PLUSCAPRI ·

Transcription

PLUSCAPRI ·

$2.98 I600· STAGE V • 2000· BOSS PLUSCAPRI · .
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P RFORMANCE GUIDE a CATALOG -
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four-cylinder engines
POWER TEAMS
Suspension
STANDARD 1600-C.C. ENGINE
Pinto's standard engin e is an economical overhead valve four-cylinder powerplant with a dis
placement of 1600 cubic centimeters (97.6 cubic inches).
Steering
The Pinto 1600-c.c. engine features a modified cross-flow type cylinder head with intake on the
right side and exhaust on the left . With fewer corners to turn , th e fuel-air mixture and combustion gases
flow with less turbulence and heat loss, increasing the engine's breathing capabilities .
Bowl -in-piston combustion chambers - a unique design with a flat-surfaced cylinder head and an
accurately shaped "b owl" formed in each piston to comprise a very precise combustion chamber - are
used in the Pinto. This feature accurately controls compression ratio and keeps combustion heat losses to
a minimum for highly efficient performance.
A single venturi carburetor recalibrated for 1972 is used on the 1600-c.c. engine.
Pinto has one optional engine - an overhead cam four -cylinder design displacing 2000 cubic
centimeters (122 cubic inches). This extremely rugged engine, which was completely new a year ago, is
built in the world's most highl y automated engine plant in Cologne, Germany. It features a dual
downdraft carburetor and will operate on 91 octane regular fuel.
Std. 1600-c.c. (97.6 c.i.d.)
Opt . 2000-c.c. ( 122.0 c.i.d_)
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OPTIO NA L 2000-C.C. ENGINE
ENGINE
Brake
- Rear. . .
TRANSM ISSION
REAR AXLE RATIO
Manual 4-Speed
3.55 to 1
Manual4-Speed
Automatic 3-Speed
3.55 to 1
3.18 to 1
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. . . . . . . . ..
. . .. , .... ... . Longitudinal Semielliptic Leaf Springs with
Rubber Iso-Clamp on Axle, Rubber-Bushed Hangers on Body
N umber of Leaves. . . . . . . . . . . . . . . . . . . . . . . . . . . .
..............
. ....3
..... .... ...... .. ..
46.5" x 2.50"
Leaf Length and Width. . . . .
Spring Shackles . . . . . . . . . .
.........
. ............ Compression Type
Shock Absorbers ...... . . .. .... ....... Hydraulic, Telescopic, S!,!ggered Angle Mount
T ype. . . . . . . . . . . . . . . . . . . . . .
. ... . Rack and Pinion
Overall Steering Ratio (Manual) " " " ' "
............... 22.1
Turning Diameter (Curb ·to-Curb) ............. , . . . .
31.5 feet
Steering Wheel turns (Lock-to-Lock) ........ .. . . ... _.. ,... .. .....
4.16
Type ... ... .... .... ... ..... ............. . .... , ......... .. Hydraulic, Drum
Brake Drum Diameter ............ , ......•.... , . . . . . . . . . . . . . . . . . . . . . . .. 9"
Linin g Material . . . . . .
. ...... ... . . .. , . . . . . . . . . . . . .
Molded Asbestos
9" x 2.00"
Lining Size-Front (Diameter x Width) ..... . • , , . .. ..... .. _ . . . . . . .
- Rear (Diameter x Width) .. . . . . . . . . . . . . • . . . . . . . . . . . . .
9" x 1.38"
Lining Attachment. . . . . . . . . . . . . . .
. .Riveted
Total Lining Area 99.4
Gross (Sq. In .) ... .... .. . . . .. •.
93.9
Effective (Sq. In.) . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . .
Parking Brake Type .. .. . • . . ... ... ... ... .... . Mechanical Actuation of Rear Brakes
GENERAL
Wheelbase ....... . __. .•.. . . . . . ... , ...... . . . _ .. . ,
Tread - Front ........ .. ..... , .. . _ . . . . . . . . . . . . . .
- Rear. . . . . . . .
................
Height - Overall. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Length - Overall.
. .. . . . . . . . . . . . . . .
Width - Overall , ...... . .. .. . ... .... .. • . . .... . ...
Width - At center pillar . ... .. _.. .... _......... . .. .
... . . , . . . . . .
... .........
... ......
.. . . .. ..•. •.
. . . .. , ... . ..
.. . • . _ . _ . . . .
.,..........
.....
.. .. .
.. .
.....
_. . ..
,... .
.....
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94.0
55.0
55.0
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50. 1
.. . . . . .. .. 163.0 ..
69.4 . . . . . . . . .. 66.5 FOUR-C Y LINDER ENGINE SPECIFICATIONS
F RONT SEAT ROOM
1600
2000
Type
4-Cyl ., In-Line, Overhead Valve
4 -Cyl. , In-Line, Overhead Cam
Displacement
1600-c.c. (97 .6 cu.in.)
2000-c.c. (122 cu. in.)
Head room (effective) ..
........ .. ..
. .. . . . .. .. . . . .. . .. . . ..... .
Maximum leg room to accelerator ...... .. . ... . ... . _. ... .. ..... ..... .
Hip Room " " " " ' "
..... . .. .. ... . . .. . .... . .
Shoulder Room
Bore and Stroke (inches)
3.188 x 3056
3.575 x 3.029
REAR SEAT ROOM
Compression Ratio
8.4 to 1
8.6 to 1
Brake Horsepower @ r.p.m.
N/ A
N/ A
Maximum Torque (Ibs.-ft.)
@r .p.m.
Head room (effective)
.. , ... .. . . . ... . ..•..•. , .. .. . . . , ..... .. .. . . . . .
Effective leg room ..... . ... .. ... .. .... .. _ . . , •. . . ... ... . . _..... ... _.. . . . . . . .
Hip room " ........... , . .. . _.
. . .... .... . .
Shoulder room
.... , ... .. ...... . . .
Knee room (minimum)
N/ A
N/ A
Valve Lifters
Mechanical
Me chani cal , Overhead Cam
Carburetor
1V , Automatic Choke
2V, Automatic Choke
Fuel
Regular
Regu lar
Exhaust
Single
Single
PINTO 36.3
31.7
44.3
51.6
3.1
LUGGAGE COMPARTMENT (Cubic Feet)
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specifications
CHASSIS DETAILS
Suspension -
37.5
41.0
51.8
52 .5
Front
. ..... _.. . ..... . .. I ndependent Short/ Long Arm with Ball Joints
.... Helical Coil , Mounted on Lower Control Arm
Springs
Shock Absorbers ...... _ . .. • . .. ... . ,... ..... . Hydraulic, Telescopic, Vertical Mount
Steering Knuckle
. " '" . '" .... . .. . . "., . Integral Spindl'e and Steering Arm
Wheel Bearings .... , ..•....... .... _... .. ... , ............ .... . Tapered Roller
Usable luggage capacity .. .. .
Total volume with optional rear seat back folded down
(Two -Door Sedan) . . . . . . . . . . . . . . .
. ............•.. , . .... . ...... , ... . .
Total volume with rear seat back folded down
(Three-Door Runabout) ..
GLASS AREAS (Square Inches) Sedan
Windshield exposed surface area ..... . .. . .. ..• . . .... . ......... . . .. .. 1057.0
Side glass exposed surface area ........ . . ...... , • . . .... . .. . .
1363.0
Backlight glass exposed surface area . .... . . .• . . .... ... ... •....
753.8
Total glass exposed surface area .... .. _.. .. ... •... ...........
3173.8
5.9
38.1
41.3
Runabout
1057.0
1363.0
1159.0
3579.0
CURB WEIGHT (Pounds)
Two-Door Sedan with standard equipment
Three-boor Runabout with standard equipment
2074
2118
All dimensions are in inches unless otherwise specified.
4. PERFORMANCE GUIDE
PERFORMANCE GUIDE. 5
More dress-up goodies from the CAR Corp_
folks who brought you the first turbocharger kits
INTO H OT PANTS were devel oped as part
a special armearance I< iLl 0 go w it h ou r
AR Cornoratl on T urbocharuer Ki l. T he
1 di90er scoops m ore air in to th e engi ne
)fflpartrrrent , provid ing the ex tra engi ne coo l
T he side wheel opelll ng f lares prov ide a
ther air flow when usi ng the wi der tir es
o r T urbo Tract ioll _
EASY TO ATTACH
PINTO HOT PA N TS kit also includes a
unique attachln!) kit fea tur ing an adhesive
foam tape and mechan ical attachi ng cli ps. The
foam tape IS applied 10 the HOT PANTS and
they are pressed In place . Then the meta l-rein
forced viny l-covered cli p system is insta lled to
hold the HO T PAN TS on unt il th e foam t ape
" cures", T ilis p rovi des a ti ght bo nd to th e
body , alld the tape com pensates for any irreg
ular ities tha t mif)hl be encounte red between
y our Pin to bod y and Ihe HOT PANTS kit
co mpo nents.
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6 . PERFORM ANCE GUIOE
PER FOR MAN CE GUIDE. 7
Customizing go odies for a low cost GT car
conversion for all Pintos
a set of unique fende r plaques. Easily att ached
w ith lifetim e adhesive tape.
Th e GROUP /I interior adds that GT look and
provides additional driver comfort and con
venience.
CENTER CONSOLE
Thi s cust om conso le, of molded black A.B .S.
material, adds a dist incti ve touch to th e Pinto
interi or. It features padded arm rest , clock,
and rear-seat ash tray. Designed exp ressly f o r
the Pinto, the console installs easil y and
quickly fo r the custom European look.
Distinctive Walnut Shift Knob, f or standard o r
aut omat ic tr ansm ission , adds the final touch.
Makes shifting a rea l pleasure.
DASH PLAQU E
Identify the unique GROUP II inter ior for all
adm irers. Adhesive back ing gives easy mount
ing and long life.
