Ford EXP

Last updated
Ford EXP
1982 Ford EXP front.jpg
1982 Ford EXP
Overview
Manufacturer Ford
Also called
  • Mercury LN7
  • Ford Escort EXP
Production1981–1988
Model years 1982–1988
Assembly
Body and chassis
Class Compact car
Body style 3-door hatchback
Layout FF layout
Platform Ford Escort platform
Related

The Ford EXP (also called Ford Escort EXP) is a sports compact coupe that was produced by Ford Motor Company from 1982 to 1988. The first two-seat Ford since the original Ford Thunderbird, the EXP was derived from the American Ford Escort. In contrast to its platform counterpart, the model line was not a "world car", developed entirely for North America. For 1982 and 1983, the EXP was also sold as the Mercury LN7.

Contents

Competing against the similarly configured Honda CR-X, the EXP shared its powertrain and many chassis underpinnings with the Escort. Alongside its front and rear fascia styling, the EXP differed primarily in its roofline design, with the rear seat area converted to additional cargo space. Two generations of the model line were produced, with the EXP undergoing a major revision during the 1985 model year.

After the 1988 model year, the EXP was discontinued, as Ford pared down its coupe model lines to the Ford Thunderbird, Ford Mustang, and the Ford Probe. As of current production, Ford has not produced another two-seat sports compact (its only two-seat offerings have been the Thunderbird and Ford GT).

Development

By 1980 Ford Motor Company had entered a period of major transition. Following the termination of Lee Iacocca, 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, triggered by the OPEC oil embargo of October 17, 19731974. This embargo included a 70% increase in oil prices, causing long lines at gasoline filling stations and skyrocketing prices for gasoline. A second energy crisis and a renewed recession followed from 1979 to 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 in (1,981 mm). Ford also 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 impetus for developing the EXP came from the company's marketing research. 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 Ford to conclude that Americans wanted a "lively little car that is dependable, efficient, and good-looking". [2] The EXP would be a personal vehicle for two people with a cargo area in back.

Ford restyled the Escort from the beltline up. The car received a distinctive new rear hatchback and front hood, fenders, and headlights. The rear seats were removed and the area converted into cargo space.

Comparing the EXP to the original 1955–1957 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]

Development took place in Ford's St. Thomas Assembly plant in Ontario, where the majority of EXPs and LN7s and all of both models for the 1982 and 1983 model years were produced. This was also where ongoing experiments and further engineering took place as new technologies became available. The plant produced EXPs from February 16, 1981, to August 5, 1983, and LN7s from February 16, 1981, to June 30, 1983, ending in the 1983 model year for both cars and leaving the American plants to produce all EXPs from 1984 to 1988.

Name origin

According to an article published in Popular Mechanics , the letters EXP stand for Erika Project Personal, where project cars are designated X. [4] "Erika" was the code-name from the European Escort.

1980–1981 EXP sales model

A few pre-production EXPs were built just for conceptual design and advertisement. These extremely rare EXPs included many features 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 were distinguished from production models by dual vents towards the front of the hood instead of the vents later seen on the front bumper clips, an absence of bumper strips on the doors, and rear taillights that were completely red where production EXPs had black around the reverse lights. An SS package and bubbleback hatches like that of the LN7 and second generation EXPs were optional, along with black paint around the door windows as seen on second generation EXPs, aluminum oval-spoke wheels, and "1.6 L" badges on the front fenders. At least ten were built in Canada and were all featured in a rare catalog featuring only those cars. No sightings have been recorded since.

The first production EXP and LN7 both rolled off the line on February 16, 1981. The EXP was driven off the line by then Ontario Premier Bill Davis.

Ford expected to build and sell 200,000 EXPs and 70,000 LN7s in the 1982 model year, but only half that number were produced.

First generation (1982–1985)

First generation
Mercury LN7 Sport Coupe.jpg
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)
Length170.3 in (4,326 mm)
Width65.9 in (1,674 mm)
Height50.5 in (1,283 mm)
Curb weight 2,047 lb (929 kg)

The EXP's unibody rode on the Escort's 94.2 in (2,393 mm) wheelbase, with front-wheel drive, and four-wheel independent suspension from 1970s European Fords. At 50 in (1,270 mm) tall and 14 ft (4.3 m) long, the EXP was longer, lower, and sportier than the North American Escort. The EXP's wheelbase is also close to the "Fox body" Mustang of the same era, differing by less than an inch in length.

