1971-1980 Ford Pinto

The Ford Pinto of 1971-1980 was another addition to Ford's 'pony' car lineup. While Lee Iacocca is often praised for championing the Mustang, the compact that sparked the pony car craze in the 1960s, his involvement with the Pinto is less frequently mentioned. Perhaps he would rather keep it that way.

Much like the Mustang, the Pinto was a marketing hit in a fresh segment. However, it faced some controversial publicity that the Mustang managed to avoid. This subcompact 'pony' car, part of Ford's equine-themed lineup, aimed for practicality over luxury. It was designed to offer reasonable comfort and good performance while being affordable and easy to maintain. Iacocca was deeply involved in ensuring the Pinto would cost no more than $2,000 and weigh no more than 2,000 pounds. Ford began considering smaller domestic models in the mid-60s, and by 1967, the idea of an 85-inch-wheelbase car powered by a smaller engine was on the table. Iacocca, at the time Ford's executive vice president, foresaw the growing influence of foreign imports like Volkswagen and Japanese cars, urging Ford to act quickly with a competitive subcompact. After the Mustang's success, many expected Iacocca to ascend to the Ford presidency, but in late 1967, Henry Ford II unexpectedly hired Semon 'Bunkie' Knudsen from General Motors, leading to tension between the two camps. Knudsen, out of touch with Iacocca's vision, resisted the idea of a subcompact car. However, Iacocca's persistence paid off in January 1969 when Ford finally approved the Pinto project, and Knudsen's tenure as president came to an end. (Interestingly, some credit for the Pinto's design is also given to Knudsen. Former Ford stylist Bob Thomas described how the exterior design of the Pinto, chosen by Knudsen, ultimately became the final product.)

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Bringing the Ford Pinto to Life

After receiving approval in 1969 to proceed with the Ford Pinto project, a tight deadline of just 20 months was set for the car's release by September 1970. Leading the effort was Frank G. Olsen, an experienced engineer known for his work on the Mustang, as well as the higher-end Ford Fairlane and Torino. The project was given the code name 'Phoenix,' a name that would later prove to be quite ironic.

In a report published by the Society of Automotive Engineers, Olsen outlined the project's key objectives from the 'Phoenix Green-Book,' detailing the timeline and developmental steps. The car was expected to excel in appearance, comfort, ride quality, handling, and performance. In February 1969, a 32-member team, including top engineers from various departments at Ford, embarked on a three-day evaluation trip to assess competing vehicles in the market. The cars tested included the Fiat 850 and 124, the Volkswagen Beetle, the Opel Kadett, the Toyota Corolla, the Vauxhall Viva, and the Ford Escort. According to Harold Freers, Ford's chief engineer, the mission was to develop an 'Americanized compact.' Each vehicle was rated across multiple areas to help guide Ford's design direction. The Volkswagen emerged as the primary competitor, while Toyota led in terms of quietness, the Fiat 850 was the most comfortable, and the Opel excelled in ride and handling. Utilizing unitized construction, an area where Ford had plenty of experience, the design team focused on reducing weight without compromising the car's strength and rigidity. The under-body platform and structural components were welded together in a unified process.

Ford's design improvements aimed to enhance the fit of the hood, decklid, and doors, which would help minimize rattles, squeaks, and leaks caused by wind, rain, and dust. A 'halo' ring was introduced to hold the bodysides together, reducing weight while also providing additional protection in the event of a rollover. The development process was not without its setbacks. From the moment the Pinto hit the test track, major issues arose. 'We had to call the body engineers almost every week. There were several redesigns before we got it right,' Freers told Motor Trend. Most of the structural challenges revolved around making the body solid and stiff while using the least amount of material possible. Solutions included redesigning the front cross members, rear end, and even incorporating the dashboard into the structural design. A key challenge was managing noise within the passenger compartment. High-end Lincoln sedans used 140 pounds of sound-absorbing materials, while the Mavericks only had 28 pounds. With a target weight 500 pounds lighter, the Pinto was limited to just 12 pounds of soundproofing material.

One of the innovative solutions to reduce noise was the use of heat-cured vinyl sealing material, a custom-formed plastic bond applied along the seams and joints of the outer panels. Plastic was also used extensively throughout the Pinto to reduce both weight and cost, including in the interior and front grille components. To maximize passenger comfort, the interior space was stretched as much as possible, allowing even those over six feet tall to enter and exit with ease. The dashboard layout, gearshift, pedals, and gauges were designed for convenience and easy operation. Servicing was also simplified; the cluster housing the speedometer, fuel, oil, and electrical monitors could be removed in minutes using just a screwdriver. The most crucial element of the Pinto’s design was the drivetrain. Drawing from Ford’s European operations, two promising engine options were identified: the Kent engine. First introduced in 1959, the Kent engine had proven reliable in a range of British models, beginning with the Anglia. Its initial 1.0-liter displacement quickly grew to 1.5 liters for use in the Cortina, with potential for further increases in size.

