Did the Ford Pinto ever come in automatic transmission?
Ford Pinto
Offered with an inline-4 engine and bucket seats the Pinto's mechanical design was conventional, with unibody construction, a longitudinally mounted engine in front driving the rear wheels through either a manual or automatic transmission and live axle rear end. Suspension was by unequal-length control arms with front coil springs; the live rear axle was suspended on leaf springs. The rack and pinion steering had optional power assist, as did the brakes.
Ford Pinto
On February 24, 1972, the Pinto station wagon debuted with an overall length of and of cargo volume. The first 2-door Ford station wagon since the 1965 Falcon, the Pinto wagon was equipped with flip-open rear quarter windows. Along with front disc brakes, the 2.0L engine was standard equipment. A "Pinto Squire" wagon featured faux wood side paneling similar to the full-size Country Squire.
Pontiac Fiero
All automatic-equipped Fieros were equipped with the three-speed Turbo-Hydramatic 125 with torque converter lockup.
Automatic transmission final drive ratios:All four-speed manual transmissions were built at the Muncie, Indiana Allison plant. The 1984 production line saw two transmissions, a performance four-speed with a final drive ratio of 4.10, and an economy four-speed with a final drive ratio of 3.32. The V6 on the 1985 model and part of the 1986 production year came with a four-speed with a final drive ratio of 3.65. The lower-geared 4.10 four-speed transmission showed improved acceleration, but sacrificed fuel economy.
History of Ford Motor Company
In September 1971 the Ford Motor Company launched the Pinto for the North American market. The car's fuel tank integrity is alleged to have been substandard for the time, making the car inordinately susceptible to fuel tank ruptures in rear impact collisions. An article published in "Mother Jones" contributed to a public controversy by saying that Ford knowingly released a design that would result in hundreds of deaths as well as calculating that it was cheaper to fight injury claims in court than make changes to the Pinto's fuel system. Public outcry related to the controversy and the Mother Jones article created political pressure on the National Highway Traffic Safety Administration which initialed an investigation. The result of the investigation was the issuing a determination that the Pinto and related Mercury Bobcat were defective. This resulted in Ford recalling 1.5 million Pintos and Bobcats, the largest automotive recall to date. Two notable legal cases, Grimshaw v. Ford Motor Company and State of Indiana v. Ford Motor Company are the result of accident related fuel system fires. The Grimshaw jury awarded the plaintiffs $127 million, the largest product liability and negligence award in history at that time; the trial judge reduced the jury award to $6 million. "Indiana v. Ford" was the first time a corporation indicted on criminal charges for a defective product, the Ford Pinto, and the first corporation charged with reckless homicide. The case resulted in a not guilty verdict. Subsequent research has discredited early fatality figures and indicate the Pinto's overall fire safety record was typical for subcompacts of the time.
Ford Pinto engine
Initially, the had a bore of and shared the crankshaft with the 1.3 L model with a stroke of giving the displacement of 1593 cc.
The TL16L had a compression ratio of 8.2:1 and developed of power and of torque depending on the carburettor and application. As the 1.3 L model, it used the Motorcraft 1V and, later, the Motorcraft VV carburetors. The engine code of the low compression variant started with 'LA'.
Ford AOD transmission
The AOD (automatic overdrive) is a four-speed automatic transmission with overdrive. Introduced in 1980, it was Ford's first four-speed automatic overdrive transmission. The gearset design is based on the Ford "X" automatic transmissions used during the 1950s, 60s, and 70s. The AOD replaced many of Ford's older transmissions such as the C4, C5, and light duty applications of the FMX.
Mitsubishi FTO
Prior to the arrival of the 1994 front-wheel drive FTO, which inherited the 'FTO' tag, was the Mitsubishi Galant Coupé FTO. A rear-wheel drive coupe produced by Japanese automaker Mitsubishi Motors from November 1971 to March 1975.[1] "FTO" was meant to stand for Fresco Turismo Omologato, in a fine example of Japanese Italian (or 'Fresh Touring Origination' in English). This compact Coupé FTO can effectively be seen as a replacement for the earlier Mitsubishi Colt 11-F Super Sports.
Ford F-Series (sixth generation)
Like Ford Australia, Ford Motor Argentina assembled CKD F-series kits and fitted their own engines. These were the Ford Motor Argentina cast and assembled straight-six and Y-Block V8 along with Perkins 4-cylinder diesels.
The F-100 was available with three engine choices, the 221CID "Econ" straight-six, the 292CID Y-Block V8 and a 203CID Perkins 4 cylinder diesel. The only transmission on offer was a 3-speed manual.
John Deere Powershift transmission
The John Deere PowerShift transmission was an eight-speed automatic transmission without a torque converter, used in John Deere tractors, including the iconic John Deere Model 4020. The Powershift is not to be confused with similar John Deere transmissions (including the Quad-Range and the PowrQuad), or with the Ford Ultra Command Powershift or the Allis Chalmers Power Director. The PowerShift was dropped in favor of the PowrQuad during the 1980s, and reintroduced in the 90s as a 16-speed model built by Funk, a company which was eventually purchased by John Deere. The 16-speed version was also used in the Ford 8630 series tractors as an 18-speed Funk Ultra Command.
Ford Transit
In Europe the VE83 Transit was available up to 2000, but in Vietnam it was built up to 2003 when it was exchanged in June for the new generation.
The Transit, introduced in July 2000, was the third all-new design, and borrowed styling cues from Ford's "New Edge" designs, like the Focus and Ka. Developed by Ford in the United States, the main innovation is that it is available in either front- or rear-wheel drive. Ford nomenclature makes this the V184 (rear-wheel-drive) or V185 (front-wheel-drive) model. This model features the "Puma"-type Duratorq turbo diesel engine also used in the 2000 Mondeo and Jaguar X-Type, with the petrol versions moving up to the 2.3 L 16-Valve edition of the straight-4 engine. With this engine, the Transit can reach in 21 seconds and reach a top speed of , returning it to car-like performance as claimed for the earliest models. A demonstration of this model's speed was shown in series 6 of "Top Gear" in 2005, where German race driver Sabine Schmitz attempted to drive it around the Nürburgring in under ten minutes, matching Jeremy Clarkson's time in a turbodiesel Jaguar S-Type; she was unsuccessful, marking her fastest lap at 10m 8s.
Ford Bronco
To lower production costs, at its launch, the Bronco was offered solely with a 3-speed column-shifted manual transmission (with a floor-mounted shifter later becoming an option). In 1973, in response to buyer demand, a 3-speed automatic transmission became offered as an option.
Automatic Drive
Automatic Drive, which combined a three-speed planetary gearset and a lock-up torque converter, debuted in early 1950 as a $201 option on all Studebaker models. Ford, which was without an automatic transmission in 1950, approached Studebaker about buying Automatic Drive units. Studebaker's management refused and thereby lost out on what could have been significant "plus" business.
Ford Transit
Outside of North America, much of the Transit engine lineup and drivetrain configurations are retained from the previous generation. For the United States and Canada, the four cylinder engines and manual transmission are not offered; in these markets only the 180-hp 3.2L Duratorq I5 diesel (branded as a PowerStroke) is shared with global-market models. For North America, the standard engine is a 275-hp 3.7L Ti-VCT V6 (shared with the F-Series and Police Interceptor version of the Ford Explorer) and an optional 320-hp 3.5L EcoBoost V6 shared with the F-150 and D3-platform vehicles. All versions in North America are specified with a 6-speed automatic transmission and rear-wheel drivetrain. The 3.7L Ti-VCT V6 can be converted to run on compressed natural gas or liquefied petroleum gas with an optional Gaseous Engine Prep Package. In North America, 4x4 conversions are done through factory-supported third party installers.