Performance wasn't the car's strong suit, since the EXP weighed about 200 lb (90.7 kg) more than the contemporary Escort but carried the same small 1.6 L CVH 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 L CVH and a 1.6 L 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 L 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 attained 44 mpgUS (5.3 L/100 km) on the highway.

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 EXP's minimalist grille consisted of two horizontal slots on the sloped front panel, while the LN7 had ten slots. The biggest difference was the rear hatch. The EXP used a lift-up hatch with flat glass similar to the Mustang while the LN7 used a hatch with large "bubbleback" glass . A similar "bubbleback" glass hatch was also added to the Fox body second generation Mercury Capri for 1983–1986 as a styling revision. These features made the coefficient of drag low for both the EXP (0.37) and LN7 (0.36), and also helped fuel efficiency.

1982 Ford EXP interior 1982 Ford EXP interior.jpg
1982 Ford EXP interior

Priced considerably higher than the Escort, the EXP carried an extensive 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.

A 1982 Ford EXP FordEXP1982.jpg
A 1982 Ford EXP

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 version of the four-speed transmission with 3.59:1 final drive ratio intended for the same purpose. Ford also offered an 8 in (203 mm) rear brake drum set over the 7 in (178 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 (60 kW) "High Output" (H.O.) version of the CVH engine became available. 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 32 mm primary and a 34 mm secondary compared to the 32 mm 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 and LN7, giving it the distinction of being the first model Ford offered with that option for the US market. The original 70 hp (52 kW) engine was no longer available. [6] Fuel injection with the EEC IV was added on to the existing H.O. CVH engine, producing 88 hp (66 kW) at 5,400 rpm and 94 lb⋅ft (127 N⋅m) of torque in a 9.5:1 compression ratio, naturally aspirated configuration giving it an affinity for higher octane fuel. [7] For buyers in regions of higher elevation the 1.6 L EFI option was replaced with the 1.6 L HO motor, making the 1.6 L EFI even more rare. Also new was a five-speed manual transmission option. [6]

Also new for the 1983 model year were new base seats with knitted rather than solid vinyl, while a new optional "Recaro-style" sport seat had mesh headrests. On the Mercury LN7, the woodgrain on the dash was removed in favor of black plastic, while the instrument graphics were also revised. As was the case for the regular Escort/Lynx, the shifter was moved rearwards while the automatic shifter dropped the unusual dogleg pattern in favor of a more common straight-line arrangement. [6] The gas tank was enlarged to 13 US gallons (49 L); there were no notable changes to the exterior aside from new wheel options.

Mercury LN7

The Mercury division of Ford Motor Company marketed the EXP as the Mercury LN7, much as the Mercury Lynx was derived from the Ford Escort. While sharing a common powertrain with the EXP, the LN7 differed slightly in its styling. As with the 1983–1986 Mercury Capri, the LN7 was styled with a convex-curved "bubbleback" backlite. In addition, the taillights were tinted black and the grille had slightly different styling having ten grille slats compared to the two of the EXP. Engine and transmission developments matched the changes to the EXP.

The LN7 sold far under sales projections and was discontinued after the 1983 model year after approximately 40,000 were sold; compared to the rest of the Lincoln-Mercury model line, a two-seat compact sports coupe was relatively out of place.

TR Performance Package

The biggest option for 1982 with both EXPs and LN7s was the TR package; this would be available on all model years of both. For 1983 the TRX tires also became available mounted onto steel rims. [8]

The TR package featured special Michelin TRX tires of a special metric size of 365 mm (14.4 in) diameter wheels. These tires performed well, but were made only by Michelin and with an extremely soft rubber compound. All these factors made for sticky cornering but they turn to dust under hard braking and wear fast. TRX tires have generally not been manufactured since the 1990s, meaning that they may no longer be used, even perfectly stored TRX tires are typically found with severe rotting/checking. Due to the nature of the TRX wheels they can't be resized to 14-inch standards either, making the TRX wheels near useless.

The other TR equipment pieces were:

EXP Turbo Coupe

1984 Ford EXP Turbo (Prototype).png

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 many parts with the McLaren ASC EXP, including a turbocharged engine, Koni shocks, stiffer springs, lower ride height, improved brakes, and Michelin TRX tires.

