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.
Dino 206 GT and 246 GT
Later Fiat Dinos also used the 2.4L engine, although significantly fewer were produced with this engine.
Calls for more power were answered with the Dino 246 65° V6 engine, DOHC 2 valves per cylinder 9.0:1 compression ratio, iron block with alloy heads. It produced at 7,600 rpm and at 5,500 rpm of torque, and was available as a fixed-top "GT" coupé or, after 1971, an open Spyder "GTS". A detuned American version had an exhaust air pump, and timing changes which created . The GT had 3X2-barrel 40 DCNF/6 or 40 DCNF/7 Weber carburetors. For the 246 a new version of the Dinoplex ignition was deployed, the more compact Magneti Marelli AEC103A system.