As the horsepower race of the 1960s progressed in England, albeit at a slower pace compared to America, the Kent engine underwent another upgrade in 1967, with its displacement increased to 1.6 liters, mainly for the Cortina GT models. The durability of the Kent engine was so impressive that its basic design was adapted for engines used in Colin Chapman's Lotus road and race cars. The engine's reliability made it the perfect choice for Ford's new American-built subcompact car. In the Pinto, it was rated at 75 horsepower at 5,000 rpm, generating 96 pound-feet of torque at 3,000 rpm. A single-throat carburetor with an automatic choke ensured ease of operation. The cross-flow cylinder heads enhanced performance by nearly eliminating combustion chamber inefficiencies. This version was called the Pinto 1600 (named for its displacement in cubic centimeters) and served as the base powerplant. Knowing Americans' preference for more power under the hood, Ford engineers sought a larger engine option. This time, Ford of Germany provided a 2.0-liter overhead-cam engine known as the 'Cologne Four,' which had a proven racing legacy in Europe. The 2.0-liter engine produced 100 horsepower at 5,600 rpm, and its torque was a robust 120 pound-feet at 3,600 rpm. It also featured a cross-flow cylinder head with larger valves and ported manifolds. Both engines were paired with a clever four-speed gearbox, which was based on a similar unit successfully used by Ford of Britain for years. While the manual transmission came standard with both engines, a Cruise-O-Matic three-speed automatic was available as an option for those choosing the 2.0-liter engine.

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Expectations for the Pinto

One of the key demands for the Ford Pinto was exceptional handling, and once again, Ford's engineers delivered a remarkable solution to meet these high expectations.

Steering was accomplished via rack and pinion, a feature that was still relatively new for most American drivers but had already become standard in many overseas markets. The steering ratio was 22:1, and a compact 15-inch steering wheel provided a feel akin to that of a sports car. Given the car's lightweight design, there was no need for power-assisted steering. To enhance the ride quality, a combination of short and long A-arms was used in an independent suspension, which was essentially a downsized version of those found in other Ford models. Coil springs were installed between the lower A-arm and spring-pocket projections on the upper cross member. Double-acting shock absorbers were housed inside the coil springs and were easy to replace, which aligned with one of the design goals.

The rear axle and suspension featured modern design elements, including 46.5-inch-long multileaf semielliptical springs mounted on rubber-insulated anchors, which helped reduce vibration and road noise. Staggered shock absorbers were utilized to prevent wheel hop while aiding in acceleration and braking. The braking system featured four nine-inch drums with self-adjusters. Optional front disc brakes were available, a requirement for those opting for the larger engine. Originally, three body styles were planned for the Pinto: a two-door sedan, a "three-door" hatchback, and a two-door station wagon. However, production delays and ongoing issues with body rigidity led the design team to focus all efforts on the base sedan for its launch. With a 94.2-inch wheelbase, the Pinto measured just 163 inches in length. The design featured a long hood and a fastback rear with a short decklid that began at the base of the rear window. Standard tires were 6.00X13 black-sidewall bias-ply, but whitewalls and radials were also available. Optional flipper-type rear-quarter windows provided improved ventilation and comfort for rear-seat passengers. The front-end design was simple, with a chrome-plated plastic grille featuring vertical slats. At the far ends were combination park and turn-signal lights. To keep costs down, only two headlights were used, mounted on the front fenders. A basic chrome-plated bumper completed the front styling, while the rear featured a flat panel with taillight assemblies sourced from the 1970 Maverick. Ford, including Henry Ford II, referred to the Pinto as the modern-day version of the car that had truly made the company famous, which led to the selection of "Model T Black" as one of the available colors.

If basic black wasn't your preference, the Pinto was available in 14 other color options, including some bold choices. The vivid "Grabber" colors, originally borrowed from the Maverick and Mustang lines, were rebranded for the Pinto—Grabber Blue, for instance, became Pinto Blue. The Pintos were painted using a six-step process, beginning with dipping the entire body in a primer solution. An electrostatic charge was used to apply paint, ensuring better adhesion, finish, and durability. The seats featured color-keyed all-vinyl trim, covering both the front bucket seats and the rear bench.

By the fall of 1970, the Pinto had joined a growing list of subcompacts on the U.S. market. A few months earlier, AMC had released the Gremlin as a 1970 model, and Chevrolet unveiled its Vega the day before the Pinto's debut. Meanwhile, Chrysler relied on captive imports, offering the Mitsubishi-built Dodge Colt and the Hillman-derived Plymouth Cricket. Despite the competition, the Pinto seemed to hit the mark, making Lee Iacocca, the creative mind behind the car, a proud father. Not long after the Pinto's successful launch, Henry Ford II appointed Iacocca as the company president. On September 11, 1970, just one week before the rest of Ford's 1971 models were released, the public got its first look at the Pinto. While showrooms weren't overflowing with customers eager to see the new car, sales began to pick up quickly, especially considering that only one model was available at the time. By the end of 1970, 86,680 Pintos had rolled off the assembly line, far outpacing the 24,295 Vegas produced by Chevrolet by the end of the year.