In the car's initial development there was a plan for adding fuel injection and a turbocharger to increase power significantly, but there wasn't enough time to get it into the first two 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 (0.55 bar), torque was increased to 120 lb⋅ft (162.7 N⋅m) and power raised to 120 hp (89.5 kW), a gain of some 35% over the naturally aspirated models.

All these improvements allowed for a 0–60 mph (0–100 km/h) time of 9 seconds and 14-mile (0.40 km) time of 16.9 seconds at 82 mph (132.0 km/h) which while unimpressive today was good for the era. The 1983 EFI or HO 5-speed EXPs would only conquer 0–60 mph in 14 seconds and 14-mile (0.40 km) in 20 seconds at 70 mph (112.7 km/h) (all depending on the options and model year). But not even the 1986–88 EXPs with the 1.9 L EFI HO motor could touch the Turbo model with a 14-mile (0.40 km) time of 17.5 seconds at 77 mph (123.9 km/h).

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 air conditioning and removable sunroof. Its transition from 1984 into 1985 included the change from the three-spoke steering wheel to the two-spoke steering wheel, the softer two-piece shift knob and vinyl boot to the one-piece shift knob and square rubber boot. For 1986 a federally mandated third brake light was added which was built into the rear spoiler.

Second generation (1985–1988)

Second generation
FordEXP1986.jpg
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)
Length170.3 in (4,326 mm)
Width65.9 in (1,674 mm)
Height50.5 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, sportier vehicles. Build quality and refinement were also inferior to its Japanese competitors. [ citation needed ]

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. This 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 headlight nacelles 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.

Luxury Coupe (1985.5–1988)

The Ford Escort EXP Luxury Coupe was equipped with low-back cloth/vinyl (or all-vinyl) seats (from the standard Ford Escort), AM/FM stereo radio, overhead console, left remote mirror (standard), with a tachometer and trip odometer. From the 1985½ introduction to the end of 1986, the Luxury Coupe came with a 1.9 L CVH inline-4 with a 2-barrel carburetor, making 90 hp (67.1 kW). For 1987 and 1988, the 1.9 L engine was equipped with throttle-body fuel injection, termed CFI (Central Fuel Injection) by Ford, while still making 90 hp (67.1 kW).

Sport Coupe (1986–1988)

Introduced for 1986, the Ford Escort EXP Sport Coupe was produced through 1988. Externally distinguished by 15-inch alloy wheels, dual electric mirrors, and fog lamps, the Sport Coupe was fitted with components from the Ford Escort GT, including suspension and brake upgrades and sport bucket seats. Fitted with a center console, the Sport Coupe was equipped with a systems monitor (with LEDs as warning indicators for headlights, taillights, and fuel level). The Sport Coupe was fitted with a 106 hp (79 kW) version of the 1.9 L CVH engine, equipped with multiport fuel injection. For 1987, the output was increased to 115 hp (86 kW).

Discontinuation

From its 1982 introduction, sales of the EXP were never as strong as Ford marketing executives had intended. After the introduction of competitive two-seat vehicles (such as the Pontiac Fiero, Toyota MR2 and Honda CRX), buyers shifted towards higher-performance vehicles. During the 1980s, insurance rates on two-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. [9] 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. [10]

Production

Ford (Escort) EXP/ Mercury LN7 production total
YearFord EXPMercury LN7EXP & LN7 Combined
1982 [3] [11] 98,25635,147133,403
1983 [12] [13] 19,6974,52824,225
1984 [14] 23,016
1985 [15] 26,462
1986 [16] 30,978
1987 [17] 25,888
1988 [10] [lower-alpha 1]
Total224,297 [lower-alpha 2] 39,675263,972 (In Total)
  1. Complete number unknown; EXP production included with Ford Escort for 1988
  2. 1982-1987 total; 1988 production unknown