ENGLISH LEATHER STEERING
WHEEL COVER
Handcrafted of E ngl ish leather, the steeri ng
whee l cover (in black on ly) offe rs richness in
looks and a fi rm, comfortab le grip of th e
wheel. Laces on in minutes.
utospo rt Products, Inc. 12265 Market
reet, Livonia, Michigan 48150, offers a full
ine of cust omizing produ cts f or the Pinto
nder the Group II label. They offer both
nterior and exteri or ki ts f or co nverting a
owroom st ock Pinto into a head turning GT
Here's a rundow n on th e goodies avai l-
exterior components of the GROUP /I
give the Pinto the r oad-hugging l ook and a
tive, throatv exhaust note from the
Sport St ripe qu ickl y identifies a GROUP
Pinto. Made from the 3M Company's
" materia l (widely used by all new
r manufacturers), it' s more durabl e than
int and wi II last for years. Doub le backed
r ease of installation. Avail ab le in black o r
brags about it w ith a deep, throaty ex haust
note associated with those European th or
oug hbreds. The sound is accen ted by ch rome
plated outlet pipes. Easily welded to existing
ex haust pipe.
SLOTTED DEEP-DISH WHEELS
The wide stance and deep-dish look of th ese
whe els do th e job-for the Pinto and on your
custom I Measur ing 13" x 5Y2' wide, these
mag-style slotted whee ls are one piece cast
aluminum with machined finish. Exceeds all
SEMA #5-1 safety specifications. Designed to
mate with factory optional A70 x 13 wide
oval tires for a true and stable ride.
HOOD PINS
Competiti on insp ired, the G ROUP II hood p in
kit secures the hood positive ly. Chromed pins,
stainless stee l strik er plat es , and vinyl-coated
cab les will last a lifetim e. A must for that
"competition " look.
RTS MUFF LER
FENDER PLAQUES
'neered for min imum back pressure, the
orts Muffler improves performance and
• PERF ORMANCE GUIDE
A GROUP II Kit for Pinto, w ith all th ese ex-
BOST PINTO· PLUS Radical-type bolt-on custom goodies for
stock or modified Pintos
Bort I nc., P.O. Box 52, Hazel Park, Michigan
48030, has co me up with a li ne of Pinto cus
to miLing parts f or all mode ls. Famous fo r its
Cam aro ra cing goodi es, Bort now offe rs a
Pi nt o Plus pack age w ith all parts of high-im
pact ther m o f or med construc tion (not fiber
glass) . Th ev' re finish ed in competition sat in
black w hi ch doesn't requi re painting. They
can be painted, however , using sp ra y ca ns to
match or cont rast w ith body co lor. Goodies
include a rea r deck spoi ler , dual fro nt Cunard
spoilers, full w idth T rans-Am air dam spoiler,
dual NASA scoops and a st ripe package.
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10 . PER FO RMANCE GUID E
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Joe Oldham comes up with the goodies and the part num bers
needed to turn a Pinto into a performer
Try to imagine what the ultimate Pinto would
be like. We mean, the ultimate stree t Pinto. It
would probably have about twice the power
of a stoc k Pinto, cornering and brak ing levels
far beyond the stock leve ls and a healthy help
ing of image.
Actually, you don't have to imagine anything.
The car is for real. It exists now. It's presently
running around Detroit as part of a Ford Mar
keting Corporation test program to find out
whether the public would want such a car.
Would w e want it? That's like asking if we
would wa nt to spend a night alone with Jane
Fonda. The Pinto dream car was thought up
by Ford Division with lots of help from Bob
Winkelmann of Sausa lito, California. Winke l
mann is the acknowledged Kent engine maven
=-<
(fs . . .
in this country. The Kent engine is the English
Ford 1600 cc powerplant which was first used
in Cortinas and now is found in both Pintos
and Capris. Autol ite Parts Division also had a
hand in the project.
The ca r is called the Stage 5 Pinto because it
was built up, logic all y, in five separate stages.
The beauty part of the whole project is that
all the parts for the buildup are available from
Ford dealers under the parts repla cement pro
gram for older Cortinas, or directly from
Winkelmann . The more exotic parts are avai l
able from Winkelmann on ly. Winkelmann's
address is 200 Caledonia Ave., Sausalito, Cali
fornia 94965.
T he icing on the cake is that , even its hottest
Stage 5 trim, the car meets all present em is
",on-n"qu"elilelll~.
;:,U
"'<;'<':"
·o- go<:><:rcnance
that even the exotic parts wil ,1 be available
from Ford deal ers in the near future.
The basis for the car is a '71 1600 Pinto with
4-speed manual transmission and 3.55 rear
axle gears.
Stage one was merely unchoking the engine's
exhaust by bolting on a Cortina GT exhaust
bead ex.... The Ford part number is 701 F
9428-FA. Th is unit is a stee l tubing header
w ith equal length 1'h-inch i.d. runners If you
can find an aftermarket header with these
same specs, it, too, will work. The header
alone is good for 10 horsepower.
J)
four runner aluminum intak e manifold
mounting either two 40 DCOE Weber 2
barrels or two 40mm Dellorto 2-barrel carbs.
The Dellortos are much less expensive, make
as much horsepower on the street and are
better for emissions when jetted carefully
(read that as lean). T he Webers are better for
racing purposes but when jetted lean to meet
emission requirements, their performance falls
way off. Besides, they're mucho expensive .
The intake manifold is available on ly from
Winkelmann and it carries PN WE-9425-D.
By the way, stock specs for the engine are 75
gross horsepower at 5000 rpm and 96 Ibs./ft.
of torque at 3000 rp m. On Ford's chassis
dyno, the stock engine gave 53 rear wheel
horsepower at 3900 rpm.
By removing the stock
Stage one, an additional
of nowhere. T he stock
very restrictive for good
air cleaner as part of
three horses came out
air cleaner element is
silencing.
Stage two consisted of some additional GT
parts, namely the 2-barre l Weber carb and the
accompanying intake manifold. Th e Weber
was used on both the old GT engines and al so
the new 2-liter Pinto and Capri engines. Th e
PN for the carb is 2737 E-951 O-E. The intak e
manifold is PN 116E-9425-D. The carb and
manifold list for about $130 at your Ford
dealer but add 20 real horsepower at the rear
wheels with closed exhaust.
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"VTage- l -uUI- rnVQT9't:o - arr- n -,,::n-:J c;-nO I-l---C'-I-eange:- ro - a
Stag e three is still in the old GT parts bin, thi s
time, the ~flJ sbaft section. Naturally, Stage
three incorporates all of stages one and two
plus the GT cam and valve train pieces. T he
camshaft is ava il ab le from either a Ford dealer
or directly from Winkelmann. It's PN 116E
6250-A at Ford or PN WE-6250-A from
Winkelmann. T he stock cam has a duratio n of
248 degrees and a lift of .3247-inch intake
and .33351-inch exhaust. T he GT cam carries
a big 290 degrees durat ion plus .387- inch lift
for both intakes and exhaust. Along with the
cam, you'll need the high performance valve
li fters. T hey're PN 681 F 6500-AA.
Stage four additions brought the 1600cc
engine up to 103 rear wheel horsepower at
5500 rpm which is quite an increase from
such a small displacement engine especially in
.Iight of the fact that all equipm ent used so far
was strictly run of the mill bolt on stuff.
Stage five was where it was all together.
T here's really nothing left to do to a 1600cc
Kent engine and still keep it suitable for street
use. After Stage five, you're into the realm of
Formula Ford racing engines which are entire·
Iy unsuitable for street use.
A set of forged pistons, PN WE-6108, were
installed. The cylinder head was milled .030
inch. T his pistons and milling brought the
compression ratio up from 8.4 to 1 to 11 t o 1.
The pistons were flycut to allow a minimum
.100-inch piston-to-valve clearance.
PERFORMANCE GUIDE .13
VVmkelmann·s t-'N VV I::-bL 8U-tl ultra nlgn per
formance camshaft w as fitted in place of the
GT unit. This cam has 320 degrees duration
and AOO-inch lift. N ot only does this cam do
all kinds of wonders f or the top end of the
car, but the long duration helps control NO x
emissions. This cam must be used with special
silicon chrome dual valve sp rings which are PN
WE -6513-B. To keep the engine togeth er at
high revs , prem ium GT bearings shou Id be
used. The mains are PN WE-6333-A. The rod s
are PN WE-6211-A and the turst bearing is PN
WE -630B.
That's it f or intern al eng ine mods. However,
part of the project was to make the car meet
all ellllSS lon req Ui rem ents. ror lIllS reason, a
special air filter unit was cobbled up to take a
PCV valve and evaporative emission lines. In
addition, a Therm actor ai r pump was in
sta lled.
Other mods to th e project car include a Peco
low restriction muffler plus the clutch and
flywheel from a 2-liter Pinto.
Under the car, Cosmic 5Y2 x 13 road wheels
and stock Goodyear Polyglas A70-13 tires
handle the handling along with special heavy
duty springs and shocks. Both the springs and
shocks are available from Winkelmann
although no part nu mbers are assigned. In
addition , the front disc brakes from a 2-1 iter
Pinto were added for additional stopping
power.
Insid e the car, a pair of Escort bucket seats, a
sport steering w heel and a Smiths tachometer
make driving th e car an exciting proposition.
Outside the car, in addition to the wheels and
tires already mentioned, there's a pair of
Stadium driving lights, front and rear spoilers
and wild striping that does turn heads.
What's it like driving the Stage 5 Pinto?
Thought you'd never ask. First of all, it goes
like hell-certainly like no Pinto ever went be
fore. It's hard to believe you're driving a
1600cc car. Even w ith the stoc k 3.55 gears,
there is plenty of low end t orque and then the
cam and carbs come on top end to really pull.
There is an abundance of power and torque all
through the rpm range. There should be. On
Ford's chass is dyno, the engine registered a 60
norse I ncrease ove,m-e--StDl:·R-:J3~One-nlJnarea
thirteen rear wheel horses in a 2200 pound car
has got to make it fly.
On the dragstrip, the car w ill easily w ind to
seven grand but shifting around 6500 gave us
the best results. Which were timeslips reading
16.45 secon ds at over 7B mph. For dragstrip
use, the car could use more gearing and
Winkelmann has ring and pinion setups up t o
6.17 listed in his catalog.
The suspension package on the Stage 5
should be stock on all Pintos. It is absolutely
right for thi s car. It's th e perfect combination
of spring and shock rates. At Ford's Romeo,
Michigan proving grounds, we made many
many laps.on the ride and handling course and
the car simply steered neutral on an y kind of
turn or corner we threw up against it. When
we finally did reach the tires' limit of adhe
sion, th e rear end broke loose in gentle, co n
trolled oversteer w hich we easily corrected.
