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Ford Durango
Ford Durango
Ford Durango
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Ford Durango
1981 Ford Durango
Overview
ManufacturerNational Coach Works
Ford
Production1979–1982
Model years1979–1982
AssemblyLos Angeles, California (National Coach Works)
Body and chassis
ClassCompact
Body style2-door coupe utility (pickup truck)
LayoutFR layout
PlatformFord Fox platform
RelatedFord Fairmont Futura
Powertrain
Engine200 in3 (3.3 L) Thriftpower Six I6
Transmission3-speed automatic
Chronology
PredecessorFord Ranchero

The Ford Durango is a two-seat coupe utility pickup truck sold in limited production by Ford Motor Company[1] between the 1979 and 1982 model years.[citation needed] The vehicle was the result of a joint venture between Ford and National Coach Works, located in Los Angeles, California.[2]

While not officially a production vehicle or a replacement for the Ford Ranchero (which ended production after the 1979 model year), the Durango was designed as a potential competitor to the newly downsized Chevrolet El Camino and was commissioned by Ford to be sold through Ford dealerships. As no official totals were kept by either company production estimates vary between the low 200s and 350, with 212 conversions known to have been made by National Coach Works.[1][3]

Design overview

[edit]

The Ford Durango prototype was designed and built by Jim Stephenson and his sons, Jim Stephenson Jr and Bill Stephenson. The custom body work was done at their shop in Pacoima, California. The prototype was made with hand fabricated sheet metal and then was sent to G&K Fiberglass in Sylmar, CA to have the fiberglass molds made to produce the pickup bed and tailgate for production of the "Durango". The rights to produce and sell the Durango to Ford dealerships were licensed to National Coach Works after Hal Koch, a friend of Jim Stephenson who worked at National Coach, saw the prototype.[citation needed]

Production

[edit]

To produce the Durango, National Coach Works used the body of the Ford Fairmont Futura two-door coupe. Aft of the B-pillar, the roof was removed along with the trunklid and rear seating area. Behind the seats, the company added a flat-floor fiberglass cargo bed along with a bulkhead and new rear window behind the two front seats. The rear fascia above the bumper was redesigned into a fold-down tailgate. As the tailgate included the license plate and taillamps, the Durango was produced with a disclaimer warning drivers from driving with the tailgate in the down position.[1][4]

  • Ford Durango side profile, showing view of original B-pillar
    Ford Durango side profile, showing view of original B-pillar
  • Rear 3/4 view, showing fiberglass cargo bed conversion
    Rear 3/4 view, showing fiberglass cargo bed conversion

Features

[edit]
Ford Durango tailgate detail, showing filler panel and integrated taillamps

As the B-pillar design of the Fairmont Futura coupe lent itself to the conversion on an unofficial basis, there are several unique features to the Durango that identify it as a vehicle converted by National Coach.[5] With the exception of a prototype based upon a 1979 Mercury Z-7, all examples were based upon the Fairmont Futura.[2] Conversions by National Coach, which are the only versions with a functioning tailgate, feature a fiberglass filler panel between the cargo bed and the tailgate; the design of the panel stores the tailgate hinges when it is folded down.[2]

As equipped from the factory, the Ford Durango was equipped only with a 200 cubic-inch inline six, the mid-range engine of the Fairmont line.[2] The engine was paired with a three-speed automatic transmission.

The Pickup, Van and 4WD magazine from December 1981 features an article about the Durango that states: "The project had been planned for an earlier date in 1981 than that which was finally achieved, so only a little over 100 units were assembled before the current-year model went out of production."[6] Nearly all factory-converted Durangos were produced during the 1981 model year; it is unknown how many 1982 examples were produced.[1][2]

References

[edit]

