Ford EXP

By 1980, Ford Motor Company had entered a period of major transition. Following the termination of Lee Iaccoca (to become CEO of Chrysler), chairman Henry Ford II retired and Ford's chief stylist, Eugene Bordinat, stepped down as well.

During the late 1970s, there had been a push by automobile manufacturers around the world to make small, fuel efficient cars; this was initiated by the OPEC oil embargo of October 17, 1973–1974. This embargo included a 70% increase in oil prices, causing long lines at gasoline filling stations, and skyrocketing prices for gasoline. People wanted, demanded more miles for their gasoline dollars. By the end of the decade, this led auto manufacturers from the United States, Japan, and West Germany to rethink the adage that "bigger is better".

The world would respond with smaller cars. A second energy crisis and a renewed recession followed in 1979-1982. Ford studied a two-seater commuter car called the Super Gnat. It was to have a three-cylinder engine with a wheelbase of just 78 inches. In addition, Ford built the Mustang RSX concept car, exploring a slightly smaller two-seat derivative of the Mustang.

To replace the aging Ford Pinto, the company began development on the Ford Escort in the late 1970s. While originally intended to be a "world car", the North American version shared little aside from its engine, suspension, and its name in the final design.

The basis for developing the Escort into the EXP stemmed from company marketing research. Ford felt that the growing number of one- and two-person households, combined with the lifestyle of the younger target audience who desired a small sporty car, led them to the conclusion that Americans wanted a "lively little car that is dependable, efficient, and good-looking".[2] Conversely, if a potential customer wanted the extra room for four or five passengers, they would buy an Escort, Mustang, or Fairmont. Much like a European gran turismo, the EXP would be a personal vehicle for two people with a cargo area in back for emergency transport of anything or anyone else.

As the Falcon became the Mustang and the Maverick became the Granada, Ford restyled the Escort from the beltline up and turned the rear seats into cargo space. The distinguishing feature between the vehicles would be an all-new rear hatchback and front headlights. Mercury received a similar variant of the Lynx named the LN7.

Comparing the EXP to the original Thunderbird, Ford Division, general manager Louis E. Latalf said, "we're introducing another two-seater with the same flair, but the EXP will be a very affordable, very fuel efficient car matched to the lifestyles of the eighties."[3]

Ford EXP and Mercury LN7 development took place in Ford's St Thomas plant in Ontario, the plant that produced the majority of EXPs and LN7s and all of the EXPs and LN7s for the 1982 and 1983 models. Here LN7s and EXPs were continually experimented on and further engineered as more technologies became available. But the plant only produced EXPs from February 16, 1981 to August 5, 1983 and LN7s from February 16, 1981 to June 30, 1983 ending the 1983 model year for both cars leaving the American plants to produce all the 1984 to 1988 EXPs.

The EXP was coming but Ford hadn't marketed it yet or decided what some of its details and options would be. A few EXPs were built just for conceptual design and advertisement. These extremely rare EXPs shared the body style of the EXPs and LN7s to come in 1982 but featured many things that would be available in every EXP or LN7. They were all painted in vibrant colors with black painted across the entire car under the door bumper-lines and had a round silver badge where Ford's blue oval would find itself in 1982. These models particularly stood out as they had dual vents towards the front of the hood instead of the vents to be later seen on the front bumper clips, lacked bumper strips on the doors, and the rear taillights were completely red where all the EXPs produced had black around the reverse lights. An SS package and "bubblebacks" -like that of the LN7 and 2nd gen. EXPs- were optional along with black paint around the door windows later seen on 2nd gen. EXPs, aluminum oval-spoke wheels and "1.6L" badges on the front fenders. At least 10 were made in Canada and were all featured in a rare catalog featuring only those cars and people with them. No sightings have been recorded since.

The first non-concept or prototype EXP (white with red interior) and LN7 (green with grey interior) both rolled off the line on February 16, 1981. The first EXP was driven off the line by Ontario Premier Bill Davis.

Ford expected to make/sell 200,000 EXPs and 70,000 LN7s in the first model year (1982) but their production numbers only met half that expectation. It is presumed they didn't meet the predicted sales figures either. [4]

First generation
Mercury LN7
Overview
Model years	1982–1985 (EXP) 1982–1983 (LN7)
Powertrain
Engine	1.6 L CVH I4
Transmission	4-speed MTX-I manual 5-speed MTX-III manual 3-speed FLC automatic
Dimensions
Wheelbase	94.2 in (2,393 mm)
Length	170.3 in (4,326 mm)
Width	65.9 in (1,674 mm)
Height	50.5 in (1,283 mm)
Curb weight	2,047 lb (929 kg)

The EXP's uni-body rode on the Escort's 94.2inch (2393 mm) wheelbase, with front-wheel drive, and four-wheel independent suspension from 1970s European Fords. At 50 inches tall and 14 feet long, the EXP was longer, lower, and sportier than the North American Escort. The EXP's wheelbase is also close to the "foxbody" Mustang of the same era differing by less than an inch in length.

