the pickup continued in production until 1991, when 36,892 had been built. Many saloons have also been converted to pickup trucks.
A sports model, the STC-16, was produced between 1973 and 1975. The first prototype was introduced in 1972.
Version one was based on Ford's 2.3-liter Pinto engine and weighed (vs. for its cast iron counterpart). It was designed to produce at 9200 rpm. It was composed of metal cylinder sleeves, metal combustion chamber tops, metal piston crowns, bearings, valves and seats, and a stock 2.3L Pinto crankshaft. Nearly everything else in the engine, including the block, rods and piston skirts, were made of glass reinforced Polyamide-imide thermoplastic resins manufactured at the time by Amoco Chemicals Co. The engine was never installed in a vehicle.
1970–1982 Ford Taunus / Ford Cortina (engine codes LAA, LAD, LAR) 1979–1986 Ford Transit (engine code LAT) 1975–1985 Ford Capri (engine codes LAC, LAN)
This series spawned the first Ghia top-of-the-range model, which replaced the 2000E. The 2.3-litre Ford Cologne V6 engine was introduced in 1977 as an engine above the 2.0-litre Pinto engine, already a staple of the Capri and Granada ranges. However, 2.3-litre Cortinas never sold particularly well in the UK. The Cologne V6 was certainly a much smoother and more refined power unit than the Pinto, but the V6 models were more expensive to fuel and insure and were only slightly faster, being about 0.5 seconds faster from 0–60 and having a top speed of about 109 mph compared to the 104 mph of the 2.0-litre models. The 2.0-litre Ford Cologne V6 engine continued to be offered on Taunus badged cars in parallel with the Pinto unit, and offers here an interesting comparison with the similarly sized in-line four-cylinder Pinto engine. The V6 with a lower compression ratio offered less power and less performance, needing over an extra second to reach . It did, however, consume 12½% less fuel and was considered by motor journalists to be a far quieter and smoother unit. The 2.3-litre was available to the GL, S and Ghia variants. A 1.6-litre Ghia option was also introduced at the same time as the 2.3-litre V6 models in response to private and fleet buyers who wanted Ghia refinements with the improved fuel economy of the smaller 1.6-litre Pinto engine. Few cars were sold with the 1.6-litre engine though, the 2.0-litre Pinto was always by far the most common engine option for Ghia models.
Under the bonnet were well proven engines, starting with the venerable Pinto engine unit in 1.8 L and 2.0 L capacities, as well as the V6 Cologne engine in 2.4 L, 2.8 L, and later 2.9 L displacements. By the summer of 1989, the Pinto engines had begun to be gradually replaced, with the 8 valve version of the Ford I4 DOHC engine replacing the 2.0 L model.
In late 1987, for the 1988 model year, the P100 was re-bodied with a new Ford Sierra-based cab. Engine choices were originally the Sierra's 2.0 litre "Pinto" carburetted petrol engine, with a 1.8 L turbo-diesel following soon thereafter. The range was now built in Portugal for the European market, to a design set out by Ford UK. It proved a strong seller, particularly on the UK market. The later P100's petrol engine, while a 2.0 L Pinto engine, differed from the units in the passenger Sierra and Granada models in that it was a low compression version of the 205 block Pinto, the Cosworth engine is based on this block. Single choke carburettors were used along with the lower compression to raise torque whilst lowering maximum power, which was now at .
From 1983 to 1992, the first-generation Ranger was powered by 2.0L and 2.3L versions of the Ford "Pinto" inline-4, the 2.8L, 2.9L, and 4.0L Ford "Cologne V6", the 3.0L Ford "Vulcan V6", and four-cylinder diesel engines sourced from Mazda (Perkins) and Mitsubishi. Two long-running engines associated with the Ford light trucks made their debut in the first-generation Ranger; the twin spark-plug version (with distributorless ignition) of the Pinto engine was introduced in 1989, remaining in use through 2001. In 1990, the 4.0L Cologne V6 was introduced; in modified form, the engine was used through the 2012 model-year discontinuation of the Ranger in North America. 
1970–1982 Ford Taunus / Ford Cortina (engine codes LCA, LCJ, LCR) 1982–1984 Ford Sierra (engine codes LCT, LCS) 1975–1985 Ford Capri (engine codes LCE, LCN) 1981–1985 Ford Granada (engine code LCK) 1983–1984 Anadol A8-16 SL
While the Ford Pinto was a strong seller that got a decent reception, its reputation was permanently marred upon the discovery that the car could catch fire upon being rear ended due to a defective fuel tank design, as well as the revelation of the infamous "Pinto memo", which revealed that Ford executives knew about the design defect and decided to do nothing after calculating that paying off lawsuits was cheaper than re-engineering the car. Including the car in his book "Automotive Atrocities! The Cars We Love to Hate", Eric Peters discussed the "Pinto memo", noted that it would have cost Ford $1 per car to reinforce the fuel tank, and summed up the Pinto's entry with the line, "See how much corporate America cares?" Included on "Time" magazine's list of the 50 worst cars of all time, Dan Neil wrote of its inclusion, "They shoot horses, don’t they? Well, this is fish in a barrel. Of course the Pinto goes on the Worst list, but not because it was a particularly bad car — not particularly — but because it had a rather volatile nature. The car tended to erupt in flame in rear-end collisions." Named one of the "Most Questionable Cars of All Time", CNN said of it, "Images of flaming Pintos are so seared into the public consciousness that it's probably hard for most people, unaided by a photograph, to conjure a mental image of the car while not on fire." Autoblog ranked the Pinto #1 on its list "The 20 Dumbest Cars of All Time", taking note of the combination of the Pinto's dangerous defect with how Ford marketed it towards young drivers: "So, this car was aimed at the least experienced drivers in America and the most prone to being in accidents. And after the truth came out, it soured a lot of those kids and their parents on buying more Fords just as the Asians were rising and redefining quality in America." Aside from the fire issues, the Pinto was also criticized for its poor name choice. It was named after the pinto horse, but "Pinto" is slang for the male genitalia in Portuguese, resulting in poor sales on the Brazilian market. International Business Times included the Pinto in a list of "The 5 Worst Name Oversights". The Pinto placed third in "Car Talk's" 2000 "Worst Car of the Millennium" survey and was ranked the 16th worst car of all time by Edmunds.com.