STAGE
ITEM
PART NUMBER
One
GT exhaust header
701 F 9428·FA (F)
WE·9430-A (W)
Two
2-barrel Weber ca rb
2737E -9510-E (F)
2-bbl intak e manifold
116E-9425-D (F)
WE -9425-D (W)
GT camshaft
116E-6250-A (F)
WE -625 0-A (W)
681 F 6500-AA (F)
Three
hi-per va lve lifters
Four
40 DCOE Weber 2-bbl ca rbs
40 mm Dellorto 2-bbl carbs
Five
(F)
(W)
twin 2-bbl intake manif Old
WE-9425-D (W)
Forged pistons
WE-6108 (W)
ultra hi -per camshaft
WE-6250-B (W)
du al silicon chr ome va lve spr ings
WE-6513-B (W)
premium main bear ings
WE-6333 -A (W)
premium rod bearings
WE-6211 -A (W)
premium thrust bearing
WE-6308-(W )
indicates Ford part number
indicates Winkelman part number
PERFORMANCE GU IDE .15
so
- ON
Here's a $600 package for all Ford products
Because of all t he interes l in Formula F o rd
racing in lhis country and th e interes t in
Eu ro pe in Capri, Pinto, Escort, Cortina sedan
racing, Ford E ngineering has been wor king quite close ly w ith perf ormance peop le o n
R&D projects involving th e above menti o ned
produ cts. T he results of one such invo lvement
with Ron Win kelmann in Ca liforn ia w as the
development of a variet y of perf orman ce kits
for th e 1600 cc engine. One su ch kit, the Plus
50 pac kag e costs close to $600, adds 50 hp
and will all ow an otherwise stock 1600 Capri
to go to 60 mph from a dead start in 9.1 to 9. 3 seco nd s and th e q uarter mi le in approx i
mately 17 seconds. Basicall y the kit contains an exchange cy l
inder head, specia l valve springs , special cam
shaft , an intake manifold mounti ng a pair of Weber car bs and a heade r exhaust sy stem . The head exchange dea l gives y ou a shaved head (.lOO-inch mi ll ed) with cleaned out ports and 11.0 to 1 co mpress ion. Valve acti on is con
trOll ed by single Fo rmu la F o rd sili co n-chrome 6
~' 'f41~''1IJ
12
4
16
17
FIG . 29 Section through A DCOE Series carburetor 1 Main Venturi - 2 Auxiliary Venturi
3 Main fuel jet - 4 Main air jet - 5 Emulsion tube - 6 Idle speed fuel jet - 7 A ccelerating pump jet - 11 Needle valve - 12 Valve needle - 14 Float - 16 Idle mixture adjusting screw
17 Thro ttle val ve. 16 . PERFORMAN CE GU IDE
PERFORMANCE GUIDE.17
' ............. 1'-""
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..... , , .....
'-',.....
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' .... '
....... , '"'"
r-'~ '
...... . ... .... ' , ...... ......
""'.;;,' ...... "
m with about .OSO-inch more lift. Specifica
o ns are as follows 37-73-73-37 degree rning with 74 degrees overlap and .387-inch t.
he induction manifold used also carries Ford
arkings and mounts a pair of 40 DCOE
eber carbs with 30 mm chokes. A cold air
ox which takes in fresh air from the front of
VI '
lIl'-'
II'V'-'V'-'I
1'> "
U,l I IQUUII . Headers complete the conversion. What you end up with is a Capri with 125 hp
at 6000 rpm and 121 foot pounds of torque
at 5100 rpm. A similar conversion on a 2000
cc engi ne should be extremely rewarding and
offer enough power to blow the doors off an
unsuspecting Datsun 240 Z owner.
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Norris Ford offers power packages for the
1600 and 2000 Pintos and Capris
40 DCOE ~
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fI t
THERE IS A FORD DEALER in Baltimore,
Maryland, (really Dundalk, Maryland) that is
unique among all but perhaps 99.9% of Ford
dealers in the entire country. It is a perfor
mance-oriented dealersh ip and there are only
maybe three or four like it.
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(ffa il
Indeed, there may be none like it at the pre
sent time. For when many other dealerships
and accessory outfits and even Ford Motor
Company (see page 12) are talking about mar
keting a souped up Pinto, that's a/l they 're
doing. Talking. Plus hedging and hawing.
Norris Ford of Baltimore is doing it. Like
right now and at any stage of tune you want
from mild to wild and anything in between.
Right smack in the middle of the whole pack
aged performance program for Pintos is Floyd
Miller, high performance salesman at Norris.
When the Pinto was first introduced , Miller
took one look at both the 1600cc engine and
the 2000cc engine and determined that they
could be modified for more performance just
like any other engine.
Miller called Bob Winkelmann, a west coast
tuner and builder of high performance
Cort inas, Capris and Formula Ford race cars .
All use basically the 1600cc Pinto engine. Be
tween them, Miller and Winkelmann came up
with three separate packages for the 1600
engine that offer staged power increases as
well as normal use dependability. In addition,
all three packages pass all smog regulations.
After four months of testing and evaluating,
Miller and Winkelmann had their final specs
for all three packages and Norris Ford began
building the cars.
To complement the power increases, there
just had to be some image increase also. As
you can see from the photos, nothing wa s
spared to make the Pintos real lively ones
both under the hood and to the eye. Of
course, you can always oPt for just the eng ine
and suspension mods if you want and leave
the wild striping to the teenage set.
Just what does Norris Ford do to the Pintos
to make them into the various stages? First of
all, Miller orders them with certain factory
options to liven things up a little. Such things
as the standard 1600 engine, convenience
PERFORMANCE GU ID E .19
group, the luxury decor group, front and rear
bumper guards, fold-front and rear bumper
guards, fold-down rear seat, tip-out rear win
dows and AM radio are all regular factory
options and Miller orders all his Stage Pintos
with this equipment. Of course, you can order
a Stage Pinto with any other factory options
you want. However, all Stage Pintos are cur
rently based on the 1600 engine. But plans are
in th e works right now for Stage Pintos based
on the larger 2-liter engine.
Stage 1 consists of, in addition to the factory
equipment listed above, the larger carb from
the 2-liter engine, a special Winkelmann intake
manifold, M/T Avenger header, battery relo
cated in the trunk, Shelby 13 x 6 mag wheels,
Goodyear Rally 070-13 tires, special striping
and "Stage 1" lettering on the front fender. A
Stage 1 Pinto lists for just over $3000.
Stage 2 has all the stuff from th e Stage
package plus twin Weber 40 OCOE carbs, a
Winkelmann intake manifold, a Lunati cam
shaft and va,ve springs plus a GT header. And
of course, the "Stage 2" lettering. Price for
the second stage is about $3500. Notice that
everything isstill of the bolt-on variety.
Stage 3 is where they really get into it. This
time, the Winkelmann intake manifold
mounts twin 45 OCOE 2-barrel Webers, M/T
Avenger header, a Ford Cortina GT crankshaft
which is forged, polished and extremely
tough, Ford .030-inch over pistons, a light 13
pound aluminum flywheel, Isk y cam and '
valvetrain pieces, Winkelmann rocker arms,
Donovan 1.562-inch Intake vafVes a~d i .370- '
j nch exhaust vaives, a L ucas d i"si'ributor with
Accel points, a Lu cas rev limiter and a Hurst
Line/Loc. Plus you get all the trim items and
the "Stage 2" instant status lettering.
All three cars retain the stock 3.55 gearing.
Ford's rating for the 1600 engine is 75 horses.
Net rear wheel horsepower on a chassis dy no
with the 1600 engine is about 54 average. The
Stage 3 car has been dy noed at 140 rear wheel
horsepower w hich is quite an increase. Horse
power rating s have never been taken for
Stages 1 and 2.
At the dragstrip for acceleration timing, the
Stage 1 car ran a best of 18.40 at 70 mph. The
Stage 2 ran a best ET of 17.63 seconds at
75.86 mph. The wild Stage 3 car ran an in
credible 15.53 at 87.71 mph! That, sports
fans, is cranking on for a 1.6 liter car. And it's
quite a difference from the 21-second-at-62
mph timeslips you can expect from a stock
1.6 liter Pinto.
The best part of the whole thing is that
normal driving is not affected in any way by
Stages 1 and 2 and only slightly by Stage 3.
Mileage is lower by about one mpg for Stage 1
and about two mpg for Stage 2. Stage 3 mods
make the engine a bit peaky and a little harder
to drive on the street. And mileage drops to
just under 19 mpg for the car.
But if you want performance in a Pinto, this is
one way to Fly-and to hell with 25 miles to
the gallon.
TURBOCHARGING THE PINTO Here's how you can turn your compact sportster
into a supercar screamer
FORD HAS HAD A Bos:: 302, a Boss 429 and
a Boss 351, right? So why not a Bos:: Pinto?
It's almost logi ca l, if you can swallow the idea
of "80s::ing" a 2000cc small economy car,
built originally to tackle the onslaught of the
imports. And so, the inevitable.
Car Corporation, a Michigan based marketing
firm dealing in hard and software for t he auto
motive indust ry, recen tly announced the avail
abil ity of Boss Pinto performance and appear
ance kits for the Ford subcompact.
For Pinto owners interested in upgrading the
performance of a 2000cc, 4-speed model, Car
Corp. is offering a turbocharger kit which in
creases horsepower output by over 75%. Each
kit includes a turbocharger, all associated
hardware and step-by-step installation instruc
tions. The kit is designed for simple, bolt-on
installation and can be accomplished by an
individual with an average amount of mechan
ical skill in about four hours. The kit lists for
$395.
Provisions have been made for the usage of all
factory installed emission reduction equip
ment. Preliminary tests of turbocha rged
Pintos indi cat e th at emission leve ls are slightly
lower than those of a stock vehicle. This is
attributed to the increased operating efficien
cy of the turbocharg ed engine. Although
premium fuel is required with the turbo, gas
mileage is virtually unaffected under normal
driving conditions.
With the installation of a Car Corporation tur
bocharger kit, engine exhaust gases are routed
from the cylinder head through a specia lly
cast exhaust manifold, into the turbocharger.