Manual transmission
A majority of American-spec vehicles sold in the U.S. and Canada had a 3-speed column-mounted shifter—the first generation Chevrolet/GMC vans of 1964-70 vintage had an ultra-rare 4-speed column shifter. The column-mounted manual shifter disappeared in North America by the mid-1980s, last appearing in the 1987 Chevrolet pickup truck. Prior to 1980, the GM X platform compacts (Chevrolet Nova and its rebadged corporate clones) were the final passenger cars to have a column-mounted manual shifter. Outside North America, the column-mounted shifter remained in production. All Toyota Crown and Nissan Cedric taxis in Hong Kong had the 4-speed column shift until 1999 when automatic transmissions were first offered. Since the late 1980s or early 1990s, a 5-speed column shifter has been offered in some vans sold in Asia and Europe, such as Toyota Hiace, Mitsubishi L400 and the first-gen Fiat Ducato.
Ford Cortina
The early Mark III Cortinas came with the same 1300 and 1600cc engines as the Mark II Cortinas, except for the 1600cc GXL. These engines are known as the Kent, crossflow engine or over head valve (OHV) engine. There was also the introduction of the 2000 cc engine, the single overhead cam engine, now known as the Pinto engine. The OHV "Kent" unit was fitted with a single choke carburetor and was used for the early models up to GT trim, the SOHC twin choke carburetor "Pinto" unit was used for the GT and GXL models. The GXL was also offered in 1600 in the later Cortina Mark IIIs.
Mercury (automobile)
For the first time, Canadian Mercury dealers marketed a rebadged version of the Ford Pinto called the Bobcat offered in all of the same body styles and trim levels as the Pinto.
Ford Pinto engine
The Pinto engine was available in five displacements: , earlier , later , and the .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.
Ford Taunus TC
In July 1982 European production of the Taunus TC3/Cortina 80 ceased; it was replaced in October by the Ford Sierra. The Sierra carried over the Cortina/Taunus OHC Pinto engines and "conventional" rear-wheel drive configuration but was otherwise an all new car with independent suspension all round.
Ford Pinto engine
Although Ford marked its standard 2.0 L engine as HC, it actually uses engine codes meant for the 'increased performance variant' engines (coding starting with 'NE'), these have a compression ratio of to 9.2:1.
This engine used different carburettor models across the years:
Ford Pinto
In 1974, the "OHC" I4 engine was introduced. This engine would be updated and modified several times, allowing it to remain in production into 1997. Among other Ford vehicles, a turbocharged version of this engine would later power the performance based Thunderbird Turbo Coupe, Mustang SVO, and the European-built Merkur XR4Ti.
Ford I4 DOHC engine
The engine was originally designed to replace the 2.0 L OHC Pinto engine, derivatives of which had powered most of Ford's four-cylinder rear-wheel drive cars since the early 1970s, and which was by that time lagging behind the competition in terms of power output, efficiency and refinement. Equipped with a newly designed twin-cam cylinder head but still only 8 valves, and a "square" 86x86mm bore and stroke, the new I4 was launched in the Ford Sierra and Scorpio, mated to either the also new all-synchromesh MT-75 5-speed manual transmission or the existing A4LD four-speed automatic. The engine received mixed reviews, being seen as an improvement over the Pinto, but not the leap forward one might have expected.
Steering
BMW began to use rack and pinion steering systems in the 1930s, and many other European manufacturers adopted the technology. American automakers adopted rack and pinion steering beginning with the 1974 Ford Pinto.
Ford Pinto
1980 marked the end of the Pinto's production run. For 1980, the V6 engine was discontinued, leaving the 2.3L as the sole engine.
Ford C3 transmission
The Bordeaux Automatic Transmission Plant, in Blanquefort, France (in the Bordeaux metropolitan area) produces automatic transmissions for a variety of rear-wheel drive vehicles. The facility opened in 1973 and was shortly followed by an expansion, the Bordeaux Transaxle Plant, in 1976 to focus on automatic transmissions for front-wheel drive Fords. Bordeaux Automatic Transmission's first product was the C3 3-speed automatic transmission for the Ford Pinto. The C3 design was succeeded by the A4LD 4-speed automatic during the mid-1980s and was in turn succeeded by the 4R44 and 4R55 4-speed automatics during the mid-1990s. The Bordeaux Automatic Transmission Plant's current products are the 5R44 and 5R55 5-speed automatic transmissions.
Ford Ranch Wagon
Ford wagons ceased to be a separate series when they were redesigned for 1969, officially becoming part of the respective series on which they were based; thus that year's base Ranch Wagon was now a member of the low-end Custom series. In 1970, for the first time, all Ranch Wagons were powered by a V8. A three-speed manual transmission continued as standard through the 1971 model year, with all cars fitted with a SelectShift automatic transmission starting with the 1972 models.
Ford PowerShift transmission
The Ford PowerShift is a six-speed dual clutch semi-automatic transmission produced by the Ford Motor Company. The Ford PowerShift gearboxes are built by Getrag Ford Transmissions, a joint-venture with Getrag. PowerShift improves fuel efficiency by as much as 10 percent when compared to a conventional automatic transmission.
Chrysler PowerFlite transmission
Chrysler was the last of Detroit's Big Three automakers to introduce a fully automatic transmission, some 14 years after General Motors had introduced Oldsmobile's Hydramatic automatic transmission and nearly three years after Ford's Ford-O-Matic. Packard's Ultramatic debuted in 1949, and Studebaker's Automatic Drive was introduced in 1950. The PowerFlite was simple in its construction and operation, with fewer parts than competing transmissions. It was also quite durable, being used behind every Chrysler Corporation engine from the lowly Plymouth Six to the Imperial's Hemi V-8. Unlike most other automatic transmissions, PowerFlite did not feature a "Park" range, making it necessary to use the handbrake whenever the car was parked. All Chrysler products at the time had a parking brake independent from the vehicle's wheel brakes, a single brake drum mounted on the driveshaft, just behind the transmission. This had the (intended) effect of locking both rear wheels in the same way that the "Park" setting did in other transmissions.
Ford F-Series (eighth generation)
While the dated 3-speed column-mounted manual transmission was discontinued, much of the rest of the transmission lineup carried over from the 1980-1986 trucks. In 1988, the five-speed ZF S5-42 replaced the Borg-Warner T19 in F-250 and F-350 models. For the F-150 and light-duty F-250, the heavier-duty Borg-Warner T18 4-speed manual remained available, while the Mazda-built M5OD 5-speed manual was added to the model lineup for 4.9 L inline-6 and 5.0 L V8-equipped models.
Ford Pinto
Initial planning for the Pinto began in the summer of 1967, was recommended by Ford's Product Planning Committee in December 1968, and was approved by Ford's Board of Directors in January 1969. Ford President Lee Iacocca wanted a 1971 model that weighed under 2,000 pounds and that would be priced at less than $2,000. The Pinto product development, from conception through delivery, was completed in 25 months, when the automotive industry average was 43 months; the Pinto project was the shortest production planning schedule in automotive history up to that time. Some development processes usually conducted sequentially were conducted in parallel. Machine tooling overlapped with product development, which froze the basic design. Decisions which threatened the schedule were discouraged. The attitude of Ford management was to develop the Pinto as quickly as possible. Iacocca ordered a rush project to build the car, and the Pinto became known internally as "Lee's car." The Pinto's bodywork was styled by Robert Eidschun.