However, it is important to note that General Motors had experienced a 67-day strike starting on September 15, right before the new models went on sale, which had a significant impact on production. For more picture-packed articles about great cars, see:

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The 1971 Ford Pinto

The 1971 Ford Pinto saw rapid success in its early months. By January 18, 1971, only five months after its debut, the 100,000th Pinto was delivered to Marco Ojeda at S and C Motors in San Francisco, California.

Ford even offered a pair of tool kits for the Pinto: a beginner's set priced at $28.75, and a more comprehensive 'master's' kit at $44.95. The master kit included everything from wrenches and ratchets to gauges, and even a torque wrench. In theory, you wouldn't need to take the Pinto back to the dealership for service. One of Ford's most popular promotional items was a service key, which not only functioned as a screwdriver but also provided measurements for spark plug and point gap adjustments. The Pinto, while being an affordable first car, also came with a wide range of accessories. The options included deluxe interior decor packages, full wheel covers, exterior dress-up kits (including a vinyl roof), and various radio choices. The 2.0-liter engine added an extra $50 to the price. With the larger engine, buyers could also opt for air conditioning and the Cruise-O-Matic for an additional $175.

A Rallye appearance package was also available, which included most of the decor items from the deluxe package, plus blacked-out hood, taillamp bezels, and grille; Boss Mustang-style fender stripes; Rallye badges; front disc brakes; and A78X13 black sidewall tires. On February 20, 1971, the eagerly awaited Pinto Runabout made its debut at the Chicago Auto Show. It went on sale just five days later, quickly gaining strong customer interest. Priced at $2,062, the Runabout differed from the sedan with exposed chrome hinges for the liftgate and five decorative chrome strips on the back "door." Its overall profile and dimensions were almost identical to the sedan. The hatch was equipped with pneumatic rams to assist in lifting, and there was plenty of storage space available when the back seat was folded down. This feature was also offered as an option on the sedan, providing up to 38.1 cubic feet of storage. The Pinto was assembled in three locations: the San Jose, California, and Metuchen, New Jersey plants, as well as Ford of Canada's new facility in St. Thomas, Ontario. With production schedules tight, two shifts were often required to meet the growing demand for the car.

In its debut year, the Pinto saw impressive numbers, with 288,606 sedans and 63,796 Runabouts rolling off the production line, marking one of the best first-year launches in history, surpassed only by the Mustang in 1965 and the Falcon in 1960. Ford's marketing team was particularly surprised by the fact that most customers chose the higher-priced 2.0-liter engine, and many also opted for the automatic transmission in these models at a rate of more than 2-to-1. Even Henry Ford II seemed to be fond of the Pinto, often seen driving around the Detroit and Grosse Pointe areas in his personally customized Candy Apple Red Runabout, complete with custom wire wheels and a black leather interior. However, not everything was smooth sailing for Ford or the automotive industry as a whole. The federal government was increasingly becoming involved in regulating vehicle safety and emissions standards.

In a 1971 special message to Ford dealers and salespeople, Henry Ford II outlined the company's environmental commitment, highlighting 10 key points of action. The message also detailed Ford's history of pioneering safety features, from its initial safety packages in 1956 to the Tot-Guard child-restraint system introduced in 1967. It emphasized the company's efforts to protect passengers with safety-conscious instrument and dash panels, and the use of low-profile, impact-absorbing vinyl coat hooks.

Despite these claims, the report also downplayed the significance of cars' contributions to air pollution and suggested that more could be done in the safety department. (Although a driver-side airbag system was tested on the Pinto, it was ultimately never produced.) When describing the Pinto to dealers and the press, the chairman explained that the model wouldn't see drastic changes each year, much like the Model T, but would instead feature gradual improvements over time. Given the success of the 1971 model, it's no surprise that the 1972 Pinto was almost identical. A few minor revisions were made, such as moving the seatback release from the hard-to-reach center to the outer edge. The only notable exterior changes were the addition of a few new color options, a sunroof for both the sedan and Runabout, and some new decor-package decals. The Runabout also got a larger backlight for its hatch.

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1972 Ford Pinto

On February 24, 1972, Ford introduced the third member of the 1972 Pinto family with the addition of the station wagon. While the basic body platform was shared with the sedan and Runabout, the rear-quarter panels were extended, making the wagon 172.7 inches long, nearly 10 inches longer than its Pinto siblings.

Ford touted a total of 60.5 cubic feet of storage capacity in the Pinto wagon, accessible via a one-piece liftgate, which shared engineering similarities with the Runabout's rear hatch. Optional features for the wagon included flip-open rear-seat windows, which provided the only source of fresh air for passengers in the back. The 2.0-liter engine was standard, paired with a four-speed manual transmission. All Pinto wagons came equipped with front disc brakes. While the base model was already a charming two-door wagon, there were additional dress-up packages available, including a decor group similar to those offered for the sedan and Runabout. Though not a separate model, the Squire version quickly became a favorite among wagon enthusiasts.