Feature timeline

Ford EXP & Mercury LN7 Comparison, 1982–1988
First generationSecond generation
Mercury LN7Ford EXP
Characteristic198219831982198319841985198619871988
InteriorSquare Dashboard
Colored DashboardColored Dashboard
Center Arm RestCenter Arm Rest
Round Dashboard
Rubber Shift Knob & Vinyl Boot
Rubber Shift Knob & Rubber Square Boot
TransmissionsFLC Automatic
MTX-I (4-Speed)
MTX-III (5-Speed)MTX-III (5-Speed)
Suspension, Motor & Trans Mount, &Trans SpecOriginal "Escort" Mounts, Front Suspension, & Trans
Upgraded "Tempo" Mounts, Front Suspension, & Trans
Engines1.6 L Carb
1.6 L Carb HO
1.6 L EFI1.6 L EFI
1.6 L Turbo
1.9 L Carb
1.9 L EFI (CFI)
1.9 L EFI HO
Body"Frog-Eye" Nose
Escort Nose
Round Door Mirrors
Square Door Mirrors
Notchback Hatch
Bubbleback HatchBubbleback Hatch
Fanned/Gilled SailsFanned/Gilled Sails
"EXP" Sails (Select Trims)
"Tic-Tac-Toe" Sails
Red Taillights
Black TaillightsBlack Taillights
Third taillight (on all 2nd gens and 85 Turbo Coupes)
Spoiler (1984/1985 only for Turbo Coupe)
Hood Wiper Squirter
Cowl Wiper Squirter

Variants

1982 Ford EXP Convertible Number 2 1982 Ford EXP Convertible Number 2 of 8.jpg
1982 Ford EXP Convertible Number 2

EXP and LN7 convertibles

Ford was experimenting with the EXP's potential with the newly released EXPs and LN7s of 1982. A select few of each were turned into convertible models. These models are very rare as Ford did not sell any more than the estimated twenty-eight LN7s and recorded eight EXPs that were produced, not to mention what kind of costs were involved in converting these cars. The eight EXPs were converted by Dynamic Conversions in Hillsdale, Michigan. The 28 LN7s were converted by Andy Hotten's crew in Ford's St Thomas factory where most EXPs and LN7s were built. Very few of these convertible models are reported to be around today.

EXP EV

Further experimentation from Ford with their EXPs resulted in producing four all-electric EXPs. These selected 1982 EXPs are powered by 39 hp (29.1 kW) GE (General Electric) electric motors and Soleq parts all built together by Electric Vehicle Associates (EVA) out of Cleveland, OH. EVA used their technology from the Escorts they made ("EVcorts"). Production of both vehicles were limited as the costs to convert these two cars was far beyond the cars' original values. Its original range is estimated between 20 and 60 miles with a top speed of 60 mph (97 km/h). This idea didn't meet expectations either as these EXPs were lacking both sport and practicality. It is unsure if EVA went on to convert EXPs and Escorts at their own expense.

Many other EXPs would be subject to electric propulsion, but not at Ford's expense. It was a popular competition in colleges, tech schools, and universities to convert smaller cars like EXPs to electric power and then compete against other schools with them. Involved in these competitions were the cars' general performance, endurance, and efficiency.

EXP ASC/McLaren

In 1982 American Sunroof Company (ASC) and McLaren supposedly equipped two EXPs with sunroofs, true notchbacks, ground effects, and charged aspiration. ASC (American Sunroof Corporation) did the cosmetic modifications and McLaren made the performance modifications. One has the following modifications: a supercharger, turbocharger, tighter steering, 1 inch shorter ride height, Recaro racing seats, TRX suspension, KONI shocks, twin fuel pumps, fuel injection, machined uprights (for wheel clearance), enhanced power steering, and portion-valved brakes. This EXP ASC McLaren makes 120 hp (89.5 kW) and 137 lb⋅ft (185.7 N⋅m) of torque. Ford already had their own removable sunroofs optional for all EXPs & LN7s but later (1984-1985) added their own ground effects, "bubblebacks", and spoilers to save money and turbocharged EXPs themselves to make the same amount of power. The other EXP has yet to be spotted.

Promotional Specials

LN7 Scoundrel 500

As part of a Weinstock's promotion a select batch of Mercury LN7s were built with all black interior, purple exterior, and gold pinstripes along the body and within the black bump strips. These LN7s had every available factory option and could only be won by sweepstakes entries (not open to Weinstock's or Ford employees). Along with being awarded an LN7, winners were granted a $1000 gift certificate from Weinstock's. If a winner had already ordered an LN7 they could be refunded in full and their ordered LN7 became the Scoundrel Edition car if they so chose. It's assumed that only 500 of these LN7s were ever made.