Performance wasn't the car's strong suit, however, since the EXP weighed about 200 pounds more than a typical 1980s Escort but carried the same small 1.6 L CVH I4 engine rated at 70 hp (52 kW) and a standard 4-speed MTX-I manual transaxle. The engine was specifically developed for the North American market of fuel efficiency while the European models of these engines spun faster and made more power. Originally there were to be two available engine options; 1.3-liter CVH and a 1.6-liter CVH, however the choice was made to only use the larger version. Europe ended up with all the CVH variants while North America only saw the 1.6 and later 1.9-liter CVH engines. Also the suspension is that of European Ford Escorts from the 1980s, sharing nearly every part with 1980s North American Escorts. Nevertheless, the March 1981 issue of Car and Driver reported that their EXP with a manual transmission reached 44 MPG on the highway, a figure comparable to modern hybrid cars.

Both the Ford EXP and the Mercury LN7 had a sharply sloped windshield, wheel arches with prominent lips, and wide body side moldings not far below the top of the wheel well. The biggest difference was the rear fascia. The EXP was a notchback with a lift-up hatch, while the LN7 used a big "bubbleback" backlite. The EXP's minimalist grille consisted merely of twin horizontal slats on the sloped front panel (the LN7 had ten). The "bubbleback" appearance was used on the larger Mustang-derived sports coupe for Mercury called the Capri. These appearances made the coefficient of drag low for both the EXP (0.37) and LN7 (0.36) and also helped fuel efficiency.

Priced considerably higher than the Escort, the EXP carried an ample list of standard equipment. It included power brakes, full instrumentation, full carpeting, map lighting (non-sunroof), electric back window defroster, power hatchback release, a digital clock, a cargo area security shade, and rims that are noticeably wider than those of Escorts. Models with a manual transmission had a sport-tuned exhaust. Automatic models had a wide-open throttle cutout switch for the optional air conditioning compressor clutch. Other options include floor vents and power steering or air conditioning and manual steering, AM/FM radio, cruise control, roof luggage rack, rear window wiper, various seat styles and fabrics, removable sunroof, right hand mirror, TRX tires and suspension, child seat, and a very wide variety of colors inside and out with many various pinstripes and other painted decals.

As the full 1982 model year began, Ford offered an optional (at no extra cost) 4.05:1 final drive for better performance. Later came a close-ratio transmission with 3.59:1 final drive ratio intended for the same purpose. Ford also offered an 8"(203 mm) rear brake drum set over the 7"(180 mm) rear brake drums of other EXPs and Escorts. As the years went on many different rim options became available but the color choices became more limited.

Finally, in March 1982, an 80 hp (59 kW) version of the CVH engine became available (High Output option H.O.). It had higher (9.0:1) compression, a dual-inlet air cleaner, lower-restriction exhaust, a bifurcated four-into-two-into-one exhaust manifold, larger carburetor venturis (a 32mm primary and a 34mm secondary compared to the 32mm of both venturis in the non-HO engine), and a higher-lift (0.289 mm) camshaft.[5]

Then, in the last week of September 1982, in co-operation with Bosch, Ford Canada assembled the first electronic multi-port fuel-injected (EFI) 1.6 L for the EXP GT giving it the distinction of being the first model Ford offered with that option for the U.S. market. Although EFI with the EEC IV was an add on to the existing 80 hp H.O. CVH engine, it produced 88 hp (65.5 kW) and 94 lb/ft of torque in a 9.5:1 compression ratio, naturally aspirated configuration giving it an affinity for higher octane fuel.[6] But for those in regions of higher elevation the 1.6 EFI option was replaced with the 1.6 HO motor making the 1.6 EFI even more rare.

EXP Turbo Coupe

By 1984, Ford was trying hard to conquer the youth market, especially the affluent young motorist with offerings such as the Mustang SVO, Thunderbird Turbo Coupe, and the new EXP Turbo Coupe also built by Ford's Special Vehicle Operations (SVO). It shared most of the parts the McLaren ASC EXP came with; turbo, Koni shocks, stiffer springs, lower ride height, improved brakes, and TRX Michelin tires.

In the car's initial development there was a plan for adding fuel injection and a turbo charger to increase power significantly, but there wasn't enough time to get it into the first 2 production years. The turbocharged 1.6 L CVH engine, available for the Escort and EXP, featured a high-lift camshaft and EEC-IV electronic controls. With an 8:1 compression ratio and boost pressure up to 8 psi, torque was increased to 120 lb/ft and power raised to 120 hp (89.5 kW), a gain of some 35 percent over the naturally aspirated models.

All these improvements allowed for a 0-60mph time of 9 seconds and 1/4mi time of 16.9s at 82mph which unimpressive today was good for the era. The 1983 EFI or HO 5-speed EXPs would only conquer 0-60mph in 14s and 1/4mi in 20s at 70mph (all depending on the options and model year). But not even the 86-88 EXPs with the 1.9L EFI HO motor could touch the Turbo model with a 1/4mi time of 17.5s at 77mph.