The Squire trim borrowed a name from Ford's storied history, applying a wood-like finish made possible through fiberglass framing and dark walnut appliqué, which added an air of sophistication to the compact wagon. Inside, it featured plush padded bucket seats, embossed door panels, and woodgrain accents on the dash, shifter console, and steering-wheel center. A major industry change for the year came in how horsepower was measured. Instead of using gross horsepower figures, Ford began using net horsepower, reflecting engine power at the rear wheels. As a result, the Pinto's 1.6-liter engine's 75-bhp rating dropped to 54, and the larger 2.0-liter engine's output decreased from 100 horsepower in 1971 to 86 in 1972. Continuing a tradition that began in the 1930s, Ford sought to boost showroom traffic during the spring with a special offering, and in 1972, the Pinto proudly joined the Mustang and Maverick in the Sprint family.

The Pinto Sprint sedans and Runabouts were designed with a distinctive patriotic flair, featuring white exteriors with blue hoods and lower body panels. The wheels came adorned with hubcaps and shiny trim rings, while red pinstripes ran along the length of the vehicle. Stars-and-stripes shields were placed on the front fenders, adding a touch of Americana. Inside, the interiors were done in white vinyl, accented with blue and red tones. The 1972 Pinto saw moderate price increases, with base sedans starting at $1,960, and the Runabout priced at $2,078. The first Pinto station wagons debuted with a base price of $2,265—$20 less than the Chevrolet Vega Kammback wagon. Production soared, with the Runabout becoming the sales leader, assembling 197,920 units, followed by 181,002 sedans. Despite its late introduction, the wagon had a solid debut with 101,483 units produced.

In just two years, nearly 833,000 Pintos had hit the roads. The arrival of American-made subcompacts began to shift the market, causing Japanese imports to lose some ground. Their market share dipped from 15.2 percent in 1971 to 14.8 percent in 1972, though this would prove to be a short-term setback. For the Pinto’s third season, notable updates were on the horizon, largely due to new safety regulations and changing consumer preferences. The most visible change was the introduction of energy-absorbing aluminum front bumpers, required by new federal regulations, to meet a five-mph damage-resistance standard. As a result, the Pinto’s length increased to 164.1 inches for the sedan and 173.9 inches for the wagon. Ford also introduced five new exterior colors, and added forged alloy wheels and a handling package to the options list. Prices continued to rise, with the two-door sedan now starting at over $2,000. With the wagon enjoying a full production year, it quickly became the most popular model, surpassing the Runabout and sedan. Ford dealers nationwide capitalized on the Pinto's success, with special editions like the Pangra, created by Huntington Ford in Arcadia, California, offering a performance boost for the subcompact. By the time the 1974 model year rolled around, the Pinto was on top of the world, but soon, the market would face a storm.

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1973 and 1974 Ford Pinto

The 1973 and 1974 Ford Pinto were introduced during a period of upheaval. In October 1973, war broke out once again in the Middle East. In response to Western support for Israel, key Arab oil-producing nations raised prices and orchestrated an embargo through the Organization of Petroleum Exporting Countries (OPEC).

In the U.S., gas prices skyrocketed from around 30 cents per gallon to more than 50 cents. Fuel shortages led to long lines at gas stations, with some stretching up to a mile. Drivers, fearing their fuel gauges would drop below the three-quarters mark before they could refill, began to panic.

In 1974, sales of full-sized Fords plummeted, dropping from over 854,000 units in the previous year to just 461,000. In response to the crisis, President Richard Nixon signed a new national speed limit of 55 mph to conserve fuel. This was a welcome change for Pinto owners, as the subcompact thrived at the lower highway speeds, even though it was capable of going faster. Ironically, just as gas shortages were escalating, Pinto’s big news for the year was the introduction of a larger optional engine. Unlike the previous engines, this new powerplant was designed and produced in the U.S. at Ford’s Lima, Ohio, engine plant.

The 2.3-liter overhead-cam four-cylinder engine, rated at 85 horsepower, replaced the slower-selling 1.6-liter four-cylinder, and the 2.0-liter engine became the new standard for the Pinto.

Interestingly, the new 2.3-liter engine was rated one horsepower lower than the base engine, yet it was said to offer more torque and improved fuel efficiency. By the end of the year, the majority of Pintos would be equipped with the 2.3 engine, which added $52 to the base price. As for the exterior, the car saw only slight changes, aside from the new, more robust bumpers, which were in line with the new federal five-mph rear bumper impact standards. These changes, along with the upgraded engine and increased sound insulation, caused the Pinto sedan’s weight to rise from 1,949 pounds in 1971 to 2,372 pounds in 1974, an increase of over 21 percent. Prices also continued to climb. Despite the decline in sales of larger Ford models, the Pinto was on top, with 544,209 units produced, setting a new record and bringing total Pinto production close to the 2 million mark. However, not everything was going smoothly, as reports began circulating about dangerous rear-end collisions that led to fiery explosions and fatalities. Lawsuits and investigations into potential liabilities followed.

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1975 Ford Pinto

When the 1975 Ford Pinto debuted on September 27, 1974, the little subcompact received a lot more attention. Externally, it remained almost identical to the previous year’s model, with only slight increases in wheelbase length—94.7 inches for the wagon and 94.4 inches for the other models. However, internally, the 1975 Pinto marked a significant shift, becoming even more distinctly ‘all-American’ in character.