Further reading

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Ford Durango

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from Grokipedia
The Ford Durango is a limited-production, two-seat utility manufactured between 1979 and 1982, serving as the spiritual successor to the discontinued and marking Ford's final car-based light-duty pickup. Based on the Futura coupe platform, it featured a custom pickup bed integrated into the sedan's , offering a compact alternative to traditional trucks during an era of shifting market preferences toward dedicated light trucks. With only an estimated 212 units produced, the Durango remains one of the rarest vehicles in Ford's history, often overlooked in official company records. Based on the Futura coupe platform, it featured a custom pickup bed integrated into the sedan's , offering a compact alternative to traditional trucks during an era of shifting market preferences toward dedicated light trucks. With only an estimated 212 units produced, the Durango remains one of the rarest vehicles in Ford's history, often overlooked in official company records. The Durango originated from a design effort led by Ford engineer Dick Nesbitt in the late 1970s, following the Ranchero's cancellation as Ford pivoted to the imported and later the Ranger compact pickup. Ford outsourced production to National Coach Products in , a specialty vehicle converter, which modified Fairmont coupes by truncating the roofline and adding a 6-foot bed with an integrated tailgate and factory-style taillights. Sold exclusively through select Ford dealerships, it targeted buyers seeking a versatile "ute" for urban and light-duty use, complete with a payload capacity of up to 1,450 pounds. Production ceased in 1982 amid declining interest in coupe utilities, rising fuel costs, and competition from purpose-built trucks. Standard equipment included a 200-cubic-inch (3.3-liter) inline-six producing 88 horsepower, paired with a three-speed . The vehicle's two-door cabin retained the Fairmont's interior, with options like a , cover, and for enhanced utility. A notable disclaimer warned against with the tailgate down due to obscured rear visibility, underscoring its hybrid design compromises. Today, surviving examples command premium prices among collectors, valued for their scarcity and as a quirky footnote in Ford's automotive legacy.

Development and Background

Origins and Concept

The Ford Ranchero, a long-standing coupe utility introduced in 1957, was discontinued after the 1979 model year as market preferences shifted toward more versatile SUVs and full-size trucks, alongside the rise of dedicated compact pickups like the imported Ford Courier. This decline in demand for car-based utilities, coupled with fuel efficiency concerns from the late 1970s energy crises, prompted Ford to explore options for a smaller, more agile alternative to maintain a niche presence in the segment. In response, Ford initiated development of a compact, car-based pickup in the late , targeting urban drivers and light-duty users who sought the maneuverability of a sedan with features, especially in competition with Chevrolet's downsized 1978 El Camino. The project, starting around 1977-1978, envisioned a two-seat derived from the newly introduced platform, leveraging its Fox-body architecture for cost-effective production. Ford designer Dick Nesbitt, known for earlier projects like the 1974 Mustang II, proposed adapting the Fairmont Futura coupe into this sporty pickup concept, emphasizing its sturdy B-pillar for structural integrity in the conversion. Although Ford approved the idea for limited production in 1978 but ultimately declined full in-house manufacturing due to shifting priorities toward dedicated trucks like the forthcoming Ranger, the concept was licensed to National Coach Products in . Prototypes were tested by mid-1979, with National Coach Products building the first units using fiberglass components crafted by bodyman Jim Stephenson.

Relation to Ford Fairmont

The Ford Durango was engineered as a derivative of the 1978 , utilizing the same rear-wheel-drive Fox platform that featured unibody construction and shared front-end components such as the engine bay, firewall, and dashboard structure. This platform choice allowed for cost-effective adaptation of the compact sedan's architecture into a niche pickup variant, leveraging the Fairmont's lightweight steel unibody for improved compared to traditional trucks. Key modifications transformed the two-door Fairmont Futura coupe into a compact pickup by shortening the roofline through the removal of the rear roof section, rear window, and trunk area, while adding a one-piece cargo bed approximately 6 feet long and a reworked tail panel into a functional tailgate. The rear structure was reinforced with additional bracing to handle the stresses of in the bed, ensuring structural integrity without altering the core unibody design. These changes were performed by National Coach Products under Ford's commission, resulting in a that maintained the Fairmont's overall length of about 195 inches but with a utilitarian rear configuration. The Durango retained the Fairmont's suspension setup, including independent front suspension with MacPherson struts and coil springs for agile handling, paired with a live rear axle with coil springs that was specifically adapted and reinforced in the rearward sections to accommodate load-bearing demands in the cargo area. This setup provided a balance of ride comfort and basic utility, though the strut-based front was noted as less ideal for heavy truck duties. Distinguishing it from standard Fairmont sedans, the Durango featured a dedicated two-seat cab configuration without rear doors or seating, emphasizing its single-cab pickup identity and simplifying the conversion process.