Borg-Warner 35 transmission
Early automatic Ford Falcons used the two-speed Fordomatic, from 1960 to 1965. This was then complemented with, and finally replaced by a modified form of the Borg-Warner 35 (marketed initially as 'Fordomatic 3S', then 'Fordomatic'/Cruise-o-matic, and lastly 'Cruisomatic' along with the C-4 and FMX automatics, whereupon the names were dropped with the XC Falcon update) which was used on six-cylinder Falcons until 1988. The gear ratios from the Ford Falcon XD specifications (3.3 and 4.1 litre Six; Borg-Warner 35-3) are typical of all and are as follows:
Ford Taurus SHO
The lack of an automatic transmission had hurt sales, which was a situation that Ford rectified for MY 1993 . A 3.2 L version of the Ford SHO V6 engine was introduced for the automatic-equipped SHO, which still had , but now boasted , a increase over the 3.0 L version. It was later discovered by enthusiasts that Ford had put a less aggressive intake cam in the 3.2L motor to maintain the same horsepower rating as the 3.0L, while still having more torque. The 1993 to 1995 automatics use the AX4S (previously named AXOD-E) transmission with these ratios:
1949 Ford
The 1951 Fords featured an optional Ford-O-Matic automatic transmission for the first time. Ford finally answered the Chevrolet Bel Air and Plymouth Belvedere charge with the Victoria hardtop in 1951, borrowing the term from the victoria carriage. The car was an instant hit, outselling the Chevrolet by nearly 10%. The Crestliner continued for one more year, however. All 1951 Fords sported a new "dual-bullet" grille and heavy chrome bumpers. This year Ford also added a new "turn-key" ignition. Front suspension is independent coil springs. Head room was 36.1 inches.
Ford ATX transmission
The FLC-"Fluid Link Converter"- ATX was a 3-speed hydraulic automatic transaxle produced by Ford Motor Company from 1981 through 1994. It was Ford's first automatic transmission developed for front wheel drive and transverse engine location. Used in the company's four-cylinder-powered cars ranging from the Escort to the Taurus, the transaxle had a lockup torque converter, but no overdrive. It was controlled by a throttle or "kickdown" cable, the speedometer used an air powered cable, and had no computer controls.
Ford Taunus TC
Despite obvious US-management pressure to maximize commonality under the skin, the range of engines fitted on the Taunus TC differed from that on contemporary Cortinas in respect of the less powerful cars, and the UK company's venerable ohv Kent engine never found its way into the Belgian assembled Ford Germany version of the car. The rather lumpy V4 engine that had powered the Taunus P6 models in the 1960s (and which, in enlarged and more powerful form, would live on to power Ford Germany's Transit vans and full-size Granada model through much of the 1970s) was also passed over for the Taunus TC. The less powerful Taunus TCs were powered by a new four-cylinder OHC engine that was shared with the newly introduced American Ford Pinto and was offered, at this stage, with 1294 cc or 1593 cc: a 1993 cc version of the four-cylinder engine would be added from 1976 in the Taunus TC2. In the meantime, signalling a move away from the strategy followed with the Taunus P6, customers willing to pay for more power could now specify one of the compact V6 units carried over from the top range P7 models, the six-cylinder engines offering a choice between 1999 cc and 2294 cc engine displacements.
Ford Zeta engine
Developed in the late 1980s by the Ford Motor Company, the Ford Zetec engine was a straight-4, double overhead cam internal combustion engine with which Ford had intended to replace the analogous Pinto and CVH models.
Ford Pinto
By January 1971, the Pinto had sold over 100,000 units and 352,402 for the entire 1971 production run. 1974 saw the most Pintos produced in a single model year, with 544,209 units.
Ford Transit
In August 1977, a facelifted version—codenamed within Ford as the "Transit "—but usually referred to as the Transit Mark II, debuted with a restyled, longer nose section which could now properly accommodate an in-line engine in place of the Essex and Cologne V4s - therefore the Pinto engine from the Cortina became the Transit's dominant power unit. Many fleet owners experienced premature camshaft wear in early Pinto units in the Cortina and for two years the Transit 75 was available with the 1.6 L Ford Kent cross-flow engine. High-performance versions intended for police or ambulance use used the 3.0 L V6 version of the Essex engine, Australian variants had 4.1 L (250 cu in) inline 6-cylinder engines. The new frontal styling brought the Transit back into line with the rest of Ford of Europe's passenger car range of the period with square headlamps and the black louvred grille, although the rear styling remained unaltered. The dashboard was also completely redesigned with a more comprehensive instrument cluster and switchgear taken from the Taunus/Cortina Mk.4.
Ford Fairmont
For its entire production run, the standard engine for the Fairmont was a inline-4 (shared with the Pinto). Initially producing 88 hp, following several revisions, output rose to 90 hp to 1983. The 2.3L engine was initially paired with a 3-speed manual (replaced by a 4-speed in 1979), with a 3-speed automatic offered as an option. For 1980 only, a 120 hp turbocharged version of the 2.3L engine (shared with the Mustang Cobra) was available in Fairmont sedans and coupes. Examples with the turbocharged engine were distinguished by a center-mounted hood "power bulge".
Semi-automatic transmission
Ford Motor Co. offered the Semi-Automatic Transmission on the 1970 Maverick 6-cylinder model as a lower-cost option to the popular 3-speed C4 Cruise-o-Matic transmission. The shift quadrant featured "P R N Hi 2 1" and the Maverick owner's manual provides the speeds at which the driver should move the selector between the three forward gears. Like Chevrolet's Torque-Drive, the Ford Semi-Automatic was essentially the regular automatic without the self-shifting capability. At $121.00 retail, it was pricey, rarely ordered, and was discontinued the following year.
Cruise-O-Matic
In 1948, Ford realized it was late in introducing a fully automatic transmission to its automobile lineup. Ford Engineering Vice President Harold Youngren, recently hired away from Borg-Warner, recommended that Ford license and build a transmission using a design he was working on at his previous employer. Ford and Borg-Warner signed a contract in 1948 which entered B-W into a supply agreement wherein they would build half of Ford's transmissions for five years, with the other half either being built by Ford or by a different supplier. Because of this agreement, Ford licensed the design themselves and broke ground immediately on an assembly plant to build the remaining transmissions. The new plant, called Fairfax Transmission Plant, was dedicated in 1950. The original Ford-O-Matic accomplished two things that Ford's two previous automatic transmissions failed to do. Through the use of an integrated torque converter and planetary gearset, Ford's automatic shifted smoothly without an interruption in torque from the engine. The other was the shifting pattern, revised from PNDLR to PRNDL, which served to reduce "shift shock" when changing gears and reduce "torque shock" when trying to rock a stuck car back and forth. The original Ford-O-Matic, while capable of three forward speeds, started out in second and shifted to third, with first only being used when selecting L on the gear shift column. However, if floored from a standing start, it would immediately shift from second to low then shift back to second and then third as the vehicle accelerated. The Ford-O-Matic was manufactured from 1951 until it was replaced by the C4 in 1964.
Ford Pinto
Upon release the Pinto was received with both positive and negative reviews. "Road & Track" faulted the suspension and standard drum brakes, calling the latter a "serious deficiency," but praised the proven 1.6 L "Kent" engine, adapted from European Fords. The larger "2300 inline-4" found in the Chevrolet Vega was an innovative, brand new design using an aluminum alloy block and iron head, but needed more development work as initially released. "Super Stock Magazine" found the fit and finish to be "superior" and were impressed with the car overall. "Car and Driver" found the Pinto, when equipped with the larger 2.0L engine and front disc brakes, to be a nimble and powerful commuter car with good visibility and sports-car feel. A review of the 1974 Pinto with an automatic transmission by "Car and Driver" was not as favorable noting significant decreases in mileage and acceleration.