The 2.0-liter engine was replaced with a new 2.3-liter four-cylinder engine, producing 83 horsepower. Additionally, Pinto's performance got a boost with the introduction of a new V-6 engine. This 2.8-liter powerplant, based on a design from Lancia in Italy, produced 97 horsepower, utilizing an 8.0:1 compression ratio and a two-barrel Holley carburetor.

With its 60-degree banked angle, uniform alternate firing, and a high-center mounted camshaft that helped reduce the weight of the valvetrain, the engine’s smooth performance was unexpectedly impressive. This basic engine design would go on to power several Ford vehicles for over 25 years. The V-6 engine was offered only in the Runabout and wagon models and required the newly redesigned SelectShift Cruise-O-Matic transmission. For the first time, buyers could choose power steering and brakes when selecting the V-6 option. By the summer of 1974, the national fuel crisis had subsided. Oil imports to the U.S. resumed full capacity, and gas prices dropped slightly, so Americans felt they were getting a better deal again. However, fuel efficiency remained a key concern for many, prompting Ford to release special MPG versions of both the Pinto and the Mustang II.

The MPG model, equipped with a four-cylinder engine, manual transmission, a new catalytic converter emissions system (which allowed for better engine tuning), and a 3.18:1 axle ratio (compared to the standard 3.40 gears), was rated by the government at 34 mpg on the highway and 23 mpg in the city. Switching to an automatic transmission resulted in a 30/21 mpg highway/city rating.

Marketing for the late-arriving MPG models used bold print to highlight their impressive highway mileage and competitive base prices, which were compared favorably to both foreign and domestic competitors. All three body styles of the Pinto were available with MPG equipment. Prices reflected the updated models, pushing the cost of the Pinto closer to, or in some cases higher than, the slightly larger Maverick. The sedan started at $2,769, the Runabout at $2,984, and the wagon at $3,094. The V-6 option added $253 to the price, while the automatic transmission came with a $202 price tag. Higher prices weren't just due to new features; rising raw material costs also played a significant role. Ford officials reported a 35 percent increase in steel prices in less than a year, with rubber, aluminum, and plastics all seeing significant price hikes as well. These rising costs, along with the lingering effects of the 1973-74 fuel crisis, led to a drastic drop in Pinto production in 1975, with only 223,763 units rolling off the assembly lines—a 59 percent decline from the previous year. Interestingly, Ford produced more 1974 Pinto wagons than the total 1975 Pinto production. In a side note, 1975 also saw the release of the Bobcat, an upscale Mercury version of the Pinto, which had initially been developed for Canadian dealers but was welcomed by U.S. Lincoln-Mercury dealers.

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1976 Ford Pinto

The 1976 Ford Pinto marked the first significant changes to both its design and marketing approach. For the first time since its debut, the car's front-end underwent a noticeable update. A new grille replaced the previous vertical slats with a finely gridded pattern. Rectangular parking and turn-signal lights were added, positioned near the outer edges of the grille, giving the car a fresh new look.

For those aiming to drive as economically as possible, the new Pony MPG sedan offered a budget-friendly option. By cutting $130 off the standard four-cylinder sedan's base price of $3,025, the Pony version delivered one of the most stripped-down cars that could legally be sold. Standard features included simple cloth seats, black rubber floor mats, and a more fuel-efficient 3.00:1 axle (as opposed to the 3.18 axle on other four-cylinder Pintos, all of which were now labeled MPGs). On the other hand, a special Stallion edition of the Pinto was introduced, offering a more stylish package. This version echoed the appearance of the Mustangs and Mavericks of the time, with silver paint, a blacked-out grille, window frames, and headlight surrounds. Additionally, the hood and cowl were finished in matte black.

The Stallion edition was further enhanced with black sport mirrors, special logo decals on the fenders, forged aluminum wheels with A73313 raised-white-letter, wide-oval tires, and a special handling suspension. This package added $283 to the base hatchback’s starting price of $3,200. Additionally, the V-6 engine was now available for the two-door sedan, and a Squire version of the Runabout was introduced, featuring a wide band of faux wood trim along the sides and bright trim around the windows and drip rails. The Pinto offered an array of interesting color options, especially for its interiors, including a Ford-exclusive vinyl-weave fabric in four colors or several choices of nylon-based plaid patterns. An innovative vinyl half-top was also introduced, covering just the area in front of the rear roof pillar. No major mechanical changes were announced for 1976, except for an increase in horsepower, with the base four-cylinder engine now producing 92 horsepower at 5,000 rpm and the optional V-6 generating 103 horsepower at 4,400 rpm. Despite no major mechanical updates, Pinto production surged, with a total of 290,132 units produced, marking a nearly 30 percent increase from the previous year.