The 2.0L (1,993cc) 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 90.82mm (3.58in) and 76.95mm (3.03in) stroke giving the displacement of 1993cc. It was manufactured in several variants:
In Europe, the Pinto OHC was introduced in 1970 to replace the Essex V4 used in the Corsair as that range was subsumed into the Mk3 Cortina and Taunus V4 for the German Fords range (mainly the new Taunus TC). It was the first Ford engine to feature a belt-driven overhead camshaft (thus the name).
1973–1980 Ford Escort RS2000 (engine codes NEA, NE) 1974–1982 Ford Taunus / Ford Cortina (engine codes NEG, NER) 1975–1985 Ford Capri (engine codes NEE, NEN) 1973–1984 Ford Granada (engine codes NEB, NEH, NEK) 1983–1989 Ford Sierra (engine codes NES, NET, NEJ, NE5) 1985–1989 Ford Granada and Ford Scorpio (engine code NEL, NER, NE4) 1971–1974 Ford Pinto
The Ford Pinto engine was the unofficial but generic nickname for a 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) and the Lima In-Line (LL)
The car has options for several types of engine. The smallest recommended powerplants included the 1.6 liter, 2 liter, or 2.3 liter 4-cylinder Ford Pinto / Bobcat engines used by the smaller Blakely Bantam. The Bernardi chassis is also amenable to larger engines like a 2.8 liter Ford or Chevrolet / Pontiac V6, and even the small-block Ford V8. All engine types mount behind the front axle, making the chassis a front-mid-engine design with the attendant benefits in front-rear weight balance and low polar moment of inertia. Although the Bernardi was marketed as comfortable touring car, the car's combination of chassis layout, low weight, and V8 engine option resemble aggressive sports designs like the AC Cobra.
The courts found that Lee Iacocca, at the time a vice president at Ford, conceived the Pinto "project and was its moving force" and said that "Ford's objective was to build a car at or below 2,000 pounds to sell for no more than $2,000." The courts described the Pinto as a "rush project," and said that while standard automotive industry practice was that "engineering studies precede the styling," in the case of the Pinto project "styling preceded engineering and dictated engineering design to a greater degree than usual."
The court found that the Pinto's styling required the gas tank to be placed behind the rear axle, instead of over the rear axle as was "the preferred practice in Europe and Japan" and that the Pinto had "only 9 or 10 inches" of "crush space," "far less than in any other American automobile or Ford overseas subcompact." The court found that the Pinto's bumper "was little more than a chrome strip, less substantial than the bumper of any other American car produced then or later." The court found that the Pinto's rear structure lacked reinforcement "found in all automobiles produced by Ford's overseas operations," rendering the Pinto "less crush resistant than other vehicles." The court found that a flange and a line of bolts on the Pinto's differential housing "were sufficient to puncture a gas tank driven forward upon rear impact."
In 1977, the Courier was redesigned and various new options were made available. The truck was available with front disc brakes and a Ford-built 2.3-liter engine option, which was the same engine used in the Ford Pinto and Mustang II. The key feature distinguishing the Courier from Mazda's B series was the single headlights, although with park and indicator lights were placed inset starting in 1978. 1977 models retained the turn signal lights in the bumper. In 1979, the base model engine was increased in size to 2.0-liters. The optional Ford 2.3-liter engine was produced in Brazil.
1970–1982 Ford Taunus (engine codes JAA/JCA, JAC/JCC, JAR/JCR) 1972–1974 Ford Capri (engine code JCE) 1982–1984 Ford Sierra (engine code JCT)
The Pinto engine was available in five displacements: 1.3L (1,294cc), earlier 1.6L (1,593cc), later 1.6L (1,598cc), 1.8L (1,796cc) and the 2.0L (1,993cc).Later 1998cc. Due to emission requirements, it was phased out towards the end of the 1980s to be replaced by the CVH engine and DOHC engine, the latter being (contrary to popular belief) a completely new design and not a twin-cam development of the Pinto unit. The 16-valve version of the Ford DOHC unit is still used on the Ford Transit. The only DOHC direct derivative of Pinto engine is the Cosworth YB 16-valve engine, powering Ford Sierra and Ford Escort RS Cosworth variants.
The truck was available with front disc brakes, and a Ford-built 2.3-liter engine option (which was the same as that of the Ford Pinto & Mustang II and Mercury Bobcat & Capri). The key identifying feature of the Courier from the Mazda B-Series was still the singular headlights, although with park and indicator lights placed in the grille starting in '78 ('77s still had the turn signal lights in the bumper).
In 1979, the base model was increased in size to 2.0 liter (120.1 CID). The optional Ford 2.3-liter (140 cid) engine was produced in Brazil.
The Courier was never available with a diesel engine in the US. However, the 1980 Mazda B2200 was available with the S2, a Perkins-built 4.135 (four-cylinder, 135-cid) 2.2-liter diesel engine, producing 66 hp (49 kW) at 2,100 rpm. This same diesel engine was available in the 1983 and 1984 Ford Rangers, but it was replaced by the Mitsubishi 4D55T 2.3-liter turbodiesel (also used in Mitsubishi's own Mighty Max and the Dodge Ram 50) for the 1985 to 1987 Ford Rangers.