Ford Pinto
The National Highway Traffic Safety Administration (NHTSA) ultimately directed Ford to recall the Pinto. Initially, the NHTSA did not feel there was sufficient evidence to demand a recall due to incidents of fire. The NHTSA investigation found that 27 deaths were found to have occurred between 1970 and mid-1977 in rear-impact crashes that resulted in fire. The NHTSA did not indicate if these impacts would have been survivable absent fire or if the impacts were more severe than even a state of the art (for 1977) fuel system could have withstood. In their analysis of the social factors affecting the NHTSA's actions, Lee and Ermann note that 27 is the same number of deaths attributed to a Pinto transmission problem which contributed to collisions after the affected cars stalled. They also note that the NHTSA had two primary incentives in proving a defect existed in the Pinto's fuel system design. The administration was pressured by safety advocates (Center for Auto Safety) as well as the public response. It was also being forced into action due to the ways in which both the courts and executive branch were limiting the ability of the NHTSA to address systematic auto safety issues.
Ford Pinto
Named for the pony, the Pinto was introduced on September 11, 1970. The Pinto was a completely new platform, but utilized a powertrain from the European-specification Escort. Ford Chairman Henry Ford II himself purchased a 1971 Runabout (hatchback) to use as one of his personal cars.
Ford Mondeo (first generation)
A large proportion of the high development cost was due to the Mondeo being a completely new design, sharing very little, if anything, with the Ford Sierra. Unlike the Sierra, the Mondeo is front-wheel drive in its most common form, with a rarer four-wheel drive version available on the Mk I car only. Over-optimistically, the floor pan was designed to accept virtually any conceivable drivetrain, from a transverse inline-four engine to a longitudinal V-8. This resulted in a hugely intrusive and mostly disused bellhousing cover and transmission tunnel. Resultingly the front interior, especially the footwells, feels more cramped than would be expected from a vehicle of this size. The Mondeo featured new manual and automatic transmissions and sophisticated suspension design, which give it class-leading handling and ride qualities, and subframes front and rear to give it executive car refinement. The automatic transmission featured electronic control with sport and economy modes plus switchable overdrive. The program manager from 1988, and throughout its early development, was David Price.
Semi-automatic transmission
Ferrari's first automated gearbox in a road car (used them previously in their Formula One cars since 1989) went on sale in 1993 in the Ferrari Mondial; the Mondial Valeo retained the traditional gated shifter, but removed the clutch pedal. Four years later, a paddle-shifted transmission arrived in the 1997 Ferrari F355. The most recent version of its semi-automatic was introduced in the Ferrari 599 GTO which was capable of changing gear in 60ms. In the Ferrari California & Ferrari 458 Italia, Ferrari opted to use a double-clutch transmission. Since then, Ferrari has expanded use of their double-clutch transmission to all new models.
Ford Pinto engine
The Pinto engine was introduced in 1984 as a replacement for the "old" 1.6 L. The engine had an bore and stroke giving the displacement of 1796 cc. Output was of power and . Fuel was supplied by the Pierburg 2E3 28/32 carburetor.
Ford Taunus TC
The "TC2"/1976-79 Taunus/Cortina was never produced in Argentina. Production switched directly in 1980 from the Taunus TC to the "TC3"/"Cortina 80". Both saloon (2.0L, 2.3 Ghia and 2.3 Ghia S) and Coupè (2.3 GT, 2.3 SP and 2.3 SP5) were produced, though again the station wagen bodied cars and the two-door saloons were excluded from the Argentinian line-up. As part of the 1980 upgrade Ford introduced a face-lifted version of the "TC1" fastback coupe, since 1975 produced only in Argentina, and now with the "TC3" nose and its own unique taillights lay-out. These post 1980 Argentine Taunus fast-back coupès also featured improved performance and a refashioned interior: they used the name "Taunus SP" or "Taunus SP 5", the "5" referring to the five-speed manual gearbox now available as an option. Apart from the five speed option, the transmission choice, as for the European Taunus TCs, lay between a four speed manual and, for larger engined cars, a three speed automatic gear box.
Ford Taunus
In 1982 production of the Taunus ceased in Europe; it was replaced by the Ford Sierra. The Sierra carried over the Cortina/Taunus OHC Pinto Engines and RWD configuration but was otherwise an all new car with independent suspension all round.
Ford Super Duty
The Torqshift 5-speed 5R110 automatic transmission replaced the 4-speed in the 2003 model year diesel trucks in order to compete with the Allison 1000 series from General Motors; it was paired with the new 6.0 L diesel engine. The TorqShift design in fact has six forward ratios, but only five are advertised, with the 'hidden' gear only used in extreme cold weather. The TorqShift 1st to 5th gear ratios are 3.11, 2.22, 1.55, 1.00, and 0.71:1. It also utilizes an alternate 4th gear, overdrive on 2nd gear of the 3-speed automatic component (0.72 x 1.55), that is 1.10:1 that is used under cold start conditions to aid engine and transmission warm up. On the TorqShift, once the Tow/Haul mode is activated it can help increase a driver's control when towing large loads up and down steep grades and automatically minimizes shifts and maximizes available torque. Upon descent, the Tow/Haul mode utilizes engine braking to help extend brake life and improve driver control. An adaptive shift function monitors the TorqShift's performance over its lifetime, and adjusts shift pressures in real time to assure consistent shift feel and compensate for wear. For ease of maintenance, the TorqShift's oil filter is an easily serviced cartridge design that was usually mounted on the passenger side behind the front bumper. Also the TorqShift's larger fluid lines and a larger transmission oil cooler help to assure cooler operating temperatures, even under the most demanding conditions. This was Ford's first automatic transmission to feature PTO. The transmission can be equipped with an integrated PTO provision (which automatically locks the torque converter providing power to the PTO gear when the operator turns on the PTO switch).
Ford Pinto
Also in February 1972, the Sprint Decor Group was made available for the Pinto for one model year only. The Sprint Decor Group included white exterior paint with blue accent paint and red pinstriping, a blacked out grille, color-keyed wheels with bright trim rings and hubcaps, white sidewall tires and color-keyed dual sport mirrors. The interior included red, white and blue cloth and vinyl bucket seats, full carpeting and a deluxe steering wheel. The Sprint Decor Group was offered simultaneously on the Maverick and Mustang.
Ford Pinto
The Pinto's design positioned its fuel tank between the rear axle and the rear bumper, a standard practice in US subcompact cars at the time. The Pinto's vulnerability to fuel leakage and fire in a rear-end collision was exacerbated by reduced rear "crush space", a lack of structural reinforcement in the rear, and an "essentially ornamental" rear bumper (though similar to other manufacturers). Crash testing, conducted in 1970 with modified Ford Mavericks, as part of a response to NHTSA proposed regulations, demonstrated vulnerability at fairly low crash speeds. Design changes were made, but post launch tests showed similar results. These tests were conducted to develop crash testing standards rather than specifically investigating fuel system integrity. Though Ford engineers were not pleased with the car's performance, no reports of the time indicate particular concern.
Ford also tested several different vehicle modifications which could improve rear impact performance. However, the engineer's occupational caution and aversion to "unproven" solutions as well as a view that the crash test results were inconclusive resulted in the use of a conventional fuel tank design and placement. The use of an above the axle tank location was considered safer by some (but not all) at Ford. This placement was not a viable option for the hatchback and station wagon body styles.