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1977 Ford Pinto

Although Henry Ford II had previously promised that changes would not be made just for the sake of change, the 1977 Ford Pinto still received an appealing facelift. The most noticeable update was the front-end design, which featured a narrower, chrome-plated plastic grille made up of six rows of rectangles. This grille sat between parking and turn-signal lamps that were vertically bisected. The grille itself was slightly angled towards the top, flanked by similarly angled body-colored headlight buckets, which gave the front a custom look reminiscent of the '50s-era 'frenched' headlights seen on modified cars.

For the 1977 model, the sedan and Runabout's taillights were also redesigned. These now featured larger, sectioned red plastic lenses, complemented by a white inset lens for the back-up lights, marking a significant update from previous designs.

One new option for wagon buyers was the $416 Cruising Wagon package, which aimed to transform the Pinto into a mini-version of the custom vans that had captured the Seventies' trend. This package featured a filler panel covering all rear-side windows, with a 'bubble' window added towards the rear on each side. Exterior upgrades included a variety of colorful bodyside tape-stripes, color-matched dual racing mirrors, a front spoiler, and polished aluminum wheels. Inside, the cargo area was carpeted, extending to the sidewalls of the rear compartment. Despite rising prices, Pinto buyers were still interested in extras like AM/FM radios with eight-track players, air conditioning, and a range of accessories.

For 1977, both the sedan and Runabout introduced a removable pop-up glass sunroof. Runabouts could further enhance their look with a solid-glass rear hatch for just $13. Unfortunately, the Squire trim option was discontinued for the year. Interiors featured bold plaid cloth and vibrant color combinations in vinyl, with luxurious Ruffino leather-like textures or special stitching patterns. Both the sedan and Runabout could also be equipped with striking accent-stripe decor groups, one of which was reminiscent of the red and white Ford Torino seen on the television show Starsky and Hutch. Television played a crucial role in promoting the Pinto, appearing not only in commercials but also in several popular series, with Kate Jackson's orange and white Runabout being a memorable sight on the original Charlie's Angels.

Unfortunately, despite its improved appearance and TV star associations, Pinto sales were starting to suffer due to the increasing reports of explosive rear-end collisions. Although Ford worked to improve fuel tank cushioning and launched a massive recall campaign, consumer trust remained low.

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1978 Ford Pinto

The 1978 Ford Pinto models closely resembled the previous year's cars, so much so that promotional materials reused several photos from 1977. The only notable changes were minor updates to the exterior color options and a few shifts in the available appearance packages.

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1979 Ford Pinto

As the 1979 Ford Pinto model year began, it was clear that the car was nearing the end of its run. To refresh the aging design and make it more appealing, a redesign of the front end was ordered.

A new "European-inspired" ESS package for the sedan and Runabout featured silver paint with black accents around the window trim, dual racing mirrors, back panel, and bodyside moldings. The grille and headlight surrounds were finished in charcoal. Styled steel wheels and a front stabilizer bar rounded out the exterior additions (though Runabouts also came with the all-glass hatch). Inside, the performance theme continued with a leather-wrapped steering wheel and shift knob, plus an instrument cluster featuring a tachometer, ammeter, and coolant-temperature gauge. The Cruising Wagon returned with multiple stripe kits. For added appeal, a similar package was newly available for the Runabout. This $330 hatchback upgrade included blackout trim, multicolor bodyside stripes, white-painted styled-steel wheels, a sport steering wheel, and the gauge package.

It’s no surprise that most Pinto advertisements targeted younger drivers, with models well under 30 years old. Even the Squire, which was marketed as a family car, showed young couples with toddlers alongside the vehicle. Despite marketing's efforts to strengthen the image, external factors were having an impact. Hefty jury awards and internal company memos hinting that financial concerns were prioritized over human safety were damaging. Additionally, prices continued to climb. Nevertheless, 1979 saw a modest increase in Pinto production, reaching 199,018 units. For the first time since 1971, the basic two-door sedan emerged as the best-selling Pinto model. By the end of the Seventies, America was in crisis. Inflation was rampant, fueled by a fuel shortage that saw gasoline prices exceed $1 a gallon. Meanwhile, gold prices surged to $800 an ounce as Iran's Islamic revolution led to the storming of the U.S. embassy in Tehran, and Americans were held hostage for more than a year.

Cold War tensions were still high. President Jimmy Carter announced that the U.S. would boycott the 1980 Summer Olympics in Moscow in protest of the USSR's invasion of Afghanistan. Meanwhile, Detroit's mood was grim. Henry Ford II expressed the industry's concerns, saying, "The U.S. industry is facing an economic Pearl Harbor." His statement reflected the growing threat from Japanese automakers, whose market share had increased dramatically in the Seventies, rising to 26.7 percent. This shift contributed to a $40 billion combined loss for American car manufacturers. In late 1978, Lee Iacocca was ousted from Ford Motor Company after a series of controversial memos regarding the Pinto gas-tank issue. Henry Ford II was displeased not only with the fines and damages but also with the negative publicity affecting the company. The relationship between Ford and Iacocca had deteriorated, and in the end, the Ford family prevailed.