The exhaust gas::es drive the pri mary side of
the turbocharger fan and exit- through a con
necting pipe-back into th e standard Pinto ex
haust system. Th e air and fuel mixture is
drawn from the carburetor through the
secondary side of the turbocharger, where it is
forced under pressure into the stock intake
man ifold. The amount of pressure, or boost, is
determined by th e speed and pressure of the
exhaust gas::es that increase proportionately
with engine rpm. The unit sta rts to develop
boost at approximately 2300 rpm engine
speed and in creases proportionately with
engine rpm to a maximum of 9 psi boost. The
maximum ou tput of the turbocharger unit is
carefully regu lated t o insure maximum engine
life. The turbocharg er is force-oiled from a tap
into the engine oil system , while oil is
returned into the engine oi l pan.
Road horsepower (at rear wheels) of a tu rbo
charged 2000cc Pi nto is nearly double that
produced by a stocker-11 0 hp vs. 58 hp at
4500 rpm. Quarter-mile times average around
15.17 seconds at 92 mph with standard 3.55
rear axle gears, compared to 18.2 seconds and
75 mph for a stock 2000cc Pinto. The consid
erable improvement in performance provided
by the Car Corp. turbocharger kit increases
the sa fet y margin when merging with freeway
traffic and redu ces "exposure" time when
passing.
CO MPRE SSOR
recuired. The result is a lower and wider look
ing Pinto with a Trans-Am flavor. The wheel
flares complement wide tires and help prevent
road splash.
Other available appearance items in Car Corp's
\
Bos:: Pinto package include Boss tape stripe
kits, hood pin k its and Fenton mag w heel sets.
We drove a Boss Pinto for a day around the
Livonia, Michigan area. You must feel the tur
bocharger to believe it. There is no point at
which you get a big belt in the back, as with a
For Pinto owners interested in dressing up the
exterior, Car Corp. has designed a do-it-your
self Hot Pants kit. Included in the Kit are
front and rear spoile rs, wheelwell flares and
rocker panels, all constru cted from ABS plas
tic. Install ation is accomplished by means of
adhesive foam tape and attaching clips which
are provided. No holes in the car body are
hot cam. Instead, there is just one slowing
building surge of power that starts out slowly
and builds up to a screaming climax that can
only be cut off by shifting to the next higher
gear.
Turbochargers must have a load built up
against the impeller to work properly. Thus,
with a 4-speed car, there isn't much boost in
first or second gears. But flooring the throttle
at low speeds in third and fourth gear pro
duces astounding results. It almost feels like
an automatic has downshifted. That's how
great the acceleration is. And it's smooth
acceleration.
Of course, the wide Fenton wheels and
070-13 Inglewood Pos-A-Traction tires did all
kinds of wonderful things for the Pinto's
handling. And talk about headturning, believe
us, there's no need anymore to ride around in
a jacked up 454 Corvette with outside ex
hausts to get the looks.
In all, it's a great fun car. If we ever bought a
Pinto, the turbocharger and Boss trim parts
would be mandatory changes immediately.
Add itional kits are planned for the near
future. One is a Stage T wo kit for the 2000
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The Boss Pinto package and the individual kits
are available direct from Car Corporation in
Livon ia, Michigan and from se lected Ford
dealers around the country . For more infor
mation contact Sales Manager, Turbocharger
o ivision, Car Corporation, 12263 Market
Street , Li von ia, Michigan 48150.
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engine that includes parts such as forged
pistons, high compression head gaskets,
special valve springs and other modifications.
This kit will also include the necessary hard
ware f or converting the basic kit to a high
boost, supe r-breathing engine, capable of stay
ing together under extreme output conditions.
Also in the mill are plans to add to turbo
charger kit line. A kit for a 2000cc automatic
engine in a Pinto is scheduled for near future
availability. Further down the road w ill be
kits available for the 1600 cc Pinto and Capri
and the 2000cc Capri.
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PERFORMANCE GUIDE . 25
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This is the hottest turbo setup for the two-litre motor
and it meets '73 California emission standards!
An im macu late gold brown Capri pu lls up to a
big 400 I\!lopar weduc. The boys in th e 400
know a sure th ing when th ey see one. They
leave, but the litt le Capri hangs ri ght in , just a
shade ahead. Surprise' By the nex t li ght, t he
I\!lopar wind ows are rolled down. " Watch a got
in it ? A 302?" "W hy it's only a Capri . ..wit h
a turbocharger, " says Danny Jones. His Capri
rid es arou nd town just as smooth ly as the
show room produ ct, but it also puts out be
twee n 175 and 200 horses, double the real
two-lite r horsepower. A lso, the bottom end of
the torqu e cu rve has been raised enough to
smoke the tir es and lay two ni ce str ips of
ru bber on any blacktop. It 's not a miracle,
just good , sound eng ineeri ng.
win d up with a great drag machi ne wh ich is
not too su itab le fo r the street. The tu rb o gives
you both ends of that power. By keepi ng th e
exhaust qu iet, and the exterior body stock
you cou ld more than pay for the in sta llat ion
with the insurance cos ts saved on th e car
model. The kit Dann y Jones developed is all
the more interesting, because it fits not only
the li mited edition Capri but also any 2000-cc
Pi nto. Purely in th e experimenta l stages at
this tim e, the kit is too elaborate and ex
pensive for the average buyer, but Danny ex
pects to have a bo lt on k it ready by spring,
using the origina l carb uretor and intake mani
fol d, and a large stra ight through.
Rai se th e hood and you will see the most pro
fess iona l insta llat ion we have ever seen any
where. Not surprising, however, when you
consider that Danny Jones has been with
Ford's I ndy car pro ject sin ce the first pushrod
eng ine started down the bri cks, back in '63.
Later he was righ t on the ground floor of the
overhead cam design. By 1967 Danny Jones
began engineering the turboch arger package
for the I ndy Fords in cooperation with
Schwit i er Corporation. He collected win s,
first w ith Andrr.tt i in '69 and then w ith A I
Unser in '70 and '71. The turbocharger engin e
is also the one with whi ch A I Unser won the
Nat ional Championship. Danny Jones' latest
a chi evement has been hi s wo r k on
I\!lom gromery 's tw in turbocha rged 429 that
can burn rubber from one end of the strip t o
the other.
Bring the Capri t o the starting lin e, hold th e
brakes hard to sta ll out the converter and start
r aisi ng the rpm. By 2200 to 2300 the
Schwitzer turbo is delivering five pounds
boost and th ere is so much tor que, th e brak es
can't hold the Capri . You move out hard and
the stock belted tires are smok ing. The car
contin ues to accelerate all the way th roug h
each sh i ft point. Boost pressure cli mbs
steadil y . By the end of th e line it has stabi
lized at 11 pounds, and the cloc ks have ti cked
off at 14.7 seconds and 94.7 mph. What
makes t he per form ance even more interesting
is th at eng ine modifications have bee n limited
to a set of forged p istons with a stock com
pression ratio . A ll em ission goodies, including
the air inject ion system remain in place, so the
car is bone lega l in th e eyes of t he law.
Danny 's goal is to be capable of meeting the
future emission sta ndards with a dr iveable
street package in k it or production fo rm. T he
package is in no way restricted to the super
premiums of th e 260 Sunoco variety and is
able to operate on any of the popular fuel
grades in the Detroit area.
T here are many sound reasons for gO ing into
turb ochargers, some of \·vhich are not yet fully
out in the open. For instance , the little go ld
brown Capri has already met th e 1973 Cali
forni a emi ssions req uirements, wh ich opens
th e doo r to a small, fast eco logy package wit h
modest fu el consum pti on.
I f you start souping up an engin e by conven
ti onal means, wit h head changes, bigger va lves,
mor e ca rb uretors and a su per heat ed cam, you
26 . PER FORMANC E GUIDE
Dan ny Jones is cur rent ly USing an experi
mental Sc hwitzer turbocharger mounted on
th e righ t side of th e engine and down by th e
fi rewall . T he small size of the 2HD (just a
two-inch diameter turbine w heel and a two-
inch compressor wheel) exp lain s the low
inertia and quick spin-up of t he assembly. In
term s of driving, thi s t rans lates i nto un usually
fast throttle resp onse. Keep i n mind that the
t urbine and com pressor whee l are mounted on
a com mon shaft and spin at relatively low
speeds during idle. When you flo or th e accel
erat or , the assembly must speed up to
50 ,000-100,000 rpm, and the lower th e
inertia, the faster this can be achieved. Even if
Danny decid es t o run the slightly larger 3-HD
Schwitzer turbo, which is already in pro
duction, thr ottle respon se would st ill be
phenomenal.
Thetr ick in any turbocharger installation is to
recover as much heat and velocity energy
from the exhaust as possible, so th at you
don't have to pay the full tariff f or powering
the comp ressor. Danny Jo nes fab ri ca ted a
complete set of mi ni head ers where the stacks
from the number One and Two cy li nders
merge into one run ner and t he stacks of the
Two and Three cy lind ers are brought together
at another r unner. Both run ners then make
their way straight down into the turbine inlet.
The ind ivid ual stacks and runners are all of
equa l lengt h and the inside diameters are small
enough to maintain th e high velocity , on
which the turbine thri ves.
Normally, a tu rbin e chops up ex haust pressure
pul ses. Here, thanks to the headers, you can
ho ld y our hand at the tailpipe and feel the
individ ua l exhaust pu lses of the engine. Thi s
PERFOR MAN CE GUIDE .27
results in better scavenging at the cylinders
and raises the turbine efficiency. The header
flange which bolts to the head is stiffened all
around with a hel iarc steel reinforcing rib to
insure good gasket seal. The header comes
through with all the fittings needed to co n
nect with the functional air injection pump.
Also, the entire header package is insulated by
a mirror polished sta inless steel shield that
doveta ils into a base. Bonded to the inside of
the shield is an insulating blanket and .010
inch protecti ve metal sheet ing that turns
almost black from the heat. This is easily
understandable when you look at the turbine
inlet temperature gauge and read 1300 to
1500 degrees Fahrenheit. Tw o and one half
inch piping leads from the turbo on back to a
straight tube muffler. Unlike a naturally
aspirated engi ne, a turbocharger does not like
any back pressure. I n this case large diameter
piping with a minimum of cu rves is the solu
tion.
engine heat. From there, air is piped directly
to the compressor inlet. The output of the
compressor is then directed th rough some
shiny pipe work and a flex host to an equally
gleaming pressure cover above the carburetor.
