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Why the Ford Pinto didn’t suck

Why the Ford Pinto didn't suckThe Ford Pinto was born a low-rent, stumpy thing in Dearborn 40 years ago and grew to become one of the most infamous cars in history. The thing is that it didn't actually suck. Really.

Even after four decades, what's the first thing that comes to mind when most people think of the Ford Pinto? Ka-BLAM! The truth is the Pinto was more than that — and this is the story of how the exploding Pinto became a pre-apocalyptic narrative, how the myth was exposed, and why you should race one.

The Pinto was CEO Lee Iacocca's baby, a homegrown answer to the threat of compact-sized economy cars from Japan and Germany, the sales of which had grown significantly throughout the 1960s. Iacocca demanded the Pinto cost under $2,000, and weigh under 2,000 pounds. It was an all-hands-on-deck project, and Ford got it done in 25 months from concept to production.

Building its own small car meant Ford's buyers wouldn't have to hew to the Japanese government's size-tamping regulations; Ford would have the freedom to choose its own exterior dimensions and engine sizes based on market needs (as did Chevy with the Vega and AMC with the Gremlin). And people cold dug it.

When it was unveiled in late 1970 (ominously on September 11), US buyers noted the Pinto's pleasant shape — bringing to mind a certain tailless amphibian — and interior layout hinting at a hipster's sunken living room. Some call it one of the ugliest cars ever made, but like fans of Mischa Barton, Pinto lovers care not what others think. With its strong Kent OHV four (a distant cousin of the Lotus TwinCam), the Pinto could at least keep up with its peers, despite its drum brakes and as long as one looked past its Russian-roulette build quality.

But what of the elephant in the Pinto's room? Yes, the whole blowing-up-on-rear-end-impact thing. It all started a little more than a year after the Pinto's arrival.

 

Grimshaw v. Ford Motor Company

On May 28, 1972, Mrs. Lilly Gray and 13-year-old passenger Richard Grimshaw, set out from Anaheim, California toward Barstow in Gray's six-month-old Ford Pinto. Gray had been having trouble with the car since new, returning it to the dealer several times for stalling. After stopping in San Bernardino for gasoline, Gray got back on I-15 and accelerated to around 65 mph. Approaching traffic congestion, she moved from the left lane to the middle lane, where the car suddenly stalled and came to a stop. A 1962 Ford Galaxie, the driver unable to stop or swerve in time, rear-ended the Pinto. The Pinto's gas tank was driven forward, and punctured on the bolts of the differential housing.

As the rear wheel well sections separated from the floor pan, a full tank of fuel sprayed straight into the passenger compartment, which was engulfed in flames. Gray later died from congestive heart failure, a direct result of being nearly incinerated, while Grimshaw was burned severely and left permanently disfigured. Grimshaw and the Gray family sued Ford Motor Company (among others), and after a six-month jury trial, verdicts were returned against Ford Motor Company. Ford did not contest amount of compensatory damages awarded to Grimshaw and the Gray family, and a jury awarded the plaintiffs $125 million, which the judge in the case subsequently reduced to the low seven figures. Other crashes and other lawsuits followed.

Why the Ford Pinto didn't suck

Mother Jones and Pinto Madness

In 1977, Mark Dowie, business manager of Mother Jones magazine published an article on the Pinto's "exploding gas tanks." It's the same article in which we first heard the chilling phrase, "How much does Ford think your life is worth?" Dowie had spent days sorting through filing cabinets at the Department of Transportation, examining paperwork Ford had produced as part of a lobbying effort to defeat a federal rear-end collision standard. That's where Dowie uncovered an innocuous-looking memo entitled "Fatalities Associated with Crash-Induced Fuel Leakage and Fires."

The Car Talk blog describes why the memo proved so damning.

In it, Ford's director of auto safety estimated that equipping the Pinto with [an] $11 part would prevent 180 burn deaths, 180 serious burn injuries and 2,100 burned cars, for a total cost of $137 million. Paying out $200,000 per death, $67,000 per injury and $700 per vehicle would cost only $49.15 million.

The government would, in 1978, demand Ford recall the million or so Pintos on the road to deal with the potential for gas-tank punctures. That "smoking gun" memo would become a symbol for corporate callousness and indifference to human life, haunting Ford (and other automakers) for decades. But despite the memo's cold calculations, was Ford characterized fairly as the Kevorkian of automakers?

Perhaps not. In 1991, A Rutgers Law Journal report [PDF] showed the total number of Pinto fires, out of 2 million cars and 10 years of production, stalled at 27. It was no more than any other vehicle, averaged out, and certainly not the thousand or more suggested by Mother Jones.

Why the Ford Pinto didn't suck

The big rebuttal, and vindication?