Ford Tempo
Trim levels for the second generation Ford Tempo are as follows:Trim levels for the second generation Mercury Topaz are as follows:In 1994, Ford chose to introduce the Ford Contour and Mercury Mystique rather than redesign the Tempo and Topaz in the mid 1990s to meet new safety standards (dual airbags, etc.), sharing corporate resources of Ford of Europe. While highly innovative in its early years, and even though it was a strong seller for nearly its entire lifetime, by the early 1990s the Tempo and the Topaz were seen as an aging platform. They also lacked an automatic transmission with overdrive when compared to newer 4-speed automatics. It was also to be the last year for the 2.3 L "HSC" engine, which was built by Ford specifically for the Tempo and Topaz. Also, it was to be the last year for the 3-speed FLC automatic transmission; although it was slightly redesigned, given overdrive, and was used on the Ford Escort and Mercury Tracer. With all of these factors, Ford stopped production of the Tempo on March 25, 1994, when the last one rolled off the Claycomo, Missouri assembly line. It was succeeded by the Ford Contour, a derivative of the European Ford Mondeo. It came with a jump in price: the most expensive 1994 Tempo (a loaded LX sedan with a V6) was about US$12,900 ($20,784 in 2016 dollars), while a base model 1995 Contour (GL with four-cylinder engine and manual transmission) was $13,990 ($22,540 in 2016 dollars). The last Ford Tempo and Topaz rolled off the Oakville, Ontario, Canada assembly line on May 20, 1994.
Ford Pinto
On September 11, 1970, Ford introduced the Pinto under the tagline "The Little Carefree Car."
Ford Cortina
The Kent engines were also used in several smaller Fords, most notably the Escort, lower end Capris and Fiesta.
The Pinto overhead cam units used in the Mk.III onwards, as well as being fitted to contemporary Capris, Granadas and Transits, were carried over to the Sierra for its first few years of production, before gradually being phased out by the newer CVH and DOHC units. Like the Kent Crossflow, it was also extensively used in kit cars – as a result many Cortinas were scrapped solely for their engines – the 2.0-litre Pintos being the most popular.
Blakely Bantam
For suspension, engine, transmission, and electrical components, the Bantam's preferred donor car was the 1971–1980 Ford Pinto. Builders could also use parts from close relatives like the 1971–1980 Mercury Bobcat and the 1974–1978 Ford Mustang II. This family of donor vehicles gave the Bantam rack-and-pinion steering, A-arm independent front suspension, front disk brakes, and a good selection of engine choices. The car's small frame suited small engines. Factory-recommended options in the donor family included Ford's 1.6 liter, 2 liter, or 2.3 liter 4-cylinder Pinto / Bobcat engines. The Mazda rotary engine was another choice.
Ford Pinto
After structural design on alternate body styles encountered obstacles, Ford offered the Pinto solely as a two-door sedan, with entry level models priced at $1850, undercutting GM's Chevrolet Vega and directly targeting imported models — which included such new competitors as the Mazda 1200 in 1971, the Subaru DL in 1972, and the Honda Civic in 1973.
Automatic transmission
The automatic transmission was invented in 1921 by Alfred Horner Munro of Regina, Saskatchewan, Canada, and patented under Canadian patent CA 235757 in 1923. (Munro obtained UK patent GB215669 215,669 for his invention in 1924 and US patent 1,613,525 on 4 January 1927). Being a steam engineer, Munro designed his device to use compressed air rather than hydraulic fluid, and so it lacked power and never found commercial application. The first automatic transmission using hydraulic fluid may have been developed in 1932 by two Brazilian engineers, José Braz Araripe and Fernando Lehly Lemos; subsequently the prototype and plans were sold to General Motors who introduced it in the 1940 Oldsmobile as the "Hydra-Matic" transmission. They were incorporated into GM-built tanks during World War II and, after the war, GM marketed them as being "battle-tested." However, a Wall Street Journal article credits ZF Friedrichshafen with the invention, occurring shortly after World War I. ZF's origins were in manufacturing gears for airship engines beginning in 1915; the company was founded by Ferdinand von Zeppelin.
Mitsubishi GTO
The GTO, 3000GT and Stealth were noted for their transverse 3-liter, 24-valve V6 engines (naturally aspirated or with twin-turbochargers), active aerodynamics (automatically adjusting front and rear spoilers), four-wheel-steering, full-time all-wheel-drive and adaptive suspension. Mitsubishi also marketed a retractable hardtop variant, engineered and converted from coupé models in California by ASC and marketed as the "GTO Spyder" or "VR4 Spyder" for MY 1995–1996. – the first fully automated retractable hardtop since the 1959 Ford Skyliner.
Full-size Ford
In 1950, the Ford model line expanded itself further as the division added model names to the lineup (as opposed to Ford Standard or Ford Custom). A year later, an automatic transmission appeared for the first time. Wood-paneled station wagons were now available as Country Squire. 1951 also saw Ford enter the youth market with a new Victoria pillarless hardtop-convertible, a direct competitor to the Chevrolet Bel Air.
Ford Motor Company
, Ford has produced the following plug-in electric vehicles: the all-electric Ford Ranger EV (1997–2002), Ford TH!NK (1999–2003), Transit Connect (2010–2012), and Ford Focus Electric (December 2011–present); and the plug-in hybrids C-MAX Energi (October 2012–present) and the Fusion Energi (February 2013–present), sold under the Mondeo nameplate in Europe. Since the launch of the Focus Electric in 2011, combined sales of all Ford plug-in electric models amounted to just over 56,000 through October 2015.
Bill Ford was one of the first top industry executives to make regular use of a battery electric vehicle, a Ford Ranger EV, while the company contracted with the United States Postal Service to deliver electric postal vans based on the Ranger EV platform. Ford discontinued a line of electric Ranger pickup trucks and ordered them destroyed, though it reversed in January 2005, after environmentalist protest. The all-electric pickup truck leased 205 units to individuals and 1,500 units to fleets in the U.S. from 1998 to 2002.
Full-size Ford
For 1932, Ford introduced an option that would remain in the full-size Ford line for seven decades. Developed as a response to the 1929 introduction of the Chevrolet "Stovebolt Six", the Model 18 offered a 65-hp V8 engine for a $10 price premium over the standard Model B. Demand for the V8 was so strong that Ford struggled to keep up. After 1934, the 4-cylinder engine was discontinued; the next 4-cylinder Ford in North America would be the Pinto in 1971.
For the 1935 model year, the Ford lineup was powered exclusively by a V8 engine. Styling changes introduced the first integrated trunks on sedan models and suspension changes increased interior room. In 1936, further updates included the introduction of solid wheels and the integration of the horn into the bodywork.
Ford F-Series (seventh generation)
In 1984, the 302 Windsor was available with electronic fuel injection as an option on 1985 models; a year later, it became standard (an industry first for full-size pickups). The F-150 equipped with the 3-speed manual transmission was the second-to-last American vehicle to have a column-shifted manual transmission; it was discontinued after 1986, a year before similar Chevrolet and GMC models.
Ford Pinto engine
The injected 2.0 L used the Ford EEC-IV engine control system which brought the output up to of power and of torque, although much of this increased performance can be attributed to the improved design of the EFI variants cylinder head. As the EEC-IV installation on most of those engines contains some Bosch parts that are easily visible in the engine compartment (air flow meter of the electromechanical "flap" type, injectors, fuel pressure regulator etc), it is often - but falsely believed that they are fitted with the Bosch L-jetronic injection system.
Some of the TL20EFI engines have closed-loop lambda control, while others are lacking that feature.