LN7 Budweiser King

Another promotional sweepstakes event involved some LN7 replicas of the Budweiser Race Team's LN7 funny-car in 1982. Grand prize of the drawing was a normal LN7 (provided by Ford Motor Company) painted to perfectly match the real drag strip car, only one model is known to exist and its whereabouts are unknown. First prizes were tickets to two NHRA national events. Second prizes were four go-cart replicas of the Budweiser funny car, eight others were won at select NHRA events. It is unknown how many were made but they were all built by Ford Motor Company with 3 hp (2.2 kW) motors powering them up to 15 mph (24.1 km/h).

Ghia Brezza

The Ghia Brezza was a concept car commissioned by Ford and built by Carrozzeria Ghia. It was based on a Ford EXP chassis. [18] The car was presented at the 1982 Turin Auto Show. [19] It also appeared on the cover of the July 1982 issue of Road & Track magazine.

In 1982 Ford shipped two EXP chassis to Ghia with instructions to create a mid-engined car as a possible answer to the anticipated arrival of the P-car (later Fiero) from General Motors' Pontiac division. [20]

Ghia's managing director, Filippo Sapino, assigned Marilena Corvasce to the project. The Brezza is said to have been the first complete car designed by a female designer. [20] [18] Because of this the Brezza was given the Heritage Vehicle Association's HVA Heritage Award. [20]

As per Ford's instruction, the car is a mid-engined two-seater coupe with glassed-in rear buttresses. [19] The body was an aerodynamic exercise, having flush-mounted windows, skirted rear wheels, fairings in the lower nose ahead of the wheels, and a fully-ducted radiator whose airflow came in through a slot under the nose and was extracted by the airflow under the car. This all resulted in a coefficient of drag () of just 0.30. [18]

The coachbuilder created the Brezza's chassis by cutting the two EXP donor chassis, and welding up pieces of each. [21] The car's original powertrain was the EXP's standard 1.6 L CVH engine and automatic transmission, although the engine was later upgraded to a supercharged 1.8 L version. [22] [20] [18] [19]

GN34

At least one first-generation EXP was modified as an early development 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. [23] 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.[ citation needed ]

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.

Motorsport

PPG CART Indy Car Series Pace Car

1981 LN7

One Mercury LN7 was also converted specifically for the 1981 PPG CART Indy Car World Series. It featured a dramatic front chin spoiler, brake-cooling ducts just ahead of the rear wheels, 14" Apache-5 aluminum wheels, clear headlight and foglight covers (for aero-speed purposes) and a wrap-around rear spoiler all provided by ASC (American Sunroof Company) and Ford.

The power plant was an early turbocharged version of the 1.6L CVH built by Jack Roush and Ford's SVO, featuring a reworked version of the Motorcraft 2150 2-barrel carburetor, TRW cold-forged pistons for 8.5:1 compression, magna-fluxed and polished factory connecting rods, ported head with 3-angle valve seats milled down 0.06", stock camshaft and lifters, European 1.6 L CVH head gasket, a turbocharger adding just 8 psi (0.55 bar) (but capable of providing 15 psi (1.03 bar) with race fuel), custom 6 US qt (5.7 L) baffled oil pan, and water-alcohol-injection all adding up to 7,000RPMs (electronically limited) of 180 hp (134.2 kW) (no dyno results were recorded above 8 psi of boost).

The transmission is a factory Escort/Lynx/EXP/LN7 4-speed manual transmission blue-printed with extreme care and tight tolerances at an aircraft level allowing it to handle both the 180 hp (134.2 kW) at 7,000 RPMs of input, and top speeds around 125 mph (201.2 km/h).

Suspension also had to be heavily modified to handle 125 mph (201.2 km/h) and quick handling of turns. Doing so required a thicker sway-bar, lower ride height, increased spring rate by 15%, Koni shocks all around, and redesigned, fully adjustable rear suspension.

Interior is near factory specifications with the addition multiple warning lights and boost gauge, full roll cage, fuel cell, fire-countermeasures, and ASC/McLaren sport seats with 4-point harnesses.

Outside of the "1982 CART Indy World Series News Media Guide" very few photos of the car exist but it is currently on display in the Roush Racing Museum with the 1982 EXP PPG Pace Car among a few of Ford's GN34 specimens. [24]

1982 EXP

One Ford EXP is one converted specifically serve as a CART Series PPG Indy Car World Series Pace Car in 1982. This car wears a tapered front clip and unique hatch and body-integrated spoiler, both reminiscent of a past EXP prototype. It also is widened at each of the four quarter panels of the car believed to allow room for a Ford-Yamaha SHO V6 in the front or possibly in the rear like the aforementioned GN34 EXP experiment. It is also possible to be host to another 1.6 L CVH built and turbocharged by Jack Roush and Ford's SVO.