But what of the so-called "smoking gun" memo Dowie had unearthed? Surely Ford, and Lee Iacocca himself, were part of a ruthless establishment who didn't care if its customers lived or died, right? Well, not really. Remember that the memo was a lobbying document whose audience was intended to be the NHTSA. The memo didn't refer to Pintos, or even Ford products, specifically, but American cars in general. It also considered rollovers not rear-end collisions. And that chilling assignment of value to a human life? Indeed, it was federal regulators who often considered that startling concept in their own deliberations. The value figure used in Ford's memo was the same one regulators had themselves set forth.

In fact, measured by occupant fatalities per million cars in use during 1975 and 1976, the Pinto's safety record compared favorably to other subcompacts like the AMC Gremlin, Chevy Vega, Toyota Corolla and VW Beetle.

And what of Mother Jones' Dowie? As the Car Talk blog points out, Dowie now calls the Pinto, "a fabulous vehicle that got great gas mileage," if not for that one flaw: The legendary "$11 part."

Why the Ford Pinto didn't suck

Pinto Racing Doesn't Suck

Back in 1974, Car and Driver magazine created a Pinto for racing, an exercise to prove brains and common sense were more important than an unlimited budget and superstar power. As Patrick Bedard wrote in the March, 1975 issue of Car and Driver, "It's a great car to drive, this Pinto," referring to the racer the magazine prepared for the Goodrich Radial Challenge, an IMSA-sanctioned road racing series for small sedans.

Why'd they pick a Pinto over, say, a BMW 2002 or AMC Gremlin? Current owner of the prepped Pinto, Fox Motorsports says it was a matter of comparing the car's frontal area, weight, piston displacement, handling, wheel width, and horsepower to other cars of the day that would meet the entry criteria. (Racers like Jerry Walsh had by then already been fielding Pintos in IMSA's "Baby Grand" class.)

Bedard, along with Ron Nash and company procured a 30,000-mile 1972 Pinto two-door to transform. In addition to safety, chassis and differential mods, the team traded a 200-pound IMSA weight penalty for the power gain of Ford's 2.3-liter engine, which Bedard said "tipped the scales" in the Pinto's favor. But according to Bedard, it sounds like the real advantage was in the turns, thanks to some add-ons from Mssrs. Koni and Bilstein.

"The Pinto's advantage was cornering ability," Bedard wrote. "I don't think there was another car in the B. F. Goodrich series that was quicker through the turns on a dry track. The steering is light and quick, and the suspension is direct and predictable in a way that street cars never can be. It never darts over bumps, the axle is perfectly controlled and the suspension doesn't bottom."

Need more proof of the Pinto's lack of suck? Check out the SCCA Washington, DC region's spec-Pinto series.

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My Somewhat Begrudging Apology To Ford Pinto

ford-pinto.jpg

I never thought I’d offer an apology to the Ford Pinto, but I guess I owe it one.

I had a Pinto in the 1970s. Actually, my wife bought it a few months before we got married. The car became sort of a wedding dowry. So did the remaining 80% of the outstanding auto loan.

During a relatively brief ownership, the Pinto’s repair costs exceeded the original price of the car. It wasn’t a question of if it would fail, but when. And where. Sometimes, it simply wouldn’t start in the driveway. Other times, it would conk out at a busy intersection.

It ranks as the worst car I ever had. That was back when some auto makers made quality something like Job 100, certainly not Job 1.

Despite my bad Pinto experience, I suppose an apology is in order because of a recent blog I wrote. It centered on Toyota’s sudden-acceleration problems. But in discussing those, I invoked the memory of exploding Pintos, perpetuating an inaccuracy.

The widespread allegation was that, due to a design flaw, Pinto fuel tanks could readily blow up in rear-end collisions, setting the car and its occupants afire.

People started calling the Pinto “the barbecue that seats four.” And the lawsuits spread like wild fire.

Responding to my blog, a Ford (“I would very much prefer to keep my name out of print”) manager contacted me to set the record straight.

He says exploding Pintos were a myth that an investigation debunked nearly 20 years ago. He cites Gary Schwartz’ 1991 Rutgers Law Review paper that cut through the wild claims and examined what really happened.

Schwartz methodically determined the actual number of Pinto rear-end explosion deaths was not in the thousands, as commonly thought, but 27.

In 1975-76, the Pinto averaged 310 fatalities a year. But the similar-size Toyota Corolla averaged 313, the VW Beetle 374 and the Datsun 1200/210 came in at 405.