Design and Engineering

Body Style and Construction

The Ford Durango adopted a distinctive utility body style, characterized by a two-door cab paired with an integrated measuring approximately 72 inches in length. This design transformed the standard Futura coupe into a compact pickup, retaining the front portion of the vehicle while replacing the rear seating and trunk area with the open . The overall length remained close to that of the donor Fairmont, at approximately 196 inches, providing a compact footprint suitable for urban use. The exterior drew heavily from the Fairmont's styling, featuring a front with the signature Ford grille, rectangular headlights, and optional trim packages such as woodgrain accents or sporty accents for enhanced . The cargo bed included practical elements like side-mounted tie-downs for securing loads and a hinged tailgate for easy access, though the tailgate's could obscure taillights and the plate when lowered, posing a visibility concern. The cab's unibody was reinforced at the rear to support the bed's weight, while the bed itself utilized lightweight panels for durability and reduced manufacturing complexity. Construction involved hand-fabricated modifications by third-party National Coach Products, which received Fairmont donor vehicles and performed the conversions in limited numbers. The process included cutting the body behind the B-pillars, installing a custom flat rear glass window to maintain cab integrity, and integrating the fiberglass liner and tailgate assembly. These builds lacked advanced rust-proofing measures common in later vehicles, relying on basic reinforcements for the area to ensure structural integrity under load, though long-term corrosion resistance was a noted limitation in original examples.

Chassis and Suspension

The Ford Durango utilized the unibody Fox platform derived from the , featuring a reinforced rear section to accommodate the added structural demands of the integrated pickup bed. Its front suspension employed a design with coil springs, providing responsive handling suited to the vehicle's origins, while the rear incorporated a four-link coil-spring setup for stability under load. The suspension was essentially the standard Fairmont configuration, adapted for light-duty truck applications through minor tuning to handle cargo without significant modifications to or geometry. It rolled on 14-inch wheels fitted with bias-ply B78-14 tires, contributing to a capacity of up to 1,450 pounds, emphasizing utility for urban and suburban tasks rather than heavy hauling. Braking was handled by front ventilated disc brakes paired with rear drums, with a power-assisted available as an option to enhance stopping in daily scenarios. A notable engineering aspect was the vehicle's minimal ground clearance of about 6 inches, which prioritized on-road maneuverability and car-like dynamics over off-road capability, aligning with its design as a utility for city use.

Production Details

Manufacturing Process

The Ford Durango was produced through a specialized, low-volume conversion process by National Coach Works (also known as National Coach Products), an independent coachbuilder based in the area of (sources vary on exact site: Gardena or Pacoima), rather than in Ford's standard assembly plants. Starting in late 1979 for the 1980 model year, donor Futura two-door s were shipped to the facility, where skilled workers manually removed the rear body section behind the B-pillar to accommodate the pickup bed, retaining the enclosed coupe cabin, while preserving the original front-end structure and components. A custom-fabricated pickup bed was then bolted to the , transforming the sedan into a compact coupe . This hand-assembly approach allowed for customization but was limited to small batches due to the labor-intensive nature of the modifications. Following the structural alterations, the vehicles underwent final finishing to meet Ford's quality standards, including application of factory-matched paint, installation of chrome trim, and integration of standard Fairmont interior and exterior accessories. No involvement from Ford's large-scale manufacturing facilities occurred, as the program's niche focus and projected low demand made uneconomical; instead, National Coach Works handled all assembly under Ford's oversight to ensure compatibility with existing parts and service networks. Production continued through 1982, with estimates of a total of approximately 212 vehicles (range 119 to 350)—exact figures and yearly distribution remain unverified due to incomplete records from the , and some sources question the existence of 1982 models due to lack of identified VINs. The artisanal construction method inherent to this third-party operation introduced minor variations in panel alignment and overall fit and finish across the fleet, reflecting the challenges of small-scale handiwork compared to automated factory lines. Nevertheless, Ford extended its full factory to owners, covering both the modified components and original Fairmont elements, which helped legitimize the vehicle as an official offering despite its non-standard build process. This support underscored Ford's commitment to the project, even as production ceased in 1982 without transitioning to in-house manufacturing.

