Ford Pinto engine
At the beginning of 1984, Ford Pinto engine displacement range switched from 1.3/1.6/2.0 to 1.6/1.8/2.0. The newly introduced 1.8 L engine used the 2.0 L crankshaft, so to uniform engine parts for the whole range after dropping the 1.3 L — the 1.6 L was redesigned to also take the 2.0 L crankshaft which had a stroke. This of course led to bringing the bore down to to keep the displacement within range — it was now 1598 cc. The TL16E became now the only available 1.6 L engine of the Pinto range. Although the compression ratio was raised to 9.5:1, the power figures did not differ much from the earlier TL16H version — the engine developed of power and of torque.
This engine is sometimes referred to as 1.6 E-Max engine.
Ford Pinto
In 1973, Ford's Environmental and Safety Engineering division developed a cost-benefit analysis entitled "Fatalities Associated with Crash Induced Fuel Leakage and Fires" for submission to the NHTSA in support of Ford's objection to proposed stronger fuel system regulation. The document became known as the "Pinto Memo". Cost-benefit analysis was one tool used in the evaluation of safety design decisions accepted by the industry and the NHTSA. The analysis compared the cost of repairs to the societal costs for injuries and deaths related to fires in cases of vehicle rollovers for all cars sold in the US by all manufacturers. The values assigned to serious burn injuries and loss of life were based on values calculated by NHTSA in 1972. In the memo Ford estimated the cost of fuel system modifications to reduce fire risks in rollover events to be $11 per car across 12.5 million cars and light trucks (all manufacturers), for a total of $137 million. The design changes were estimated to save 180 burn deaths and 180 serious injuries per year, a cost to society of $49.5 million.