Yes, there were cases such as a Pinto exploding while parked on the shoulder of the road and hit from behind by a speeding pickup truck. But fiery rear-end collisions comprised only 0.6% of all fatalities back then, and the Pinto had a lower death rate in that category than the average compact or subcompact, Schwartz said after crunching the numbers. Nor was there anything about the Pinto’s rear-end design that made it particularly unsafe.

Not content to portray the Pinto as an incendiary device, ABC’s 20/20 decided to really heat things up in a 1978 broadcast containing “startling new developments.” ABC breathlessly reported that, not just Pintos, but fullsize Fords could blow up if hit from behind.

20/20 thereupon aired a video, shot by UCLA researchers, showing a Ford sedan getting rear-ended and bursting into flames. A couple of problems with that video:

One, it was shot 10 years earlier.

Two, the UCLA researchers had openly said in a published report that they intentionally rigged the vehicle with an explosive.

That’s because the test was to determine how a crash fire affected the car’s interior, not to show how easily Fords became fire balls. They said they had to use an accelerant because crash blazes on their own are so rare. They had tried to induce a vehicle fire in a crash without using an igniter, but failed.

ABC failed to mention any of that when correspondent Sylvia Chase reported on “Ford’s secret rear-end crash tests.”

We could forgive ABC for that botched reporting job. After all, it was 32 years ago. But a few weeks ago, ABC, in another one of its rigged auto exposes, showed video of a Toyota apparently accelerating on its own.

Turns out, the “runaway” vehicle had help from an associate professor. He built a gizmo with an on-off switch to provide acceleration on demand. Well, at least ABC didn’t show the Toyota slamming into a wall and bursting into flames.

In my blog, I also mentioned that Ford’s woes got worse in the 1970s with the supposed uncovering of an internal memo by a Ford attorney who allegedly calculated it would cost less to pay off wrongful-death suits than to redesign the Pinto.

It became known as the “Ford Pinto memo,” a smoking gun. But Schwartz looked into that, too. He reported the memo did not pertain to Pintos or any Ford products. Instead, it had to do with American vehicles in general.

It dealt with rollovers, not rear-end crashes. It did not address tort liability at all, let alone advocate it as a cheaper alternative to a redesign. It put a value to human life because federal regulators themselves did so.

The memo was meant for regulators’ eyes only. But it was off to the races after Mother Jones magazine got a hold of a copy and reported what wasn’t the case.

The exploding-Pinto myth lives on, largely because more Americans watch 20/20 than read the Rutgers Law Review. One wonders what people will recollect in 2040 about Toyota’s sudden accelerations, which more and more look like driver error and, in some cases, driver shams.

So I guess I owe the Pinto an apology. But it’s half-hearted, because my Pinto gave me much grief, even though, as the Ford manager notes, “it was a cheap car, built long ago and lots of things have changed, almost all for the better.”

Here goes: If I said anything that offended you, Pinto, I’m sorry. And thanks for not blowing up on me.

turbo swap wiring ??

Started by uncleamin, May 23, 2007, 10:44:12 AM

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uncleamin

2point3turbo you have a pm

uncleamin

Thank you guys so much for all the help you gave on this topic. I think Might have it figure out now. - Amin

2point3turbo

If you give me your address I will send you one of my many extra Merkur injector harnesses. Make it easy that way. No charge of course. Just like to see the Pinturbos fired up!!!
Must have more POWER!!!! Gimmee Gimmee Gimmee!!

oldkayaker

1) On the 87TC, the computer, pins 37 and 57 are tied together in wiring harness.  This should be VPWR (+12V for the injectors).  So I suspect the Merkur faded red or pink should be spliced to the TC red.  Pin 24 on the TC is for the octane switch and is red with a yellow stripe.  The link http://www.gt350mustang.com/eecspecsturbo.htm indicates that Merkur does not use this pin (not sure why your Merkur harness has a wire there).

2) Pin 59 is for injectors 3 & 4 (injector bank 2).  So splice the TC tan & white to the Merkur gray-orange.

3) Pin 58 is for injectors 1 & 2 (injector bank 1).  So splice the TC brown-yellow & brown-light blue to the Merkur gray-red.

4) I do not know what the Merkur red-white wire is for.   Maybe somebody with a Merkur wiring diagram will chime in.

This takes care of 5 of the 8 TC wires and connects the injectors.  For the remaining 3 here and the 4 at the other plug, you need a Merkur diagram and some additonal wires.  Do not forget to repin the Merkur computer plug for the TC computer (see the link above) for the different VAF, BCS, and EGR wiring.  This link may also help some http://www.merkurencyclopedia.com/ (go to "EEC-IV" at top and then click on "TC EEC into XR" on the left).
Jerry J - Jupiter, Florida

uncleamin

Ok I went out there and looked at the merkur injector plug. It has 4 wires that are the following colors:

1)Faded Red...or Pink???  This one goes to either pin 24 or 57...I'm not sure on this bc there is two of them the exact same color.