Mitsubishi GTO
Only US 3000GT models could be configured with front (FWD) rather than all-wheel drive (AWD). In Japan, the base GTO SR included AWD; no FWD version was offered in Japan. The GTO SR made the same power as the US spec 3000GT SL and was offered with the same 5 speed manual or 4 speed automatic. The JDM did not receive the SOHC V-6 standard on the base model US only Dodge Stealth and US spec 3000GT. The JDM received the N/A DOHC V-6 and Twin Turbo DOHC V-6.
Ford ATX transmission
With the four-cylinder Taurus excised from the lineup after 1991, and with the addition of the new computer-controlled, 4-speed F-4EAT from Mazda, for the Ford Escort/Mercury Tracer, the original FLC continued in production solely for the Tempo and Topaz until those cars were discontinued in 1994.
Ford Pinto engine
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).
Ford Scorpio
The vast majority were fitted with the A4LD four speed automatic transmission, and the rest received the T-9 five speed manual transmission. Only automatic versions of the Scorpio were available in Canada. The car was marketed as an upscale, mid size luxury car, but never achieved the market impact that the Ford Motor Company hoped for. Ford dropped the Merkur nameplate altogether after 1989.
Mercury (automobile)
On the other end of the size spectrum, Mercury entered the subcompact segment in 1970. In place of selling its own version of the Ford Pinto, the division turned to Ford of Europe, selling the Capri (European Ford Capri) as a captive import from Cologne, Germany. Slightly larger than the Ford Pinto, the Capri was marketed as a ocompact sports car rather than an economy car, becoming the first Ford Motor Company car in North America sold with a V6 engine. North American Capris did not have Lincoln or Mercury marque identification although the Mercury division handled Capri sales.
Suzuki Cervo
In June 1982, an all-new Cervo was presented. Based on the underpinnings of the recently changed Alto/Fronte, the Cervo now sported front-wheel drive with a transversally mounted four-stroke engine. The F5A engine was the same as used in the SS40 Fronte. A twin-choke carb meant a whopping was available, rather than the in the "cooking" Alto/Mighty Boy. The Cervo offered a lower, much more sporty driving position than its Alto/Fronte sister cars. Anyone over 172 cm (5 ft 8 in) would certainly hit their head on the ceiling. Strangely, considering its supposedly sporty character, the Cervo was higher geared than its Fronte sister car. Top speed, however, either remained the same as the of the Fronte (according to one source), or a little bit higher, at , according to another. To distinguish the Cervo from the other SS40 versions, its model code was SS40C (Alto: SS40V, Fronte: SS40S, Mighty Boy: SS40T).
The new more aerodynamic body looked a bit more plain than its sharp predecessor, but the fastback shape echoed Giugiaro's original design. The headlights were square, there was more glass than on the SS20 (but with a broad B-pillar) and the larger rear glass hatch (still not a proper hatch) now offered better access to a much more usable luggage space. The rear seat folded; some versions even offered a remote opening mechanism and heated rear window. The SS40 was also the first Cervo to offer automatic transmission, a two-speed. This all reflected a steady move away from the original "mini Gran Turismo" concept towards a much softer "Personal Car".
Ford Pinto engine
In 1979-80, a draw-through, nonintercooled turbo version was produced for Mustang Cobras and some Capris. Lack of dealership and owner training resulted in many stuck turbochargers and other maintenance problems. They were limited to 5 PSI of boost, though Ford Motorsport sold a wastegate with an adjustable rod which allowed an increase up to 9 PSI. It was used in this carbureted form in a number of passenger cars, from the Fairmont Futura Turbo to the 1979 Indy Pace Car edition Mustang.
Grimshaw v. Ford Motor Co.
The Pinto project team held regular product review meetings chaired and attended by Ford vice presidents. The Pinto was approved by Ford's Product Planning Committee, which included Iacocca and other Ford vice presidents. At an April, 1971 product review meeting, a report prepared by Ford engineers entitled "Fuel System Integrity Program Financial Review" was distributed and discussed, which referred to the crash tests of Ford vehicles and estimated the financial impact of design changes to comply with the proposed federal fuel system integrity standards. The report recommended deferring fixes in order to accrue cost savings. Harley Copp, a former Ford engineer and the executive in charge of the crash testing program, "testified that the highest level of Ford's management made the decision to go forward with the production of the Pinto, knowing that the gas tank was vulnerable to puncture and rupture at low rear impact speeds creating a significant risk of death or injury from fire and knowing that 'fixes' were feasible at nominal cost."
Mercury Milan
The four-cylinder engine was equipped with a five-speed manual transmission as standard (the first manual-transmission Mercury sedan since the 2000 Mystique), with a five-speed automatic as an option. Through its entire production, the V6 was offered solely with a 6-speed automatic transmission (shared with the Fusion and Montego). For 2010, the four-cylinder engines were updated with 6-speed manual and 6-speed automatic transmissions; the 6-speed automatic on V6 engines was equipped for manually-controlled shifting ("Select Shift"). 
As with the Mercury Montego and Mercury Grand Marquis, the Milan shares its roofline with its Ford counterpart. To differentiate itself from the Ford Fusion, the Milan was fitted with Mercury-specific fascias, featuring a large waterfall-style grille, matte-silver grille trim, model-specific headlamp clusters (with projector headlamps), fog lamps, LED taillamps extending into the trunklid, and a bumper-mounted license plate. Depending on trim, the Mercury Milan was fitted with imitation matte silver trim or imitation wood trim (similar to the Montego).
Ford Pinto
In 1975, in a move to better compete with the AMC Gremlin, Ford introduced the 2.8L V6; while far less powerful than the Gremlin, the V6 gave the Pinto a feature unavailable in the Chevrolet Vega. Sales of the Mercury Bobcat were expanded to Lincoln-Mercury dealers in the United States; it was sold as a hatchback and wagon.
Ford C6 transmission
The Ford C6 is a heavy-duty automatic transmission built by Ford Motor Company between 1966 and 1996. It was marketed as the "SelectShift Cruise-O-Matic". Compared to its predecessor MX transmission, the C6 offered lower weight, less complexity, less parasitic power loss, and greater torque capacity for larger engines. It did this without exceeding the packaging dimensions of the MX. These design goals were in line with those of the C4 for smaller engines.
GM Roto Hydramatic transmission
Roto Hydramatic (sometimes spelled Roto Hydra-Matic or Roto-Hydramatic) was an automatic transmission built by General Motors and used on some Oldsmobile and Pontiac and Holden models from 1961–1965. It was based on the earlier, four-speed Hydramatic, but was more compact, providing only three forward speeds plus a small 8" fluid coupling with a stator inside of the fluid coupling (a type of torque convertor, only integral with the transmission rather than being an independent unit). Oldsmobile, one of the users of this transmission, called the fluid couplings stator the "Accel-A-Rotor." The lightweight, aluminum-cased transmission was sometimes nicknamed the "Slim Jim." HydraMatic Division calls the Roto a four range, three gear HydraMatic. It counts the stator multiplication @ 3.50 to one as a first gear, and when road speed and the two coupling halves speed match, it counts the same gear with fluid now passing straight through the stator as 2nd gear at 2.93 to one. Second gear (or third range) has a ratio of 1.56 and because the fluid coupling is drained for this gear ratio making the front clutch apply makes this a rare automatic that is in FULL mechanical lock-up (coupling drained) in second gear. Fourth range the coupling fills releasing the front clutch makes a ratio of 1 to 1. This transmission, like single and dual range, and dual coupling hydramatics also have the feature of split torque in the transmission whereby in fourth or high gear only 40-to 50% depending on transmission, 40% in Roto's case, but because of the design the coupling is only required to carry 40% of the engine torque. The rest is (60%) is in full mechanical connection making these hydramatics the most efficient automatic until the wide spread use of the lock-up torque converter.