Very few photos of the car exist but it is currently on display in the Roush Racing Museum with the 1981 LN7 PPG Pace Car among a few of Ford's GN34 specimens.

SCCA EXP/LN7

Ford provided three EXP/LN7 cars for SCCA competition racing in 1981–1983.

One car was made with PBS. What was previously an LN7 was transformed into a competition race car through fiberglass body parts, racing suspension, and a PBS 2.0 L (Ford 1.6 L) CVH mated with a 5-speed transmission.

A second car was made into a competition rally car by Blume Power Inc. for driver "Dick Turner" rumored to be RWD and hosting a V8 under the hood. The third car was another circuit car like the PBS LN7 but little is known about this racer.

Related Research Articles

<span class="mw-page-title-main">Ford Mustang</span> American car manufactured by Ford

The Ford Mustang is a series of American automobiles manufactured by Ford. In continuous production since 1964, the Mustang is currently the longest-produced Ford car nameplate. Currently in its seventh generation, it is the fifth-best selling Ford car nameplate. The namesake of the "pony car" automobile segment, the Mustang was developed as a highly styled line of sporty coupes and convertibles derived from existing model lines, initially distinguished by "long hood, short deck" proportions.

<span class="mw-page-title-main">Ford Sierra</span> Motor vehicle

The Ford Sierra is a mid-size car or large family car manufactured and marketed by Ford Europe from 1982–1993, designed by Uwe Bahnsen, Robert Lutz and Patrick le Quément — and noted for its aerodynamic styling producing a drag coefficient of 0.34, a significant improvement over its predecessors.

<span class="mw-page-title-main">Ford Laser</span> Motor vehicle

The Ford Laser is a compact car, originally a subcompact car in the first three generations, which was sold by Ford in Asia, Oceania, and parts of South America and Africa. It has generally been available as a sedan or hatchback, although convertible, wagon and pick-up versions have also been available in different markets. The sedan, and briefly station wagon, versions were badged Ford Meteor in Australia between 1981 and 1987. The Ford Meteor name was also used in South Africa.

<span class="mw-page-title-main">Ford Orion</span> Motor vehicle

The Ford Orion is a small family car that was produced by Ford Europe from 1983 until 1993. A total of 3,534,239 units were sold during the car's ten-year production life.

<span class="mw-page-title-main">Ford Probe</span> Liftback sport coupe (1988–1997)

The Ford Probe is a liftback coupé produced by Ford, introduced in 1988 and produced until 1997. The Probe was the result of Ford's collaboration with its longtime Japanese partner Mazda, and both generations of Probe were derived from the front-wheel drive Mazda G platform that underpinned the Mazda Capella.

<span class="mw-page-title-main">Ford Capri</span> Fastback coupé manufactured by Ford Motor Company

The Ford Capri is a fastback coupé built by Ford of Europe, designed by Philip T. Clark, who was also involved in the design of the Ford Mustang. It used the mechanical components from the Mk2 Ford Cortina and was intended as the European equivalent of the Ford Mustang. The Capri went on to be highly successful for Ford, selling nearly 1.9 million units in its lifetime. A wide variety of engines were used in the car throughout its production lifespan, which included the Essex and Cologne V6 at the top of the range, while the Kent straight-four and Taunus V4 engines were used in lower-specification models. Although the Capri was not officially replaced, the second-generation Probe was effectively its replacement after the later car's introduction to the European market in 1994.

<span class="mw-page-title-main">Ford CVH engine</span> Reciprocating internal combustion engine

The Ford CVH engine is a straight-four automobile engine produced by the Ford Motor Company. The engine's name is an acronym for either Compound Valve-angle Hemispherical or Canted Valve Hemispherical, where "Hemispherical" describes the shape of the combustion chamber. The CVH was introduced in 1980 in the third generation European Escort and in 1981 in the first generation North American Escort.

<span class="mw-page-title-main">Mercury Cougar</span> Ford Motor Company car model

The Mercury Cougar is a series of automobiles that was sold by Mercury from 1967 to 2002. The model line is a diverse series of vehicles; though the Cougar nameplate is most commonly associated with two-door coupes, at various stages in its production, the model also was offered as a convertible and a hatchback. During its production as the mid-size Mercury line, the Cougar was also offered as a four-door sedan and five-door station wagon.