Lines radiate from that cover to the pressure
gauges, the pressure Ii miter valve and some of
Danny 's special test rigs. The funnel shaped
entry to th e cover whi ch was tested on a flow
bench, tapers to slow in com ing air and to re
duce turbulence at the carburetor entran ce.
Detail ing goes so far as to have each of the
four cover bolts pass through support tubes
that are welded top and bottom to prevent
leaks and to keep the cover from being
crushed.
While the Weber carburetor, which is stock on
the Capri, would have probably worked as
well, Danny Jones picked the Pin to two-liter
carburetor, a two-barrel Autolite with pro
gressive lin kage . This control lets you cruise at
90 to 100 on th e pri mary side alone, after
installing a turbo on the Capri .
Putting the boost pressure through the carbu
retor saves cost and allows you to retain the
stock unit that comes in the car. Since the
boost pressure increases the air density you
can push more air weight through the original
carburetor (the CFM is the same, but you
have packed the air tighter). To gain matching
air flow with a ca rburetor on the inl et side of
the comp ressor you would need a much bigger
unit and this, in turn, would lose some of the
throttle response. Also, having the carbu retor
on th e inlet side of the compressor would
make fo r a long twisty path. On the Capri the
fuel delivery point is kept close to the engine,
hence better distribution.
A Bosch fuel injecti on pump (used on VW's)
'is mounted at the gas tank. It is capab le of
delivering a 30-pound pressure and is kept at
that limit by a pressure reli ef valve and a
separate return line. This pump is quieter than
the Holley, and the separate return I ine to the
tank keeps the pump running cool. Since the
carburetor is exposed to boost pressure to
bring the 30-pound pump pressure down to
what the carburetor ca n use , Danny Jones
The Capri turbo is ta ilored to bring the boost
pressure into action early, just the ti cket for a
street machine. It's also fitted so that the
maximum boost pressure tolerable is available
through a wide rpm range , guaranteeing a
fairly flat torque cu rve. The small turbo
charger, which features small t urbine noz zles
that allow high exhaust gas velocity aimed at
the turbine blades along with low turbine
inertia and compressor assembly inertia, is
ideal for this purpose. However, at the top
end, when the volume of ex haust gases is high,
the..same turbine would be restricting. This is
solved with a waste gate or a by pass valve of
Danny Jones' own design. Normally the pass
is kept closed by a spring. When boost pres
sure is high enough a dia phragm counteracts
the spring and opens the valve, th us allowing
me of the exhaust to sho rt circuit around
the valve. A long spring, with an adjustment
rew at the top, allows maximum boost pres
ure to be accurately dialed in. Also, the by
pass valve is purposely made sma ll, but with
n ample lift range to insure good control and
rogressive action. If anything, Danny did not
nt a great big valve which would raise an
/8-inch and would dump everything in an alii
r noth ing fashion.
he air cleaner is loca ted up front, away from
PERFO RMAN CE GUIDE .29
aaaea a m odTt I eBi=nSTIey-p re-$SuTe~regmamr
valve. In this regul ator, a diaphragm is ex
posed to fuel pressure on one side and t o
boost pressure plus a spring on the opposite
si de. A balance is achieved whe n fue l pressure
exceeds the boost pressure by six pou nds.
Thi s pressure differentia l stays r ight on the
mark all the way through the run .
A littl e drilling is done on the carbu reto r to
supply full boost pressure to the thrott le shaft
bearing areas. Th is for ms an air lock and keeps
fue l crom esca ping. Also, th e ca rbureto r is re
jetted t o richen it up at higher boost pres
sures, while still meeting th e emiss ion st an
dards.
Ignition changes begin w ith a set of Auto lite
BF22 plus which are one heat range co lder
than those of the stock Capri. T he engine can
even be run with BF32 plugs, if manif old
boost pressures are kept moderate. As you ca n
see, the heat load th rown on th e engi ne by th e
Turb ocharger is not excessive. Beca use of the
proximity of the headers, the orange Autolite
sl lrcone-OUOTSarTd-pTO"g-wTres-are-O"seTl~se\7eral
di stributors have been tested, including the
Bosch with a strafgh t cen trifugal advance, or
with a combination of centrifugal advance and
pressure retard . So far, best results have been
gianed with a straight centrifuga l Ma ll ory dis
tributor. Work is also progressing on a mod i
f ied Ma ll ory set to del iver a 48-degree tota l
advance f or rapid intial response. When boost
pressure comes on , the spark is retarded by
eight to nine degrees to avo id detonation.
As it stands, th e Cap ri kit is intended t o be a
straight bo lt on. If you put it on a new eng ine,
for street driving, no further changes are
needed. O n a used engine conscience requires
you to remove and clean the o il pan. You
should also replace the pisto ns with forged
ite ms, especiall y if you p1an to do some hard
ra cing.
Danny is currently plann ing a special kit f o r
racing Pintos. You can drop him a lin e on that
score at P.O. 931 in Dearborn, Michigan.
~
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What's hot for lincoln-Mercury's imported supercoupe.
OF ALL T HE N EW breed of American econ
omy cars , the Mercury Capri is the most excit
ing and glamorous. It looks as if it should
cruise down th e Autostrada at 150 mph or
knife through a twisting alpine pass in a James
Bond movie. But, alas, looks are deceiving.
The Capri is powered by a 70.5 horsepower
four banger of only 97.5-cubic-inches. Even
when compared with the 225-cubic-inch
Duster six, the 232-cub ic- inch Gremlin six ,
and the 250-cubic-inch Maverick six, the
Capri's engine seems migh ty small. At thi s
point most hot rodders will tu rn their backs
and go back to the bigg er iron . They may be
making a mist ake. If you enjoy a good, hot,
high winding, small displacement engine that
puts fair sized V8's in their p lace, the Capri
may be what you are waiting for. The Capri
features a f our-speed all synchro gearb ox ,
bucket seats, power disc brakes,.rear axle trac
ti on bars, and rack and p ini on steering. All it
needs t o be a perfect high performance
sports car is more power.
More power is easy to get. The Mercury Capri
is assembled in Germany, but the engine and
all the running gear are made in England
where Ford builds a British Capri that really
moves. The American version comes with an
8.00-to- 1 comp ression ratio, a si ngle-barrel
Auto lite carburetor and a low performance
cam that barely nudges the lifters. The
English, who have been hot rodding and rac
ing th is engi ne for ten years, wo uld laugh at
such a modest output. The Cap ri eng ine is
much like the ol d 283 t wo-barrel. T hat engine
was just a d ocile, quiet sedan engine until you
installed a Duntov cam and a fou r-ba rrel and
then it would fl y. I n the Cap ri' s case the
"power pac k" is the GT eng ine. Wh at is a GT
eng ine? It is the same as a standa rd Capri
eng ine except it is fitted with 9-to- 1 compres
sion pistons with full floating pins, a hotter
camshaft, a beautifu l set of tri-Y tubular
heade rs , and an aluminu m manifOld with a
Weber 32 DFM carburetor. This comb inati on
gives 94 horsepower at 5600 rpm. Mildly blue
•.
. :-.,
printed versions of the engine give about 105
horsepower. Since thi s is fifty perce nt more
than a stock Capri engine and the Capri is 500
pounds lighter than the Maverick or the
Gremllin, it should give you the edge on al
most any six that you are ap t t o meet.
This GT engine is installed in Capris on ly in
England, and it is not avai lable here. Do not
despa ir. The GT engine is also installed in t he
Cortin a GT wh ic h is sold in this cou ntry by
English Ford dealers. To bring your engine up
to GT specs, just obtain the GT parts from
your local dealer and install them in you r
eng ine. You also m ight fin d a wrecked Cortina
wi th a GT engine. Remember th at the late
1967 and late r GT engines are the best push
rod engines f or performance. T hese engines
displace 97 .5-cubi c-i nches (1600 cc) and have
th e high ly eff icie nt cross flow, Heron head
with the Weber ca rburetor on the right and
the headers on th e left. The ea rlier engi nes are
a smaller 91 .5-cubic- inches (1500 cc) and have
a less efficient wedge head with the Weber and
the headers both on the left side. Any Engl ish
Ford engi ne without a Weber and headers is
not a GT engine.
The Webe r ca rburet or on these GT engines is
very different fr om the dual throat Webers
with which most Americans are familiar. The
GT Weber is a two-barrel dow ndraft ca rb con
sisting of a primary barrel and a sl ightly larg er
seco ndary barrel. When the primary barrel is
about two thirds open, a slotted plate on the
throttl e shaft engages th e second ary thro ttle
shaf t whi ch cranks open the second ary . Th is
mechanism is covered and out of sigh t. It gives
much the same action as a Holley four-b arre l
w ith mechanical secondar ies.
Cortinas im ported into thi s cou ntry with the
GT engine use a smog pump t hat robs the
engine of fo ur horsepower. If you in stall GT
equ ip ment on your Capri, th ere is no rea son
to install th e pump, and in fact the Capri's
head does not have the holes for th e pump
manifold. Both the Cortina GT's and th e
Capri's have positive crankcase ventilation
(PCV ). Do not disconnect this. If it is discon
nected an d left unp lugged , the engine will not
idl e below 2000 rpm. If it is disconnect ed and
plugged, it will th orough ly mix up th e ca r
buetor air fuel mix ture at lower rpm . T o rej et
32. PERFO RMANCE GUIDE
the com pli caled Webe r fuel and air systems to
correct thi s situatio n, you would need an ex
haust gas ana lyzer and' a good chassi s dy no. If
you in tend to use high rpm fo r extended peri
ods, add a good breath er to the rocker cove r.
The sum p holds on ly four quarts (actu ally
on ly 3'l4 quarts) of oi l. After traveli ng for a
few m inutes over 100 mph in a mod ified
Capri, t wo qua rts of tha t oil will be in the
ro cker cover, if yo u do not have a breat her to
allow it to drai n.