Model Years and Variants

The Ford Durango debuted in the 1980 model year as a limited-production utility based on the platform, offered exclusively in base trim with straightforward styling adaptations from the underlying sedan, including a custom bed installation. No official yearly production figures are available, but estimates place total output across 1980-1982 at approximately 212 units by National Coach Works in the area, , marking a niche extension of Ford's car-truck lineage following the Ranchero's discontinuation. For the 1981 model year, the Durango underwent minor cosmetic updates aligned with Fairmont revisions, such as a refreshed grille and taillight design, while introducing an optional two-tone paint scheme to enhance its appeal. The 1982 model year represented the Durango's final year, with no significant alterations from the prior iteration. The program ended that year owing to underwhelming sales volumes and mounting pressures from (CAFE) standards, which penalized manufacturers for producing less-efficient car-derived trucks amid tightening mandates for passenger vehicles; however, some sources suggest limited or no 1982 production. Throughout its brief run, the Durango lacked distinct variants or special editions; every example was configured as a two-door, two-seat with the standard base setup, offering no alternative engine choices or trim levels beyond the fundamental package.

Specifications and Performance

Engine and Drivetrain

The Ford Durango was equipped with a standard 200 cubic-inch (3.3 L) Thriftpower inline-six engine, a carryover from the platform, though optional 2.3-liter inline-four (88 hp) and 4.2-liter V8 (115 hp, 195 lb-ft) powertrains were available from the Fairmont lineup. The standard overhead-valve inline-six featured a single-barrel and electronic ignition introduced in 1981 for improved reliability and emissions compliance. It delivered 88 horsepower at 3,800 RPM and 154 lb-ft of torque at 1,400 RPM, providing adequate low-end pull for light-duty tasks despite modest output suited to the era's standards. The drivetrain was exclusively, leveraging the rear-biased layout of the Fox platform for simplicity and cost-effectiveness in a compact . Power was routed through a C3 three-speed as the standard and sole factory offering, with no documented variants produced for the despite the Fairmont's availability of a four-speed manual in other configurations. This setup prioritized ease of use for urban and suburban driving over enthusiast appeal. Fuel economy reflected the engine's efficiency in a , unibody , with an EPA combined rating of 22 mpg for the automatic-equipped Fairmont model (approximate for Durango due to added weight). These figures underscored the Durango's car-like responsiveness compared to traditional trucks, though real-world performance varied with load and driving conditions. Powertrain components were largely interchangeable with the Fairmont, facilitating easier servicing, but the added rear bed weight—approximately 200 pounds more than a standard —placed extra stress on the rear and differential, potentially shortening their lifespan under heavy use.

Dimensions and Capacities

The Ford Durango, built on the Fox platform shared with the Fairmont, measured 105.5 inches in , providing a compact yet stable base for its utility design. Overall length stood at 195.8 inches, width at 71.0 inches, and height at 52.3 inches (based on Fairmont ; Durango's integrated may slightly modify length), making it narrower and lower than many contemporaries for easier maneuverability in environments. Curb weight ranged from approximately 2,800 to 3,000 pounds depending on and options (accounting for added weight), contributing to its lightweight handling characteristics, while the gross weight rating (GVWR) was around 4,500 pounds to accommodate light-duty tasks. The seated two passengers in the front, with the rear area adapted for the pickup configuration. Utility capacities included a bed measuring 6 feet long by 4 feet wide, offering about 30 cubic feet of volume for hauling small loads or equipment. The fuel tank held 16 gallons, supporting reasonable range for its era's efficiency standards. When equipped with the optional hitch, it was rated for towing up to 2,000 pounds, suitable for trailers or recreational gear.