American automobile industry in the 1950s
BMW began to use precise rack and pinion steering systems in the 1930s, and many other European manufacturers soon adopted the technology. American automakers adopted rack and pinion steering beginning with the 1974 Ford Pinto.
Ford Cortina
The first two generations of the car were also sold through American Ford dealers in the 1960s. The Cortina competed fairly successfully there against most of the other small imports of its day, including GM's Opel Kadett, the Renault Dauphine, and the just-appearing Toyotas and Datsuns, although none of them approached the phenomenal success of the Volkswagen Beetle. The Cortina was withdrawn from the US market when Ford decided to produce a domestic small car in 1971, the Ford Pinto, though it continued in Canada (with the Cortina Mark III) until the end of the 1973 model year. Subsequent European Ford products after the Cortina for the USA market (with the exception of the Fiesta Mk I c. 1978-80) were sold through Lincoln-Mercury dealerships (most notably the Ford Capri (MkI and II) and Ford Sierra - the latter of which was marketed in the USA under the Merkur marque).
List of Subaru transmissions
Subaru motor vehicles have used manual, conventional automatic, and continuously variable (CVT) transmissions. Subaru manufactures its own manual and CVT transmissions (for non-Kei cars). Since the 1970s, all Subaru conventional automatic transmissions have been Jatco designs adapted to Subaru specifications. Since the 2014 model year, the conventional automatic transmissions in North American-spec Subaru vehicles have been replaced with Lineartronic CVTs (with some exceptions such as Outbacks with the 3.6 liter engine).
Ford Pinto
Initial Pinto deliveries in the early years used the English () and German () engines tuned for performance (see below). The 2,000 cc engine used a two barrel carburetor where just one bore was bigger than that used on the Maverick. With the low weight (not much above ) and the SOHC engine it rated a 10.8 second 0–60 time. With the advent of emission control requirements, Ford moved from the European sourced to domestically sourced engines, using new or modified designs. New safety legislation impacted bumpers and other parts adding to the weight of the car, reducing performance. Revised SAE standards in 1972 dropped the Pinto's engine to — and the engine to .
Ford Pinto engine
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.
Ford Mondeo (second generation)
A new automatic transmission was added to the range called the Durashift. This unit has five gears and may be shifted manually or shifted like an automatic. A six-speed manual transmission was also added to the range, instead of just having a five-speed manual as seen in the previous model.
Semi-automatic transmission
For the 1968 model year, the Volkswagen Beetle offered an optional transmission marketed as Automatic Stickshift (in the United States and Canada, in most of the world it was simply called an "Automatic") which was essentially a three-speed manual without a clutch pedal. Application of the driver's hand to gearshift knob caused the clutch to disengage via a 12 volt solenoid operating the vacuum clutch, thereby allowing shifting between gears. Once the driver's hand was removed, the clutch would re-engage automatically. The transmission was also equipped with a torque converter, allowing the car to idle in gear, like an automatic. The torque converter was operated by transmission fluid. This would allow the car to stop in any gear and start from a standing stop in any gear. This transmission was first available on the 1968 Volkswagen Beetle (on sale in August 1967), and was made available on the Karmann Ghia during 1968. VW dropped the transmission option in North America in 1976, although it continued to be available in other markets until 1979. Some older (early 1960s) VW's sold in Europe had a Saxomat system which used a centrifugal clutch coupled to a standard four-speed transmission.
Ford Pinto
The design of the Pinto fuel system was complicated by the uncertain regulatory environment during the development period. The first federal standard for automotive fuel system safety, passed in 1967, known as Section 301 in the Federal Motor Vehicle Safety Standards, initially only considered front impacts. In January 1969, 18 months into the Pinto's development cycle, the NHTSA proposed expanding the standard to cover rear-end collisions. The proposed standard was based on a 20 mph moving-barrier rear impact test. Ford publicly announced it supported the standard. In August 1970, the month the Pinto went into production, the NHTSA changed the proposal to a more stringent 20 mph fixed-barrier standard which car companies were to meet in 18 months. The fixed-barrier standard was seen by the auto industry as a significant increase in test severity. At the same time the NHTSA announced a long-term goal of setting a 30-mph fixed-barrier standard. Due to the confusion related to the various proposed standards and an expectation that the NHTSA would not select the more stringent 30 mph fixed-barrier standard, Ford elected to voluntarily meet the 20 mph moving-barrier standard for all cars by 1973. Ford and other automobile manufacturers objected to the more stringent fuel system safety standard and filed objections during the required comment periods of the proposed regulations.
Ford Transit
The fourth generation Transit, received a facelift to the body, introduced in August 2006, including new front and rear lights, a new front end and a new interior featuring the gearstick on the dashboard and Ford's new corporate radio design. Besides the styling changes, the powertrains were revised. The old petrol engine was replaced with one from the Ford Ranger, the front-wheel-drive diesel went from 2.0 to 2.2 litres capacity, and all diesel engines gained high-pressure common rail (TDCi) systems. The powertrains were changed to meet new emissions legislation. Additionally, the facelift introduced CAN bus electronics to the Transit for the first time. The new version (Ford nomenclature V347 for front-wheel drive and V348 for rear-wheel drive) won International Van of the Year for 2007 despite tough competition from several all-new rivals. This Transit arrived in Mexico to replace the Freestar after the 2007 model year. This was the first Transit having a five-cylinder engine.
AP automatic transmission
It was also later used on the Austin Allegro, and its final use was in the original version of the Austin Metro, and remained an option until 1990.
Cruise-O-Matic
In 1966, Ford introduced the C6 automatic, which left them with three heavy-duty automatic transmissions and crowded conditions at Livonia Transmission plant. Ford decided to combine the best attributes of the MX and FX transmissions and ended up with an improved version of the "X" called "FMX." This transmission used the stronger MX-type rotating parts in the smaller FX style case. This cut down on both weight and the number of transmission components Ford needed to make. This transmission was manufactured at the Fairfax Transmission Plant, freeing up capacity at Livonia for the new C6. The FMX was manufactured from 1968 to 1979, when the Fairfax Transmission plant was closed.
Ford Cortina
Ford Australia built its own version, known as the TE, with the 2.0-litre 4-cylinder Pinto unit and the Ford Falcon's 3.3-litre and 4.1-litre 6-cylinder unit. The six-cylinder versions were rather nose heavy and did not handle as well as the fours or the European V6 models. Interior door hardware and steering columns were shared with the Falcons and the Australian versions also had their own instrument clusters, optional air conditioning, and much larger bumpers. It also had side indicators. The Cortina wagon was assembled by Renault Australia at its plant in Heidelberg in Victoria.
Ford Torino
The Federal Clean Air Act caused Ford to install catalytic converters for 1975 to help meet new emission standards. The converter significantly reduced the power output of the engines due to increased exhaust back pressure. In response, Ford revised the base engine on all Torinos to the 351-2V engine. Along with this change, the Cruise-O-Matic transmission became standard; no manual transmissions were available. Power for all engines, except the 460, was significantly reduced compared to 1974, and with the weight increase, fuel economy and performance continued to decrease. The 400-2V and the 460-4V were the only engine options, as the 351-4V was no longer available.