<span class="mw-page-title-main">Ford Pampa</span> Motor vehicle

The Ford Pampa is a coupe utility manufactured by Ford do Brasil between 1982 and 1997. It was derived from the Ford Corcel and Ford Del Rey, and was the best-selling coupe utility in Brazil for several years.

<span class="mw-page-title-main">Ford Fairmont</span> Motor vehicle

The Ford Fairmont is a model line of compact cars that was manufactured by Ford from the 1978 to 1983 model years. The successor of the Ford Maverick, the Fairmont marked the third generation of compact sedans sold by Ford in North America. Initially slotted between the Pinto and Granada within the Ford line, the Fairmont was later marketed between the Ford Escort and Ford LTD. In contrast to its predecessor, the model line was offered as a two-door notchback sedan, two-door coupe, four-door sedan, and five-door station wagon. Though never sold as a Lincoln, Mercury sold a divisional counterpart of the Fairmont as the Mercury Zephyr.

<span class="mw-page-title-main">Ford Fox platform</span> Motor vehicle platform

The Ford Fox platform is an automobile platform that was used by Ford Motor Company. Introduced for compact sedans in the 1978 model year, the Fox architecture was utilized for a wide variety of configurations for Ford and Lincoln-Mercury vehicles. In its original form, the platform was used through the 1993 model year; a substantial redesign of the Ford Mustang extended its life into the 21st century, ending production in 2004. Produced across 26 model years, the Fox platform is the second-longest car architecture ever designed by Ford Motor Company.

<span class="mw-page-title-main">Mercury Capri</span> Motor vehicle

Capri is a nameplate marketed by the Lincoln-Mercury division of Ford Motor Company over three generations between 1970 and 1994.

<span class="mw-page-title-main">Mercury Monarch</span> Motor vehicle

The Mercury Monarch is a compact automobile that was marketed by the Mercury division of Ford from the 1975 to 1980 model years. Designed as the original successor for the Mercury Comet, the Monarch was marketed as a luxury compact vehicle; alongside its Ford Granada counterpart, the Monarch expanded the segment in the United States as automakers responded to the 1973 fuel crisis.

<span class="mw-page-title-main">Ford Escort (Europe)</span> European small family car

The Ford Escort is a small family car that was manufactured by Ford of Europe from 1968 until 2000. In total there were six generations, spread across three basic platforms: the original, rear-wheel-drive Mk.1/Mk.2 (1968–1980), the "Erika" front-wheel-drive Mk.3/Mk.4 (1980–1992), and the final CE-14 Mk.5/Mk.6 (1990–2002) version. Its successor, the Ford Focus, was released in 1998, but the final generation of Escort was phased out gradually, with the panel van version ending production in 2002 in favour of the Ford Transit Connect.

<span class="mw-page-title-main">Ford Escort (North America)</span> Car model

The North American version of the Ford Escort is a range of cars that was sold by Ford from the 1981 to 2003 model years. The direct successor of the Ford Pinto, the Escort also largely overtook the role of the European-imported Ford Fiesta as the smallest vehicle in the Ford model line in North America. Produced across three generations, the first generation was a subcompact; the latter two generations were compact cars. Becoming highly successful in the marketplace, the Escort became the best-selling car in the United States after 1982, a position it would hold for much of the 1980s.

<span class="mw-page-title-main">Ford Fairlane (Australia)</span> Motor vehicle

The Ford Fairlane and LTD are full-sized luxury vehicles produced in a series of models by Ford Australia between 1959 and 2007.

<span class="mw-page-title-main">Ford Granada (Europe)</span> Motor vehicle

The European Ford Granada is an executive car manufactured by Ford Europe from 1972 until 1994.

<span class="mw-page-title-main">Ford Granada (North America)</span> Motor vehicle

The North American version of the Ford Granada is a range of sedans that was manufactured and marketed by Ford over two generations (1975–1982). Developed as the original successor for the Ford Maverick, the Granada shares its name with Ford of Europe's flagship sedan. The model line was marketed as a luxury compact vehicle, expanding the segment in the United States.