Perhaps 94 horsepower at 5600 does not seem
like enough to you. Well. there is more avail
able. Engli sh Ford' s com petition department
has bee n designing and making hop-up equip
ment for t his eng ine for years before Autolite
ever thou ght of Muscle Parts. Othe rs have
built speed parts f or this engine to o , but
whereas Cosworth, Hoblay, Martin and the
rest were putting t ogether hell for leather, go
for brok e, racing eq uipment that has given
thi s engine more international competition
victorie s in both sedans and single sea t race rs
than any other engine in hi story . Ford's co m
pet it ion department bllil ds speed parts that
are qu ite str eetab le. This equipment is no
longer so ld direct ly by English Ford in th is
country, but it is handled th rough Robert
Wink lemann Ra cing Ltd . This line of equip
ment starts out with fai rl y mi ld road accessor
ies such as modified GT intake manifold that
will ta ke a Weber downdraft two-barrel with
40 mm. bores instead of the stock GT 32 mm.
bores. When combi ned with one of their street
cams, and maybe their 0.060-inch oversize pis
tons, this carburetor and man ifold would
make a Capri shake up the V8 crowd.
From this point the eq uipment gets wilder
and less suited to every day road use. T he
nex t step is a manifo ld t hat takes two dual
th roat , si de draft, 40 DCOE Webers. Each bar
rel on these carburetors with its own f uel and
air ci rcuitry . All each barrel shares is th e fue l
bowl and the throttle shaft . There are f ou r car
buretor throats and four cy linde rs, and each
carburetor bore is as large as the intake va lve.
That is wha t we ca ll breath ing. Su rpri singly,
this set-up is very good on the street, if you
do not choose too wild a camshaft.
T o strengthen the engine, we can add steel
CAPRI GT EQUIPMENT
Part
English Ford
Part Number
GT piston, pin,
and ring assy.
3.1875 inch
2731E-6102-F
DORY 6102-0
GT piston, pin
and ring assy.
3.1877 inch
2731E6102-G
DORY 6102-E
GT piston pin
retainer
116E6140-A
DORY 6140-A
GT camshaft
116E6250-A
DORY 6250-8
Valve lifters
681 F6500-AA
DORY 6500-A
32 D FM Weber
701 F9510-DA
DORY 9510-A
GT intake
manifold
701 F9425-EA
GT exhaust
man ifold
701F9428-FA
main caps, special rod s and even a special
rocker shaft assembly . A t very high rpm and
very high power outputs, ro cke r shafts can
flex and rocke r stand s can break, losing
power, breaking parts and overst ressing the
m ire valve train . If you do not beli eve it, ask
anyone who runs a bl own f uel burn ing
Chrysler. Modified Capri engines f requently
turn rpm' s that no other st ock block engine
have gone-in one piece l T o d o this you need
a stable valve gea r.
T o increase reliabili ty and power sti ll more,
you can get dry sump lubrication, forged pis
tons, a tuftrided cran ksha ft and a fully re
worked head. A Capri w ith all this shou ld pu ll
more than 140 horsepower at over 7000 rpm,
and should be tough enough fo r long distance
races; if you put it together rig ht. In 1963,
Jim Haynes, the nati ona l formu la junior
champion that year, ran a modified Austi n
Healey Sprite engi ne and then sw itched to a
five main bearing Engli sh Ford Cortin a eng ine.
He fo und t hat not on ly did t he GT engi ne give
him more power , but that it was a great deal
more durable. With the Sprite engine, he was
forced to replace both bearings and crank shaft
every 100 racing miles when he used a 7500
rpm redline. With the GT eng ine, he cou ld go
500 rough com petiti on mi les between bear
ings, and a crank wou ld last all seaso n in spite
of rai sing hi s redline to 8800 rpm. If 500
miles does not seem f ar to you , cou nt the cars
that fai l to finish at the Indianap olis 500 or
the Dayt ona 500. When they are b uilt right
and used rig ht, Capri engines are as t ough as
any racing engine in the w orld.
Since those days, performan ce durability has
improved still more. All early speed work was
d one with production cast-iron cran kshaf ts.
Even today, a caref ull y prepared, tuftrided or
hard chromed cast-iron crank is all that you
need up to 8500 rpm. If you want to turn
faste r th an that, you should invest in a special
forged st ee l racing crank. They are expensive,
but lhey Will ho ld together ill tantas lic revs. A
few yea rs ago, Cosworth in England constr uc
ted some Cortina engines with specia l short
stro ke cranks an d specia l heads. From a tiny
61.5·cubic-i nches (997 cc) they even tuall y
pulled 140 horsepower at 9600 r pm, and the
dr ivers frequentl y revved them to 10,500 rpm.
That is certainly pr oof of the rugged ness of
these racing cranks.
Probab ly a great dea l mo re powe r cou ld have
been dragged out of th e push rod Cap ri eng ine,
but in 1962, a special head for the earl y GT
block w as developed in secret by Lotus and
Cosworth in conjunction with F ord Motor
Com pany. I his new dO Ubl e -o\l,:rrlTeao-C"aml-""I--;:-:7;;-=::;::::-=:--:-::-::::-;:-:-:7"-::;--::;-~~-:---------;-_"""~-:--:-_---'_,--_______
cams dominated. In particular, the Cortinas of
head made the push rod engine obso lete for all
3/16 inches and a strok e of 2 7/8 inches.
out, full house competition in the same way
Street Lotus eng ines are bored out to 3 1/4
A lan Moffat an d Jim Adams gave nightmares
inches to give 95.1 cubic inches (1558 cC),
the Dodge and Plymouth 426 Hemi sup
to owners of 289 Mustangs, 273 Darts and
and race engines go to 3.29 Inches for 9 7 .4
planted their 426 wedge and the Ford cammer
Barracudas, and 283 Chevy II's. In 1967
cu bic-inch es (1 594 ccl. T he later 1600 cc
Eng lish Ford w ith drew fro m racing to make
repl aced the ir 427 wedge.
engine used in the Capri has a longer 3 1/ 16
way for the Mustang and Cougar fact ory
teams, but the work on t win cams contin ued
inches stroke and a higher block so the Lotus
The Lotus twin cam is a cha in d riven, over
pa rts wi ll not f it. H owever there are plenty of
in th e hands of dozens of small engine build
head cam , al l aluminum, hem i head racing de
Lotus
engines
in
th
is
country,
and
they
w
ill
ers.
The first racing twin cams used 40 DCOE
sign by Harr y Mundy. The basic head and tim
bolt ri ght into your Capri!
Webers similar to th ose used on street ver
ing covers are made by the J. A. Prest wick
sions. Soon, racers added larger 45 DCOE
Company th at m akes the famous JA P motor
Originally
Cosworth
assembl
ed
both
the
street
Webers, and now the hottest engines have the
cycle speedway eng ines . These components
T elacamit-J ackson fuel inj ecti on. Since th e
and ra ce Lotus engines, but now the st reet
are fitted on careful ly selected early GT
engines are built by Engli sh Ford and the race
bl ock and lower end is f rom the stock Eng lish
b locks. The early GT engine had a bore of 3
engines are bu i lt by BRM, the famous Grand
Ford eng ine, the same equ ipment used to beef
up push rod Capris is also used to strengthen
Prix engine m akers.
twin cams. You won't find these engines in the
Ford uses the st ree t engi ne in its Lotus Cor
junkyard, but you ca n bu y them both new
tina and its Lotus uses it in its Lotus El an.
and used if you want t o pay the pr ice.
The earl y eng ines were 105 horsepower, but
th e SE special equ ipment package in creased
There may be st ill wilder things to come for
th is to 11 5 horsepower at a moderate 5700
Capris. Cosworth, after th ey stopped prod uc
rp m. The street Lotus eng ine has an igniti on
ing twin cams, received a contract from F ord
governor that cuts out the spar k at 6500 rpm.
Motor Company fo r a 1600 cc Form ul a II four
In a Cap ri w ith stock gears, the Lotus engine
cy linde r and a 3000 cc Grand Pri x V8 based
wi ll hit 117 mph before the governor cuts in,
on th e 1600 cc Capri eng ine. The fou r cyl in
and it is ca pabl e of much more. If you look
de r wh ich used a stock cast-i ron Capri b lock
for one of these st reet engines in a jun kya rd,
has won just about every race it has entered
you wil l find it in a sleek Lo tus Elan o r in a
and th e V8 is the most successf ul grand prix
speci al white Cort ina with green str ipes and
engine in recent hist ory . N ow Coswort h and
LOlus em bl ems. The engine itself has a green
Ford have constructed a few Capris for off
or blue cam cove r with the word LOTU S in
road racing w ith the Ferguson fou r wheel
large si Iver letters. Most street eng ines have
drive system and t he 220 horsepower Formula
two 40 DCOE- 18 Webers, but the latest Lotus
II f our cyl inder. So far the cars have ra ced
onl y in England and Sweden, but wouldn't
Etans are fitted with two smog contro l SU
th ey m ake great Baja cars I Best of all for the
carbu retors. These street engines when they
Capri owner, Cosworth is working on a street
can be found usually go for about $500 in th e
version of th is Formula II engine th at wil l use
junk ya rd s, but the perfor mance gain over the
a toothed Gilme r belt instead of a chain to
st ock 70.5 horsepower engi ne is worth it.
dri ve th e overhead camshafts. The heart of
this eng ine is a twin cam cy li nder head that
T ile first of the racing twin cams was the Mar k
uses f ou r valves per cylinder. Th is gives better
X III Cosworth engine that put ou t a ver y im
breathing and lighter valves arid valve sp rings
pressive 140 horsepower at 6500. Notice that
for higher rpm. The first street engines are
the twin cam engines get much more power at
de
li vering 120 horsepoer whi ch is said t o give
a slight increase in rpm ove r th e pushrod
quarter m ile speeds over 90 mph.
engi nes. Thi s shows the greater efficiency of
the twin cam design. Next, BR M brought out
a 145 horsepower version that would drive an
English Ford sedan to 140 mph. Soon BRM
was getting 160 horsepower out of the little
fo ur , and F ord dec ided to enter Trans Ameri
ca n Sedan races in 1966. Where the courses
were fa irl y tight, the high windi ng, little twin
J4. PERFORMANCE GUIDE
There is a lot more that cou ld be sa id abo ut
performance equipment for the Capri, but
much of it is ava ilabl e only in Europe. It is just
a m atter of tim e until Americans improve on
the foreign techniqu es and deve lop a Capri
with perform ance as exciting as its sty ling.