Lancia Beta
The different models all underwent various revisions and improvements over the years. Power steering specially produced by the German company ZF became available on certain Left Hand Drive models and was also used on the Gamma. For 1975 the exterior styling was modified by Pininfarina: "the back window has been relocated in a more upright position" to aid visibility, the rear quarter pillars gained sharper trailing edges, the waistline was lowered and windows made larger. Electronic ignition became available in 1978. Automatic transmission became available the same year; the Beta was the first Lancia manufactured with an automatic transmission factory option. In 1981 power steering also became available on certain Right Hand Drive models. Also in that year a fuel-injected version of the 2.0-litre engine became available on certain models. The Coupé and HPE underwent a facelift in June 1983 (at the same time that the superhcarged VX versions were introduced) and remained available for a little while longer than the other bodystyles.
Late in the model's life Lancia released the Trevi VX, with a Roots-type supercharger fitted between the carburettor and low-compression two-litre engine; the Coupé VX and HPE VX followed soon after (June 1983). These three variants were known as Volumex models and had the highest performance of all the road-going production Betas, with and substantially increased torque over the normal two-litre . The Coupé VX and HPE VX can be distinguished from the normal cars by the offset bulge on the hood which is required to clear the new air intake, a spoiler fitted below the front bumper and the rubber rear spoiler. They also have stiffer spring rates. Lancia produced 1272 Coupé VX, 2370 HPE VX and 3900 Trevi VX. Most were left-hand drive (only 186 right-hand drive HPEs and around 150 RHD Coupés were imported to the UK, however the car was also sold in some other RHD markets so exact RHD production remains unknown). Only one right-hand drive Trevi VX was made.
Ford Cortina
In left-hand drive markets, the 1600OHC was replaced by a twin-carb OHV (Kent) unit not offered in the home market, in order to distinguish it from the competing Taunus which only came with the OHC Pinto engine. 2.0-litre variants used a larger version of the 1600 cc "Pinto" unit and were available in all trim levels except base. Base, L and XL versions were available as a five-door estate.
Smart Fortwo
The first and second generation Fortwo models employ an automated manual transmission, designed and manufactured by Getrag, where the clutch is computer controlled, eliminating the clutch pedal. The first generation used a six-speed version, and the second generation uses a five-speed version, model 5AMT130. Input from floor-mounted shifter or optional steering-wheel-mounted paddles controls a servo-operated clutch and sequential automated gearbox. The vehicle may be driven in automatic mode (early models had the option of full automatic mode, or standard "soft-tip" which was manual mode indicated by no button on the gear lever) or via paddle shifters, where the operator controls the shift points but cannot feather or adjust the speed of the clutch.
Ford Pinto
The Pinto was marketed in three body styles through its production: a two-door fastback sedan with a trunk, a three-door hatchback, and a two-door station wagon. Mercury offered rebadged versions of the Pinto as the Mercury Bobcat from 1975 to 1980 (1974–1980 in Canada). From 1974 to 1978, the Ford Mustang II shared a common platform with the Pinto/Bobcat, though with a different unibody and powertrain assortment. For the 1981 model year, the Pinto was replaced by the Ford Escort, as Ford transitioned its product line towards front-wheel drive. Over 3 million Pintos were produced over its 10-year production run, with the Ford Pinto and Mercury Bobcat produced at Edison Assembly (Edison, New Jersey), St.Thomas Assembly (Southwold, Ontario), and San Jose Assembly (Milpitas, California).
Ford Pinto engine
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)
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.
U.S. F2000 National Championship
The original USF2000 series was not a spec series as it is today. The cars were first built to SCCA Formula Continental specifications. The cars, constructed by a wide variety of manufacturers, all had a spaceframe chassis. The car featured aluminium bodywork and aerodynamic aides such as a front- and rearwing. Until 2002 the cars were fitted with Ford Pinto engine's, coded NEA. It was a naturally aspirated engine with a 2.000cc capacity. The engine had a SOHC valvetrain. Most of the parts were production Ford parts of the engine found in the Ford Escort RS2000. The manual gearbox had a maximum of four forward gears. The engines were built by various companies such as Quicksilver Racengines and Elite Engines. Different spec tires were used throughout the years. In the early 2000s Yokohama tires were used.
Ford F-4EAT transmission
The F-4EAT was a 4-speed, electronically controlled automatic transmission developed by Mazda and JATCO starting in 1990. It was also later produced by Ford Motor Company from 1991 to 2003, to replace the aging, 3-speed/hydraulic controlled ATX. It is referred to as the F4A-EL by Mazda and Kia who also used this transmission. This transmission is an updated Mazda F3A transmission, 3 speed hydraulic controlled transmission. The F-4EAT uses electronic, computer controls, a 4th gear overdrive, has a lock up torque converter and differential. It used a computer-controlled speed sensor for the speedometer.
Ford Sierra RS Cosworth
Turner then invited Ken Kohrs, vice-president of development, to visit Ford’s longtime partner, the automotive company Cosworth, where they were presented a project developed on Cosworth’s own initiative, the YAA engine. This was a twin cam, 16-valve engine based on Ford’s own T88 engine block, better known as the Pinto. This prototype proved an almost ideal basis for the engine Turner needed to power his Group A winner.
Ford Pinto
As a minor styling update for 1976, the Pinto received the eggcrate grille and chrome headlamp bezels recycled from the Canada-only 1974 Mercury Bobcat. For one model year only, two new option packages were offered. One was the sporty new Stallion appearance package with black out trim and black two-tone accent paint offered in red, yellow, silver and white body colors. This option package was shared with the Mustang II and Maverick. The other new option package was the Runabout Squire which featured woodgrain vinyl bodysides like the Squire wagon. The interior received the optional Luxury Decor Group which featured new low back vinyl or plaid cloth bucket seats with matching door trim.
For the 1977 model year, the Pinto received its first significant styling updates with slanted back urethane headlamp buckets, parking lamps and grille. The taillamps were revised except for the wagons. Runabouts offered an optional all glass rear hatch for the first time. Pinto wagons were given a new option package. Dubbed the "Pinto Cruising Wagon", it was the sedan delivery version of the Pinto styled to resemble a small conversion van, complete with round side panel "bubble windows" and a choice of optional vinyl graphics.
Howard Simpson
In the early 1950s Simpson attempted to sell his patent to major American automakers in Detroit, but was greeted with skepticism, despite his experience and positive reputation. Ford Motor Company licensed his three-speed gearset in 1953, although they did not put it into production at that time. In 1955 Chrysler Corporation licensed the same gearset for use in their new three-speed Torqueflite automatic, which went into production in mid-1956. General Motors was reluctant to adopt this gearset, but eventually relented and licensed it for the Turbo Hydramatic, which entered production for the 1964 model year. Ford similarly introduced reengineered Cruise-O-Matic transmissions (C3, C4, and C6) using the gearset they had already licensed. The Simpson-geared Cruise-O-Matics were introduced in the 1964 and 1965 model years. Germany's Daimler-Benz licensed the gearset as well, although it did not enter production until the early 1970s, as the Mercedes-Benz three-speed automatic.
Ford Pinto
On October 30, 1970, less than two months after introduction, 26,000 Pintos were recalled to address a possible problem with the accelerator sticking on once engaged at more than halfway. On March 29, 1971, Ford recalled 220,000 Pintos, all Pintos manufactured prior to March 19, 1971, to address a possible problem with fuel vapors in the engine air filter igniting by a backfire through the carburetor.
Ford Sierra
Additionally, earlier models used the 1.6- and 2-litre versions of the Pinto engine (as used in the Ford Cortina) paired with a 4-speed manual gearbox. At a time when the rival Vauxhall Cavalier was offered with a 5-speed option, this led to some critics commenting that the Sierra was somewhat underpowered. In the mid 1980s, many smaller cars (some even two sectors smaller) featured 5-speed gearboxes.