The Turbo Coupe had a unique front air dam and rear decklid spoiler, with a taped "Turbo" badge on the rear bumper. It also had two-tone paint with a black lower section, a unique C-pillar appliqué featuring the EXP lettering, black wheel flares, and black rocker panel moldings.

Its only optional features were AC (Air Conditioning) and removable sunroof. Its transition from 1984 into 1985 included the change from the 3-spoke (round-spoke) steering wheel to the 2-spoke (square-spoke) steering wheel, the softer 2-piece shift knob and vinyl boot to the 1-piece shift knob and square rubber boot, and the addition of the (at the time) newly federal-mandated 3rd brake light built into the spoiler (which would be seen on all EXPs from 1986 forward).

Second generation
Overview
Model years	1985.5–1988
Powertrain
Engine	1.9 L CVH I4
Transmission	4-speed MTX-I manual 5-speed MTX-III manual 3-speed FLC automatic
Dimensions
Wheelbase	94.2 in (2,393 mm)
Length	170.3 in (4,326 mm)
Width	65.9 in (1,674 mm)
Height	50.5 in (1,283 mm)
Curb weight	2,388 lb (1,083 kg)

By the mid-1980s, two-seat compact sports coupes were in vogue. By 1985, the EXP found competition in the Honda CR-X, Pontiac Fiero, and Toyota MR2. While the latter two were mid-engine, rear-wheel drive vehicles, all were similar to the EXP in deriving a number of powertrain and chassis components from other production vehicles. After four years of production, the first-generation EXP was discontinued during the 1985 model year. Originally marketed towards buyers that valued fuel efficiency over high performance, the Ford EXP had begun to struggle against newer vehicles. Build quality and refinement were also inferior to its Japanese competitors.

In 1985, a group of Ford assembly employees took an EXP off the line and upgraded it with parts from the updated 1985½ Ford Escort. The one-off "prototype" built by the factory workers was presented to Ford CEO Donald Petersen, who liked it and approved it for production, as a "1985½" model.

Officially renamed the Ford Escort EXP, the second-generation EXP abandoned the controversial front headlights and widely flared fenders in favor of a version of the bodywork from the standard Ford Escort, sharing its flush-mounted headlamps and amber turn signal lenses. The Escort EXP was given a model-specific front bumper with an integrated air dam; along with the Escort GT, the EXP was produced with its own grille, distinguished by a single slot below the Ford emblem. The rear bodywork remained largely the same; with the exception of the Mercury LN7 "bubble hatch" becoming standard; the grey rear taillamp lenses introduced in 1985 were retained. To match the lowered front bumpers, the rear bumpers were redesigned.

Along with the exterior, the interior of the EXP was redesigned to match the rest of the Ford Escort line.

From its 1982 introduction, sales of the EXP were never as strong as Ford marketing executives had intended. After the introduction of competitive 2-seat vehicles (such as the Pontiac Fiero and Honda CRX), buyers shifted towards higher-performance vehicles. During the 1980s, insurance rates on 2-seat cars were rising over those of cars with back seats, creating a separate deterrent for buyers.

Within Ford, the development of the Ford Mustang played a separate part in the demise of the EXP. In 1982, Ford commenced work on the fourth-generation Mustang; beginning work on a "design of tomorrow", the goal was to shift the Mustang from rear-wheel drive to front-wheel drive, increasing fuel efficiency; in place of the Fox platform, the Mustang was to become a counterpart of the Mazda MX-6. At the time, General Motors was considering a similar redesign of the Chevrolet Camaro and Pontiac Firebird by 1990.

By the mid-1980s, as the public learned of the planned front-wheel drive Mustang, it spawned a negative reaction from buyers and dealers, leading Ford to reconsider the decision.[7] However, as the front-wheel drive car was significantly far along in the development cycle, Ford chose to bring it to production, renaming it Ford Probe (after a series of aerodynamically advanced Ford concept cars). As Ford could not afford the market overlap of producing three compact sports coupes (alongside the Ford Festiva, Ford Escort, and Ford Tempo two-doors), the company chose to discontinue the Escort EXP, as it was the slowest-selling nameplate.

In October 1988, after over 225,000 Ford (Escort) EXPs were produced, the final Ford Escort EXP rolled off the assembly line.[8]

At least one first-generation EXP was modified as an early "test mule" for the 3.0 L SHO V6 engine co-developed between Ford and Yamaha and was part of Ford's GN34 program to develop a mid-engine sports car.[18] Some were made RWD with the Yamaha V6 on display in the rear bubble hatch while others were AWD models with the V6 under the hatch as well. Some V6s were punched from 3.0 to 3.2 to 3.4 to 3.6 liters all mated to a ZF-5 transmissions.

It is unknown how many EXP-based test mules were built; later prototypes were custom-built designs. The GN34 mid-engine sports car was shelved in the late 1980s, with the Ford-Yamaha V6 engine leading to the introduction of the Ford Taurus SHO sports sedan.

Wikimedia Commons has media related to Ford EXP, Ford Escort EXP and Mercury LN7.

• Ford EXP recall information at Justia.com