PE RFORMANCE GUIDE. 35
DISC BRAKES FOR THE PINTO
n r
- -- - - - - '
Super efficient front binders are just what's needed on modified Pintos
The Pinto's new manua l di sc brake system is
availabl e on fron t wheels as an option. The
syst em is based on a design deve loped in
France by the Societe Anonyme DBA which
was modified for the Pinto by Ford and Ben
dix engineers. DBA is the largest overseas
manufacturin g subsidiary of The Bendix Cor
porati on, and the DBA Di sc Brake has become
the fastest growing automotive brake in the
wor ld based on production figu res.
The new brake is being produced in the
U.S.A. by the Bendix Hyd raulics Divi sion, the
firm's U. S. disc brake plant at St . Joseph,
Mich.
The basic DBA brake desig n principle is a sim
plifi ed one-cylinder sl idi ng cali per disc brake.
The Pinto brake system has only five major
components: the caliper anchor plate, the cal i
per housi.ng, the ventilated rotor disc and the
two shoe and lining assembly.
OPERATION
According to Ford and Bendix engineers, a
single inb oa rd hydraulic piston actuates the
floating caliper creat ing a clamping action on
the di sc. Torque is rea cted th rough the shoe
and lining assemblies and transmitted direct ly
to the " V" shaped anchor plate bolted to the
wheel spi ndl e. By separat ing the actuating and
braking fun ctions , lini ng life is improved.
Another advantage of the design is easy ser·
viceability. Upon removal of the wheel and
ti re, the ca liper can be easily removed for lin
ing replacement or inspection. It is not neces
sary to break any hydraulic connections nor
remove the hub and rotor assembly.
PERFORMAN CE GUIDE .37
PINTO POWER PROGRAM Basic mods for making the 2000 cc a 15-second honke r
n stock shape the 2000-cc Pinto usually trips
quarter-mi le clocks in the very high 17's at
mph . By ad cl ing a good set of tuned
ers y ou can expect performance in the
of 17.25 seconds at 78 to 79 mph.
The next step up involves jett ing, timing,
res and suspension. The stock carb can be
by using a # 54 dril l on the primary side
.055-inch and a # 53 drill for the secon
ies to get .0595-inch jett ing. The pump dis
rge nozz le can be drill ed out t o .003-inch.
nitial timi ng can be boosted to 12 degrees,
curve qui ckened and the retard port
1111111111111111111111
• PER FORMANCE GUIDE
blocked. A set of 6-inch wheels with D/70
tires, Spearco front and rear sway bars, Koni
shocks and super trick Ford 3.82 gears finish
it off. Following those mods you can expect
performance in the area of 17.10 seconds at
79-80 mph. Not exactly bad considering the
degree of modificat ions.
Now comes the good stuff. An Isky cam
rated at .465-inch I ift and 300 degrees dura
tion can breathe mucho new life into the mi ll.
It comes on strong at 3000 rpm and is good to
6500 rpm . For a little more compression a
head mill of .060-inch is in order along w ith a
change to colder Autolite BF-32 spark plugs
and a good capaci ti ve di scharge ignition like
the Phase III CD. Running open headers and
sans air cleaner you can expect times like
16.62 seconds at 82 mph. Starting to sound
interesting?
For the final play - an expensive one
the order calls for a full polish and port head
job wh ich includes the unshrouding of the
combustion chamber, installation of larger
va lves and seats and the knurling and reaming
of the valve gu ides for .001 -inch clearance.
The hot setup valves are the Mondello - he
mak es the head too - 1 3/4-in ch intakes and
1 9/ 16-inch exhausts made of sta inless steel
stock with 8-mm stem diameter . To bring up
the compression try a set of Jahns ll-to-1 pis
ton s. The jets wi ll have to be done over to
.059-inch on the primary and .0635-inch on
the secondary and .035-inch on the pump dis
charge nozzle. Timing can go t o 16 degrees
with total coming in at 36 degrees. Then you
can expect to di p into th e high 15's with trap
speeds in the 86 to 89 mph area. And, it's still
only two litres l
n1"IIII1I11111l\\1\\
PERFO RMANCE GUIDE . 39
BOW TO "G ET 1.·S-;-I-2O&r~H"P~~T
"
·
·1 ------~------"
WITHOUT REALLY TRYING!
Bolt"on goodies make it big on the Two"litre Pinto
Basi ca lly, you can get 115 to 120 dyno
horsepower from the 2000-cc Pinto by just
concentrating on carburetion, exhaust, cam
ming and a little head work . You don't have
to go all out for a lot of machine work or
tr i ck rad i ca I parts.
missions. There is a sl ight lope detectable at
idle, but overall smoo thness and good throttle
response are its main plus-features. It works
by itself but really benefits from carburetion
and camshaft increases. Matching spring kits
are available also from Spearco.
Let's sta rt with the cam. The stocker is a
mild affair so th i nk seriously of replacing it
with a hotter number . Spearco offers the
#1010 solid lifter stick rated at .440-inch lift
and 290 degrees duration which work s well
with the valves set at .0lD-inch. Thi s is an
all-purpose street and strip cam for 2000-cc
engines with either stick or automatic trans
While on the inside of mill it it's a good
time to check out th e head. For maximum
efficiency you need some port and polish
work, the deck height set at approximately
.040-i nch and the chambers cc'd at 4B-cc-per
chamber. The exhaust ports should be opened
up to an inside diameter of 1.40 inches. All
thi s works out for better breathing and a bal
anced compression ratio of 9.0B-to-l.
Spearco also offers a very neat equal run
ner four-barrel tuned intake manifold which
accepts the Holley #6299 quad rated at 390
cfm . This manifold offers a good low-end and
mid-range boost, plus boss power upstairs.
The mani fold is designed to allow the carbu
reto r to feed alternately from one primary
ven turi to the other every 1BO degrees of
cran kshaft travel. I n other words, it's a
l BO-degree design manifold as used on popu
lar big performance engines. The two ou tside
cy lin ders and the two inside cylinders feed off
sepa rate sides of the carb, duplicating the per
formance of two separate two-stage carbu
retors. The Holley carb, a beefy small four
barrel, offers good low-speed performance and
economy with the secondaries designed to
come in to play at approximately 4000 rpm.
. To finish off the breathing modifications
just bolt on a good set of headers. A neat set
with 1 1/2-inch diameter primary tubes (29 to
35 inches long depending upon modifications)
with 12-inch-long 2 3IB-inch collectors. Now
you're ready for some ser ious street running
without hurting touring-type eco nomy.
PERF ORMAN CE GUIDE .41
&rr.,J:!,U"UUUA.I:!,
" u au~
,
~~
d -
<_
Parts, pieces and prices - all for the Pinto and Capri motors
Endurance Racing Enterprises P.O. Box 266 Dept . PH -3 Herm osa Beach, Calif. 90250 oni shocks: Pinto front #80A2165 $49.00
., Pinto rear, #80-2167 $47 .00 pro Capri
#82P-1627 $79.00 pr., Capri rear
1 $49 .00 pro
Pinto 7/8-in . front with Teflon bushings
00, 13/16-in. rear (incl udes traction bars)
00.
ENGINE KITS
ERE offers 4 stages of tun e for 2000cc. Stage
I includes tubing headers, si li co ne so lid core
igniti on wire and instructi ons f or rejetting
carbo $53.75. Stage II inc ludes number I plus
compe t ition ex haust system (in shop- in
sta ll ed ) $86.70, kit $76.75. Stage III incl udes
I and II plus com petiti on camshaft, valve
spri ngs, milled head (0.060-in.) w ith 9.0.1
compression ratio, reset distributor advance ,
rejet carburetor, po lished ports and specia l
head gasket. $362 .75 Weber intake manifold
$65.00 Weber 45DCOE carbs $82.50 ea.
Pist ons for 1600cc engine; stock GT, $50.00
set , 1600cc (0.030-in.) $75.00, forged racing
pist ons $150, 1700cc forged $200 (all include
ri ngs and pins ) gas f lowed 1600cc cy li nder
head w ith va lves and sp rings $150.00. Com
42. PERF ORMANCE GUIDE
plete 1700cc Pinto eng ine (1 55 b hp guaran
tee) w ith f orged pist ons, dual Webers, high
perform ance clutch and fl ywhee l $950.00 ex
change.
HEADS
Gas fl owed 1600cc cyl inder head with va lves
and sp rings $150.00. Port and poli sh 2000 cc
cyl inder head $45.00.
IN DUCTION
Intake manifold f or 2000cc to accept dual Weber ca rburet ors $75.00, 45DCOE Weber carbs $82 .50 ea. Manifold for 1600cc t o accept dual Webers $75.00. Modify stock 2000cc intake manifold t o accept larger, modified Weber carburetor $117.00. EXHAUST
T ulling exh aust headers for 1600 and 2000cc
Pinto and Capri $49.50 alumi ni zed $15 .00
add itional. Competition exhaust system (in
shop on ly ) $35.00.
Holley R 1850 4V ca rburet or and man ifo ld f or Capri $190.00. A ir cleaner and el ement to fit $10.50. CAMS & KITS Competition camshaft for 2000 $32.00 ex
change high rpm va lve sp ring s $50.00. Cam springs and lifters f or 1600 $ 135.00. o
0
00
0000
'tt,','.
RACE PARTS &
DRIVE TRAIN
Acroqu ip brake lines for Capri $24.95. Oil
;ool er for Pinto and Capri 1600 and 2000cc
$39 .50 Capri 2300cc and 2600cc $49 .9 5.
Fiberglass body components for Capri: hood
$65 .00, deck $60.00, air dam (front spoiler)
$35 .00, bumpers $35.00. Plex ig las wi nd ows:
w indshi el d $100.00 . rear $45.00 , quarter (2 )
$45. Door w indows availab le. Su mp sh ield s
for Capri steel $30.00, aluminum $50.00.
Sump shi eld f o r Pin to; steel 14 lb. $19.50,
aluminum 3 lb. $69 .50 or magnesium 1.5 lb.
$ 129 .30. Rear ax le Shields Pinto $23.00.
Capr i $20.00. Oversize fuel tank 110 liters
w i til cap and brackets $ 125.00.
Steel tu bing sea t to fit Pinto co mplete $79 .50.
Lightened and balanced fl ywheel f or 1600
Capri $20. Aluminum fl y wheel $90.00.
SPEARCO 2054 Broadway Dept. PH-3 Santa M onica, Ca lif . 90404 SHOCKS
Ariston ad justable shocks , heavy duty Pinto
f ront $49.60, Pinto rear $53.00. Ari ston com
peti tion shocks fron t $58.50 , rear $62.40.