<span class="mw-page-title-main">Ford Mustang (third generation)</span> Motor vehicle

The third-generation Mustang was produced by Ford from 1979 until 1993. Built on Ford's Fox platform, it is commonly referred to as the Fox body Mustang. It evolved through several sub-models, trim levels, and drivetrain combinations during its production life. It underwent updates for the 1987 model year and seemed destined for replacement with a front-wheel drive Mazda platform. However, company executives were swayed by consumer opinion and the rear-wheel drive Mustang stayed, while the front-wheel drive version was renamed the Ford Probe. Enthusiasts group the generation into two segments: the 1979–1986 cars, with their quad headlight arrangement, and the 1987–1993 cars, with their aerodynamic composite headlamps and front fascia styling. Production ended with the introduction of the fourth-generation Mustang (SN-95) for the 1994 model year.

<span class="mw-page-title-main">Ford Mondeo (first generation)</span> Mid-size sedan produced by Ford

The Ford Mondeo I (first generation) is a mid-size car that was produced by Ford, beginning on 23 November 1992, with sales beginning on 22 March 1993. It is also known as the Mk I Mondeo; the 1996 facelift versions are usually designated Mk II. Available as a four-door saloon, a five-door hatchback, and a five-door estate, all models for the European market were produced at Ford's plant in the Belgian city of Genk. In December 1992, Autocar published a section on the Mondeo, and how it would conquer rivals.

References

  1. "PLANT INFORMATION: Wayne Stamping and Assembly Plant". Media.Ford.com. Ford Motor Company. Archived from the original on 12 December 2011.
  2. "Fords Other Two Seaters". fordexp.com. Archived from the original on 17 July 2012.
  3. 1 2 "'82 Ford EXP". fordexp.com. Archived from the original on 13 July 2012. Retrieved 13 September 2016.
  4. Assenza, Tony (March 1981). "Driving the Ford EXP". Popular Mechanics. p. 164.
  5. Ross, Daniel Charles (3 May 1982). "Ford's new butterfly". Autoweek . Vol. 32, no. 18. Crain Press Inc. p. 26. ISSN   0192-9674.
  6. 1 2 3 McCraw, Jim (November 1982). "Four more horses and one more speed, closing in". Motor Trend . Vol. 34, no. 11. Petersen Publishing Co. p. 72.
  7. Kolberer, Alan. "Owner".
  8. McCraw, p. 73
  9. "Ford Mustang Survives Probe". auto.HowStuffWorks.com. HowStuffWorks. 25 February 2007. Retrieved 2009-05-10.
  10. 1 2 "Ford EXP & Mercury LN7 Owners Club - Vehicle History and Technical Specifications". Archived from the original on 27 October 2010.
  11. "Ford EXP & Mercury LN7 Owners Club - Vehicle History and Technical Specifications". Archived from the original on 27 October 2010.
  12. "Ford EXP & Mercury LN7 Owners Club - Vehicle History and Technical Specifications". Archived from the original on 27 October 2010.
  13. "Ford EXP & Mercury LN7 Owners Club - Vehicle History and Technical Specifications". Archived from the original on 27 October 2010.
  14. "Ford EXP & Mercury LN7 Owners Club - Vehicle History and Technical Specifications". Archived from the original on 27 October 2010.
  15. "Ford EXP & Mercury LN7 Owners Club - Vehicle History and Technical Specifications". Archived from the original on 27 October 2010.
  16. "Ford EXP & Mercury LN7 Owners Club - Vehicle History and Technical Specifications". Archived from the original on 27 October 2010.
  17. "Ford EXP & Mercury LN7 Owners Club - Vehicle History and Technical Specifications". Archived from the original on 27 October 2010.
  18. 1 2 3 4 "Ford – Brezza". Carrozzieri-italiani.com. 27 January 2021.
  19. 1 2 3 Strauss, Paul (4 August 2017). "Concepts from Future Past: 1982 Ford Ghia Brezza". 95octane.
  20. 1 2 3 4 Strohl, Daniel (25 June 2018). "The first car designed entirely by a woman, Ghia's Brezza, would have given Ford an answer to the Fiero". Hemmings.
  21. Ismail, Adam (14 April 2021). "The Ghia Brezza Was Ford's Pontiac Fiero Designed By One Woman". Jalopnik.
  22. Rehbock, Billy (27 February 2020). "The 1982 Ghia Brezza Is the First Car Designed by a Woman". Motor Trend.
  23. McTaggart, Bryan (25 November 2014). "A Stalled Experiment: The Ford GN34 Program". BangShift.
  24. 1982 CART Indy World Series News Media Guide