What Went Wrong with the Pinto, Then?
Heading up the program, code-named “Phoenix” — ironic, as it would turn out — was Frank G. Olsen, an experienced engineer who had worked on several other projects, bangkok condo for sale by owner including the Mustang and the upscale Ford Fairlane and Torino. Among the goals was that the car would present superior appearance, passenger comfort, amenities, ride, handling, and performance. In an article published by the Society of Automotive Engineers, Olsen laid out the published objectives from the “Phoenix Green-Book” that set up the schedule and developmental steps for the project. In February 1969, a 32-man group, including the chief engineers from all areas of Ford’s manufacturing division, went on a three-day shakedown cruise of cars already in the market that the new little Ford would be broaching.
Dealers soon learned to keep plenty of these parts on the shelves, and fleet owners of Pintos often ordered cases of door handles just to keep the cars on the road. Areas in which they claimed superiority were maneuverability, stability, and serviceability. Ford encouraged salesmen to point out benefits of the Pinto compared with the Vega, Volkswagen, Toyota Corona, and Datsun 1600 sedan. Ford even marketed a pair of tool kits for the Pinto, a beginner’s set for $28.75, or the “master’s” kit at $44.95. For instance, a special publication to dealers pointed out that VW recommended that its owners change oil and lube the car every 3,000 miles, while Pinto owners could easily go twice that distance.
Perhaps that explains why the the sedan again won the greatest share of Pinto orders, and why the wagon saw the lowest production count in its history with just 39,159 made. With the final 185,054 units produced for the 1980 model year, more than 3.1 million of the little ponies had come down the trail. One of the biggest continuing automotive news stories in the latter part of the Seventies dealt with tales of exploding Ford Pintos and the considerable awards civil-court juries were presenting to victims of accidents involving the cars.
Overnight, the sale of big gas-guzzling V-8s came to a screeching halt, while more and more new-car shoppers started to look for something economical to drive. Sales of full-sized Fords dropped like a rock in 1974, from more than 854,000 the previous model year, to about only 461,000. In early 1974, President Richard Nixon signed into law a new national speed limit of 55 mph in an effort to conserve fuel. A saving grace for Ford dealers was the Pinto. With its advertised 20-25 mpg, this was far ahead of the big Galaxies and LTDs that were lucky to see 12 miles from the same amount of fuel.
Optionally available were front disc brakes, a requirement when the larger engine was ordered. Initial plans called for the Pinto to be issued in three distinctive body styles: a two-door sedan, a “three-door” hatchback, and a two-door station wagon. The car’s basic design featured a proportionately longer hood with a fastback rear design featuring a short decklid that started at the base of the rear window. However, as production neared, and continuing problems with body rigidity plagued the design and engineering teams, it was decided that all efforts to correct the problems for launch would be concentrated on the base sedan. Sitting on a 94.2-inch wheelbase, overall length was just 163 inches.
With this larger engine, it was possible to add air conditioning and, for $175, Cruise-O-Matic. Even a Rallye appearance group was marketed, featuring most of the decor-package items plus blacked-out hood, taillamp bezels, and grille; Boss Mustang-style fender stripes; Rallye badges; front disc brakes; and A78X13 black sidewall tires. Five days later, it went on sale, and, like the sedan, it was met with strong customer demand. On February 20, 1971, the much-anticipated Pinto Runabout made its public debut at the Chicago Auto Show.
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