SWAY BARS
Pinto %-in. front $30.00, 5/8-in. fr ont $35.00,
7/1 6-in. rear $30.00, %-in. rear $35.00 .
INDUCTION
I ndu cti on system for 2000cc with 390 CFM
Ho ll ey carburetor, aluminum intake manifold
and li nkage $189.65.
CAMS & KITS
Ra ll y camshaft for 2000cc #1010 $70.00 ,
T rans-Am camsha ft (use with 4 speed on ly)
$70.00, valve sp ri ngs (for use above 6500
rpm) and retainers $48.00, rocker ar ms (st ock
Ford part) $36.00 set of eight.
MISC.
Mallory dual poi nt distributor $40 .00 , rear
traction control kit $55.00, finned aluminum
va lve cover $48.00, air cleaner $3600, timing
belt cover $32.00, side stripes $26.00 .
For '72%there are some mini surprises for Pinto enth usiasts
THE FORD Pinto has added t o its lineup a
72% station wagon featuring more ca rgo
volume than major com peting sub-compact
wagons on the domesti c market. It's offered
as a station wagon or a Pinto Squire and is
id ea l as a utility vehicle, a family wag o n or as
a fun car for surfers or skiers. A two-door
model, the Pinto stat ion wagon is almost 10
inches longer than 153-inch two- and three
doo r Pintos. The lift-up tailgate ope ns t o a
cargo area of 50.5 cubic feet. The spa re t ire is
stored below~the ca rg o floor f o r easy loading
and flat storage.
When eq u ipped with the proper frame-type
hitch, the Pinto st ation wagon ca n pull a
loaded trailer weighing up to 800 pounds with
a t ongue loa d of 100 pounds.
The wagon's standard engine is Ford's
2000-cc (121 .5-cubic-inch) overhead-cam
fo ur-cy linder engine which is op tional in th e
1972 two- and th ree-door Pintos. Standard
transmission is a fully synchronized, four
speed manual. During engineering test drives,
thi s powertrain combination delivered more
than 20 m iles per ga llon.
T he Pinto station wago n's braking system
consists of manual discs in front and drums in
the rear. The discs are opt iona l with other
Pi ntos. The rear brakes, however, feature a
new ni ne-i nch by one-and-th ree-quarter-inch
drum assembly. This compares with nine-inch
by one-and-one-na lf-inch co nventiona l rear
drum brakes on other Pintos. The larger
station wagon brake assemblies make max i
mum use of the drum for greater stopping
power for the heavier wagon. Rear drums are
finned for better brake coo l ing.
Th e fro nt suspensi on feat ures Pinto's
standard coi l spring on the lower arm, and an
added .80- inch-di ameter stabil izer bar to equal
the handling qualities of other Pintos. This bar
is designed to offset effects of the wagon's
heavier rear loa d, and cross forces exerted on
the larger wagon profi le. The wagon 's Hotch
kiss rear suspension features 50-inch rear
springs with five leaves. Also, the rear spring
front eye is set low to give the wagon im
proved directi onal stabi lity . The wagon 's stan
dard A 78 x 13 non-belted tires are mounted
on 13-by-5- inch wheel s to accommodate the
wagon' s load-carry ing capacity.
.
...
Besides adding an attractive and spacious
station wagon to its lineup, th e Ford Pinto is
rece iving product improvements and added
options f or 1972Y2 . Included are Improved rid e
and so und -absorption packages in al l Pintos.
Among new opti ons are a sunroof, Sport s
Accent Group, vinyl roof for the three-door
Runabout mode l, leather-wrapped steering
wheel and an electrically heated back lite.
Pinto now has a softer ride with the addi
t ion of an extra leaf sp ri ng to th e rea r suspen
sion. There also is a new seat design with a
revised sew and tr im styl e that thickens the
seat for more passenger comfort. Sound- and
vibr ati on-absorption qualities of the instru
ment pane l, body structure, suspension , ex
haust system, steering and powertrain are im
proved.
Other improvements include a new, longer
armrest with an integral pull handl e and new
door release lever; an enc losed loc kable gl ove
box, a cigar li ghter and A 78 x 13 tires as stan
dard eq uipment. The larger tires are design ed
46. PERF ORMANC E GUIDE
mp
fort.
In ad diti on t o th ese improvements for all
Pintos, a number of options now offer a wide r
choice to Pinto buyers. One is a sunroof, avail
able for the fir st time on Pinto . The sliding
metal roo f is operated by a hand cran k reces
sed in th e head liner, and can be locked into
place w hen not in use. It is available on the
t wo-door sedan and three-door Run about
with or w ithout a vinyl roof .
Another new option is the Sports Acce nt
Group, a colorful t wo-tone appearance pack
age ava ilabl e in wh ite and orange, or w hite
and avocado. The cont rasting exterior co lor is
located in th e lower bodyside, front and rear
valance panels, and th e viny l color-keyed roof.
Inside, the co lor-keyed Lu xu ry Decor Group
featu res Manston cloth seat inserts in orange
or avocado, and deep-cut pile carpeting .
T he Vinyl roof option, formerly available
onl y on two-door seda ns, now is available also
on the Run abo ut. The roof is similar in color
and grain to that of the two-door sedan. How
ever, it has unique molding on the "C" pillar
and roof which gives it a "halo" ro of appear
ance. An option wh ich will add a sporti er
appearance to any Pinto is a leather-w rap ped
steering w hee l. Ava il ab le on the t wo-spoke
deluxe w hee l with co lor-keyed perforated
leather , th e covering is w rapped around th e
rim and sewn with a fine hidden stitch.
There's also a Sprint Decor Package ava il
ab le on a limited number of Pintos. The cars
feature paint and trim packages with a red,
white and blue theme. Each car carries a
specia l "U .S .A." emblem on the rear quarter
pan els.
TWO -LITRE PINTO POWER PLAT Sim ple mods for the mini that make it on the street and strip
ONE of the plus-features of working on a
Two- Litre Pinto engi ne is that it responds so
well to minor changes and tuning modifica
ti ons. Just by making a few very basic alter
ations you can turn a Pinto into a very
respectable street performer which, when
properly suspended, can show many an ex
pensive imported sports car the quick way
home.
First let's look into camming. The st ock
overh ead st ick isn't much t o w rite home
about and shou ld really be ch anged for more
perf orman ce. A good number is the Isky #465
which off ers 20 degrees more duration than
stock for a total of 300 degrees and .065-i nch
more lift f or a grand total of .465-inch. With
the valves set at .01O-inch (cold) the engine
w ill idl e between 900 and 1000 rpm and offer
Each car includes the same basic features:
• red, white and blue tu-tone exterior with
"U.S.A." emblems
• white hood with b lu e inserts and red accent
stripes
• blue lower bodysid e and back panel, with
red accents
• white du al racing mirrors
• bench or bucket seats, whichever is stan
dard in that car line, w ith co lor-keye d seats
and carpet
• trim rings w ith co lor-keyed hub caps and
white sidewall tires
(lood low-end response in addition to top-end
pulling power.
To install the c<!m you'll need a #01 FZ
605 1-A head gaske t , .:to I FZ -944 1-A stock i n
tak e manifold gasket, a new set of rocker arms
(cam followers #0IFZ-6564-A), assemb ly
lube, break -in concentrate and a F ord h ead
removal tool ~T 7IP-6065-A A ll parts num
bers are of Ford origin. Header gaskets are
needed but they can be found in th e box with
the custom headers we're recomm ending. Th e
same goes for the intak e system .
You need a spec ial head removal t ool as
this engine does not have hex-head bolts. The
bolts used are round-head affairs with a 12
point drive configura ti on. When replacing the
head it must be torqued in proper sequence to
35, 50 and 75 foot pounds and then t o 80
foo t pounds after a basic wa rmup ..
For an in take system we tried out the new
Offy dual-port four-barrel se tup with a Carter
,, 3769-S Carter quad with .0492-inch primary
Jel ting (#120-181) and the special linkage kit
which services the offset quad. T he manifold
has a two primary venturi layout feeding the
lower primary ports and the seco ndaries feed
ing the upper secondary ports when they're
cut in.
F or more compression you can ei ther mi II
.060-inch for one more point or go for forged
domed high compression pistons. We chose
the head mill to keep costs down.
Finishing off the setu p with a Hooker
header and muffl er assembly and a recali
brated igniti on system with a Phase I I I CD
unit. Everything work ed out boss with 12
degrees initial timing and the Autolite BTF-31
plugs gapped at .030 to .040-inch. Without
the CD unit .030-inch is the way to go.
Conservatively speaking we picked up
approximatel y 30 honest horsepower over
stock w hich proved out quite wel l on the drag
strip. I n stock shape the car ran 78.40 t o
76.50 mph in 17.32 t o 17.54 seconds, After
mods it ran 15.86 to 16.0 seconds w ith trap
speeds running from 85.50 t o 84.10 mph. N ot
exactly bad cons idering the extent of the re
working.
PERFORMA NCEG_UIDE .49
2.0 liter Pinto Engine Faatures • Overhead camshaft
• Crossflow cylinder head
• High volume ports-flows in ex cess of 24 0 cf m intakes
-flows in excess of 190 cfm exhausts
• l arge "staggered" va lves- l .65" dia. intakes
- 1.42" dia. exhausts
• Strong lower end w ith w ide bearing journals
• High capacity, h igh pressure oil pump
.7000 rpm capabili ty in stoc k trim '
Parts Ava ilabil ity
•
•
•
•
DIFZ-6 250-E cam with 0.415" lif t
0 I F Z-6 250-F cam with 0.450" lift
DI F Z·94 25-0 dual 2V intake manifo ld
01F Z·951 0-G 2V side-draft Oe llorto carburetor
look At Some of.. the Competition
it Has Already Seen
The high revving 2.0 liter Pinto engine is a cinch to run
strong in, drag racing "Gasser" classes and p ut the squeeze
on machines like the VW, Opel and Porsch e. Mea nwhile, on
the oval tracks, it has already made a name for itself. People
like Gary Manley are running strong in the 2.5 Challenge
Trans Am SCCA circuit, while men like Carson Baird and
Jerry Walsh are finding success at the IMSA "Baby
Grand" races.
50.
PERFO RMANCE GUIDE

PLUSCAPRI ·

Transcription

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