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1980 Ford Pinto

When the 1980 Ford Pinto debuted in late 1979, it was clear that this model was nearing the end of its run. With the front-wheel-drive Escort on the horizon, Ford allocated very little funding for upgrades. In fact, the biggest change for 1980 was the removal of the V-6 engine from the options list, leaving the 2.3 four-cylinder as the sole powertrain. Despite its impending retirement, the Pinto was still offered with a variety of appearance packages, including the Rallye Pack, Cruising Package, and the ESS option group. The Cruising Wagon also made a return, now with a Rallye variant. The Pinto remained a budget-friendly choice, with the Pony versions of the sedan and station wagon still available. The impact of national inflation was evident in the Pinto's price tags. In the car's 10 years on the market, base prices had more than doubled. A Pony sedan now started at $4,117, and the Squire station wagon was priced at $5,320 before options, which were often added to the final price.

The sedan version of the Pinto remained the most popular, while the wagon saw its lowest production numbers ever, with just 39,159 units built. With a total of 185,054 units produced for the 1980 model year, the Pinto's legacy reached over 3.1 million cars. Despite its decline, the Pinto had left a lasting mark on the automotive world.

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The Pinto Fire Controversy

One of the most significant automotive scandals of the late 1970s involved reports of Ford Pintos catching fire after rear-end collisions, and the large settlements juries awarded to the victims of these accidents. The big question: Was the Pinto fire crisis exaggerated, or did Ford indeed overlook the safety of human lives to cut costs? As early as 1972, the National Highway Safety and Transportation Administration began receiving reports of Pintos bursting into flames during low-speed rear-end crashes. Investigations revealed that, while the victims often suffered little to no trauma from the impact itself, they tragically perished when the cars ignited. Some victims were even trapped inside the vehicles as the body frames buckled and the doors became stuck shut, further compounding the tragedy.

Thankfully, the driver's door remained intact, and Miller was able to escape the crash with minimal injuries. He later launched a campaign for safer fuel tanks, collaborating with various suppliers to develop systems that would contain highly flammable gasoline and provide motorists with better protection. He even testified before Congress to emphasize Ford Motor Company's stance on the issue. So, what went wrong with the Pinto? Records show that Ford conducted rear-end collision tests on the Pinto in December 1970, months after production had already begun. Initial tests involved 11 controlled crashes, and in all but three, the gas tanks ruptured and often caught fire. In the three tests without fires, the cars were equipped with prototype safety devices that engineers had developed with suppliers. The most effective solution was a rubber bladder/liner from Goodyear, which, despite rupturing the tank's exterior, prevented fuel spills and fires. It was estimated that the cost of adding the bladders to each car would be $5.08. Another method involved attaching an extra steel plate behind the rear bumper to shield the tank during an impact. It successfully protected the tank in a 30-mph crash. Experts estimated that adding the steel plate could have cost up to $11 per car. Engineers discovered that the main causes of ruptures were a broken filler neck, which allowed fuel to spill and ignite, and penetration of the tank by bolts from the differential mounting and right shock absorber. A simple plastic insulator for the differential bolts, costing less than $1, could have solved this issue. Internal Ford memos, presented during civil trials, showed that these safety measures were discussed but ultimately rejected due to cost concerns. Ford decided that halting production and retooling would be too expensive. The most damaging evidence came from memos published by Mark Dowie in *Mother Jones*, detailing a cost analysis that compared the cost of redesigning the Pinto’s gas tank to the potential costs of compensating victims.

Experts put a price on human life at about $200,000, while the value of a serious burn injury was around $67,000. With an estimate of 180 fatalities and 180 serious burns, it was calculated that redesigning the Pinto's gas tank would cost roughly $137 million, while potential liability could amount to around $49 million. Ford also compared the Pinto to the imported Capri, which was sold by Lincoln-Mercury. Both vehicles were similar in size and construction, but the Capri’s fuel tank was positioned in a safer location, higher and further from the rear bumper, making it less vulnerable to damage in a rear-end collision. Ford engineers argued that raising the Pinto's tank would sacrifice valuable trunk space, which was already limited. They claimed that even a set of golf clubs would struggle to fit in the reduced space. Ultimately, 27 people were determined to have lost their lives in rear-end collisions involving Pintos. In one of the rare cases brought to trial, a California jury awarded a severely burned and disfigured boy $126 million in damages. The driver of the car, unfortunately, passed away from her injuries shortly after the incident.

When the memos detailing Ford’s liability analysis were introduced as evidence, the case was virtually sealed. Although a judge later reduced the award to $ million on appeal, the amount was still far higher than Ford had anticipated. This marked a wake-up call for the company, and its legal teams worked hard to settle as many of the ongoing cases as possible out of court. Things took a more serious turn for Ford in 1978 when Elkhart County, Indiana, Prosecutor Michael Cosentino called for a grand jury investigation following the deaths of three girls in a Pinto fire after a collision. The findings from the grand jury led to criminal charges of negligent homicide against Ford officials.

