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Offline 72DutchWagon

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Introduction 72DutchWagon project
« on: December 22, 2014, 02:03:43 PM »
Like to tell you about my plans with the Pinto Wagon. I must first say that I was pretty surprised to find an American Pinto at less than 10 miles from my house. They almost never get imported, I think thereís four in the official Dutch government car registry.
There were two reasons for me to pick this one up, first the price, it was much less than the total amount in bills for buying and shipping the thing overseas, and second, this car presents an interesting mix of American and European technology which makes restoring and updating (hopefully) a little easier around here.
American advantage; all kinds of silly parts like lock cylinders, window rubbers, turn signal cancel switches etc. are not uncommon to be available new for American cars of which millions were built, not so with typical European working class cars. And the family connection with the Mustang helps too.
European advantage; The 2.0 Pinto was fitted in all kinds of European Fordís, in passenger cars till 1988, in vans I think till 1991. They were also raced a lot, so there is a significant aftermarket industry for speed parts.

The car I have is an original 4-speed, converted to automatic, but they did that without changing the diff gear ratio, so I think that is the reason why it is revving its heart out at 55 miles an hour. So no freeway driving in this configurationÖ
I want to mix an early Pinto car with the latest possible Pinto 2.0 technology to create a nice 21st century drivable (tax exempt) old-timer on a budget. Iím not trying to kid myself, fooling around with old cars is a hobby, and hobbyís cost money. Cheap transportation is found elsewhere.
So the first big job was to find a complete running Ford Scorpio (Merkur in the States) with a Pinto 2.0 EFI and 5speed T9. Why a complete car? Because I want all the parts I need in one go, and be sure that everything was in working order before dismantling. Almost nobody wants these cars here anymore because last year the government changed the tax exempt status for old-timers from over 25 years to over 40 years old.
An 85 Scorpio was found and turned into a shell and a big puzzle, see photoís, now Iím having to take care of some other work around the house, so the project has a few months rest. In the meantime Iíll order some gaskets and other stuff that Iíll be needing for the transplant.
Have a good Christmas everyone and fun in the garage in 2015.

Offline dick1172762

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Re: Introduction 72DutchWagon project
« Reply #1 on: December 22, 2014, 05:18:28 PM »
That is good news here in the states as 99.9% of all 2L Pinto are gone by by. Never knew the Scorpio had a 2L in it. I would have though they had a 2.3 in them. There's more Scorpios in junk yards than Pintos. Scott!!!! More 2L parts!!!!
Its better to be a has-been, than a never was.

Offline D.R.Ball

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Re: Introduction 72DutchWagon project
« Reply #2 on: December 22, 2014, 05:26:12 PM »
The American version of the Merkur Scorpio has a 2.8 V-6 not the 2.0 EAO four cylinder. Most of the other hard parts for the Pinto can be sourced from Ebay.com etc. or from other aftermarket places like Rockauto.com  or just go through Canada...

Offline 72DutchWagon

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Re: Introduction 72DutchWagon project
« Reply #3 on: December 23, 2014, 02:15:30 PM »
D.R. Ball is right about the V6, Merkur Scorpio's were only available with 2.9 Cologne V6's, In Europe we got several other choices, from 1.8 to 2.9, and even diesels.
Your other Merkur, the XR4Ti, was marketed in Europa as the Ford Sierra XR4i, and didn't have the 2.3 Lima, but a 2.8 Cologne V6 engine. Less sporty versions of the Sierra (hatchbacks, stationwagons, sedans) had 1.3, 1.6, 1.8 and 2.0 litre pinto's and diesel engines. After about 1988 they got DOHC engines, no longer Pinto. And we had some 2.9's and 2.0 Cosworth's in the Sierra.
European predecessors of the Sierra that had Pinto engines in 'em were the Taunus, Cortina, Capri and Granada.
A very good explanation about how to put an injected Pinto in an older European Ford Escort can be found at www.dominicbol ton.freeuk.com /injection.html. I'm going to use his info as a guide for my project.
If you want to look overseas for new sporty 2.0 Pinto parts, check out burtonpower.co m in the UK.
Normal stuff, like engine gasket sets, timing belt, clutch etc. is still available here from ordinary car part suppliers.

Offline Wittsend

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Re: Introduction 72DutchWagon project
« Reply #4 on: December 23, 2014, 05:59:56 PM »
The injected set up seems a nice piece for a USA 2.0 EAO engine.  I don't recall anyone ever mentioning it. I'd think that other than the manifold one could probably adapt existing state side parts (Fuel Pump, TB, Injectors, harness, Aftermarket ECU Etc.) and move into the 21st century with their Pinto. Of course if they could get the whole works in one lump... . :-)

It is interesting that an engine (2.0 EAO) that had a short lived life here kept on going in Europe. How much prior to 1971 when we got the 2.0 EAO was it used in Europe.

Offline 72DutchWagon

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Re: Introduction 72DutchWagon project
« Reply #5 on: December 24, 2014, 06:50:31 AM »
The Pinto engine was introduced in 1970, you can find all the details about its history at en.wikipedia.o rg/wiki/Ford_Pinto_engine.  Iíve added a few more 2.0 EFI pictures for your pleasure.
If someone wants to go all modern, then the setup from Omex with fully mappable ecu is the ticket, look at http://omextechnology.co.uk/page46.html, check the Pre-EFI kit. But then your talking $ 3000 plusÖ I think Iíll keep to the scrap parts route for the moment.