2) Gray and Orange -  pin 59

3) Gray and Red - pin 58

4) Red with white stripe - This one does not go back to the computer...it hooks around to some other plug.

The Turbo Coupe Plug had all the colors you said it would....I just don't see how that I'm going to splice the 7 TC wires into only 4 Merk wires. Thanks. - Amin

uncleamin

Thank you guys for the replies. I had to get away from it for a bit bc I was getting too steamed trying to figure it out. I'm gonna go back out today and give it another go using what you posted for a reference. Here's a pick if this makes it any more clear what I'm dealing with. It sucks bc this is like one of the last things I have to get past before it fires. Thanks again. - Amin

http://www.putfile.com/pic.php?img=5516432

oldkayaker

Per this link, there are some differences in the Mekur and TC computer wiring.  If you are using the 88TC computer, you will need to move some pins around for the VAF, BCS, and EGR (if used).  It also looks like you will need additional computer wires for the octane switch and the ACT.  If you have an automatic, there are a couple for that also.
http://www.gt350mustang.com/eecspecsturbo.htm

I am not sure which wiring diagrams you have.  I have one for the 87TC.  Below is a list of the 8 wires in the TC connector #C387 with the color and TC computer pin #.  You will need to look at your computer plug pins and determine which Mekur color goes to that pin.  This should allow you to figure out the color to color splice needed.
color,  pin#,    description
PK/BK,  25,      this is for one side of the ACT (you will need to tie the other ACT wire to signal return, BK/W, EEC pin# 30/46
LG/Y,   7,       this is for one side of the ECT
BK/W, 30/46,  this is the signal return for the ACT, ECT, and the knock sensor
T,         58,      this is for injector #1
W,        58,      this is for injector #2, this W wire gets spliced into the T wire before arriving at the EEC as a T wire
BR/Y,   59,      this is for injector #3
BR/LB,  59,      this is for injector #4, this BR/LB wire gets spliced into the BR/Y before arriving at the EEC as a BR/Y wire
R,         37,      this is the +12V from the EEC for the injectors

There is another 4 pin connector #C128 coming from the TC injector harness for the water temp gauge R/W, oil pressure gauge W/R, oil level indicator DB/LG, and the other knock sensor wire Y/R computer pin #23.

Hope this helps.  Note the color codes do fade with age.
Jerry J - Jupiter, Florida

turbowagonman

Quote from: uncleamin on May 23, 2007, 10:44:12 AM
I have the engine from an 88' TC in my pinto. My wiring harness is from a Merkur. The problem is that the female plug on my injector harness(88' TC) will not fit with the male end that comes off the harness. I have the CORRECT male plug that fits into my injector harness. So i guess I need to splice this into my Merkur harness. My issue is the color differnce in the wires. I've searched through wiring diagrams but haven't found anything that will help me with this. Anyone????? Thanks. - Amin

I did the same Swap, '88' TC motor to an '86' Merkur harness. When I first got the car on the road I didn't have an IC so I used the Merkur Injector Harness. Once I put an IC in the car I then just plugged the 88 TC Injector harness into my Merkur Harness. When I go outside to work on my car today I'll write the Color Combos down (88 TC Injector Harness to an 86 Merkur Harness) to help you out.

turbowagonman
\'80\' Turbo Pinto Cruising Wagon.........R.I.P.
\'80\' Turbo Pinto Deluxe Wagon (work in progress)
http://s98.photobucket.com/albums/l262/turbowagonman/

77turbopinto

Quote from: uncleamin on May 23, 2007, 10:44:12 AM
I have the engine from an 88' TC in my pinto. My wiring harness is from a Merkur. The problem is that the female plug on my injector harness(88' TC) will not fit with the male end that comes off the harness. I have the CORRECT male plug that fits into my injector harness. So i guess I need to splice this into my Merkur harness. My issue is the color differnce in the wires. I've searched through wiring diagrams but haven't found anything that will help me with this. Anyone????? Thanks. - Amin

I have only used the T/C harnesses so I am at a loss to be much help.

Do you have the wire charts for all three?

Sorry,
Bill
Thanks to all U.S. Military members past & present.

uncleamin

I have the engine from an 88' TC in my pinto. My wiring harness is from a Merkur. The problem is that the female plug on my injector harness(88' TC) will not fit with the male end that comes off the harness. I have the CORRECT male plug that fits into my injector harness. So i guess I need to splice this into my Merkur harness. My issue is the color differnce in the wires. I've searched through wiring diagrams but haven't found anything that will help me with this. Anyone????? Thanks. - Amin