Once again, Ford’s corporate legal team sprang into action. The accident occurred on a notoriously dangerous stretch of road, and the driver of the speeding van that rear-ended the Pinto was found to have alcohol and drugs in his system, factors that played a much larger role in the crash than the Pinto’s design. As a result, the judge dismissed the criminal charges against Ford. However, the case served as a stark reminder not only for Ford, but for the entire American industrial sector, about their duty to ensure product safety. In September 1978, Ford made the decision to recall 1.5 million 1971-76 Pinto sedans and Runabouts, as well as all 1975-76 Mercury Bobcats, for a safety repair. The recall involved the installation of a new fuel-tank filler neck that extended deeper into the tank and was more resistant to breaking off during rear-end collisions. A plastic shield was also placed between the differential and the fuel tank, and another shield was added to prevent contact with the right-rear shock absorber. Station wagons, due to their 10 extra inches of rear-end metal and different fuel filler configuration, were not part of the recall as they were deemed safer. Reflecting on the Pinto incident and Ford’s efforts to protect its public image at the expense of transparency, former Ford executive Lee Iacocca shared his thoughts in his book *Talking Straight*: "Clamming up is what we did at Ford in the late '70s when we were bombarded with suits over the Pinto, which was involved in a lot of gas tank fires. The suits might have bankrupted the company, so we kept our mouths shut for fear of saying anything that just one jury might have construed as an admission of guilt. Winning in court was our top priority; nothing else mattered. And of course, our silence added to all the suspicions people had about us and the car."

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The Ultimate Ford Pinto

It seems like some people can’t resist making improvements, especially when it comes to Ford vehicles. Just look at Carroll Shelby’s work with the Mustang or Bill Stroppe’s modifications to the Bronco. Then there was the Pinto – a humble little subcompact, but some folks still tried to build the ultimate Ford Pinto.

Initially, the Pinto was powered by a simple four-cylinder engine, economical and easy to maintain. But who could give this little pony any real power? It would take another legend from Ford’s motorsport world to find the answer. One of the most successful dealerships in promoting the Pinto was Huntington Ford in Arcadia, California. In its first year, Huntington sold over 400 of the pint-sized cars, and by the second year, they had sold nearly 550 more.

In 1972, Jack Stratton, the sales manager of Huntington Ford, approached the dealership's owner, Clare Hoke, with an ambitious plan to make their Southern California location the global center for Pinto performance. To help bring this vision to life, they enlisted the expertise of the renowned Ford performance specialist, Ak Miller. After months of covert design, testing, and development, Huntington Ford unveiled the new super Pinto, which they dubbed 'Pangra.' It was instantly recognizable, featuring an aerodynamic front end that extended the car by a full 10 inches. Huntington Ford offered the Pangra in four distinct versions, starting with Kit 1, which included only the fiberglass front end, the hood, fenders, cowl, and pop-up headlights. Kit 2 added the appearance pieces along with Recaro high-back bucket seats, a set of Stewart-Warner gauges, and custom console and dash trim. It also featured a set of cast and machined "mag-shot" wheels, equipped with top-tier 175HR13 tires in the front and 185HR13 tires in the rear. Kit 3 came with all the previous elements plus a Spearco "Can-Am" kit, which included shortened coil springs, heavy-duty stabilizer bars at both ends, and Koni shock absorbers. Finally, Kit 4 included everything from the previous packages plus a Spearco turbocharger, fitted to the same 2.0-liter OHC four-cylinder engine that powered the hundreds of thousands of factory-stock Pintos. How did it compare to the competition? At the time, *Motor Trend* had built its own version of a "super" Pinto and also tested a pair of Porsches – the base 914 with a 1.7-liter flat-four engine, and the 914-S with a 2.0-liter engine. In 0-to-60 mph tests, the Pangra averaged 7.5 seconds, while the best time from the 914-S was 10.5 seconds.

The Pangra boasted some serious advantages, including an estimated 285 horsepower, far beyond the stock 86 horsepower of the original engine. In comparison, the Porsche 914-S's engine produced only 91 horsepower. In terms of handling, the Pangra’s upgraded suspension and heavy-duty tires provided remarkable grip. As *Motor Trend* put it, the car "clings like Saranwrap." The Pangra's price tag was also a factor that set it apart. At an estimated $4,600, it was a bargain compared to the base Porsche 914, which was priced at $5,300. The S version of the Porsche required an additional $288. However, by the end of 1974, as stricter engine regulations and emission control restrictions came into play, the Pangra disappeared from the scene. Unfortunately, there are no precise records of how many Pangras were actually produced.

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1971-1980 Ford Pinto Specifications

Despite concerns over safety and competition from foreign manufacturers, the Ford Pinto has remained a beloved model in the hearts of many drivers long after it left the market. In this article, we provide detailed charts showcasing the specifications of the Ford Pinto across its entire production span from 1971 to 1980.

Ford Pinto 1971 Model

Ford Pinto 1972 Edition

Ford Pinto 1974 Version

Ford Pinto 1977 Edition

Ford Pinto 1979 Series

Ford Pinto 1980 Model

*This includes 22,548 vehicles manufactured as 1978 models, but sold as 1977 versions. (Source: Encyclopedia of American Cars, by the Auto Editors of Consumer Guide®.For more visually rich articles on fantastic cars, see:

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