Reception and Legacy

Sales and Market Response

The Ford Durango achieved limited commercial success, with production estimates ranging from 212 to 350 units between 1979 and 1982, far short of Ford's initial projections for up to 25,000 units annually through a potential partnership. These low volumes reflected broader market challenges during the , where demand for specialty vehicles like coupe utilities waned in favor of more practical options. Market factors contributing to the Durango's poor performance included intense competition from affordable imported compact trucks, such as the Pickup and Hardbody, which offered better and lower prices amid rising costs. Additionally, the growing popularity of SUVs like the shifted consumer preferences away from car-based utilities toward dedicated off-road vehicles with greater versatility. The Durango's base price, approximately $8,700 when adding the $2,000 conversion cost to the 1981 Fairmont Futura coupe's MSRP of $6,682, was considered high for its limited , including a compact 6-foot and rear-wheel-drive configuration without four-wheel-drive options. The vehicle was distributed exclusively through select Ford dealerships as part of a with National Coach Works, but dealer feedback highlighted insufficient demand, leading to its rapid discontinuation after the 1982 model year. This timing coincided with tightening federal (CAFE) standards, which rose from 20 in 1980 to 24 by 1982, pressuring manufacturers to prioritize more efficient dedicated trucks like the forthcoming over conversions like the Durango. Consumer reception was mixed, with praise for the Durango's smooth, car-like ride derived from the Fairmont's unibody platform and independent rear suspension, but criticism centered on its undersized cargo bed, which limited practicality for truck buyers. Engine options included the base 200-cubic-inch (3.3 L) inline-six producing 88-94 horsepower, with some units equipped with the optional 2.3 L four-cylinder or 255/302 cu in V8s from the Fairmont lineup.

Collectibility and Modern Interest

The Ford Durango's limited production run of just 212 units between 1979 and 1982 has cemented its status as one of Ford's rarest vehicles, with surviving examples numbering in the dozens at most due to the passage of time and lack of widespread preservation efforts. These compact pickups, built by National Coach Products using Fairmont Futura coupes, are highly sought after by collectors for their quirky design and historical niche as an unofficial successor to the Ranchero. In the collector market, well-preserved or restored examples typically command prices between $10,000 and $17,000, with a 1981 model in drivable condition selling for $16,995 at in 2025, while rougher project cars can be found for as low as $3,750 to $5,200. Modified variants, such as those with swaps, often fetch higher values, up to $15,000 or more on platforms like Hemmings. Restoring a presents significant challenges primarily due to the scarcity of model-specific components, such as the custom cargo bed and tailgate assembly, though many mechanical parts are interchangeable with the abundant donor vehicles. Enthusiast communities, including dedicated groups and online forums, actively share resources for sourcing upholstery, trim, and body panels, but owners often resort to custom fabrication for unique elements like the reinforced rear structure. Despite these hurdles, the Durango's Fox-body platform lends itself well to and modifications, with examples featuring high-performance upgrades achieving sub-seven-second quarter-mile times, appealing to builders who value its lightweight unibody construction. In modern enthusiast circles, the has gained renewed interest since the as a "forgotten Ford" and the last car-based pickup offered through Ford dealers, symbolizing the shift from coupe utilities to full-size SUVs amid changing market preferences. Automotive media outlets have spotlighted surviving units, highlighting their oddball charm and potential as affordable classics, while custom projects continue to inspire tinkerers without any official revival from Ford. This cultural legacy endures through events and online discussions, where the represents a brief, innovative experiment in downsized truck design that never achieved mainstream success but now captivates niche collectors.

References

  1. https://www.autoevolution.com/news/the-story-of-the-ford-durango-the-ranchero-successor-you-never-knew-existed-200754.html
  2. https://www.theautopian.com/the-ford-durango-is-the-fox-body-pickup-truck-you-forgot-existed-holy-grails/
  3. https://www.macsmotorcitygarage.com/ranchero-revival-the-1979-81-ford-durango/
  4. https://www.hotcars.com/first-durango-was-actually-a-ford-and-its-incredibly-rare/
  5. https://macsmotorcitygarage.com/ranchero-revival-the-1979-81-ford-durango/
  6. https://www.oldcarsweekly.com/features/the-original-durango
  7. https://www.curbsideclassic.com/blog/in-motion-classic/in-motion-outtake-1981-ford-durango-the-foxiest-fairmont-variant/
  8. https://macsmotorcitygarage.com/fords-first-fox-body-the-1978-fairmont/
  9. https://www.curbsideclassic.com/blog/from-the-cc-cohort-1981-ford-durango-shoulda-coulda-did/
  10. https://xr793.com/wp-content/uploads/2016/11/1978-Ford-Farmont-Prestige.pdf
  11. https://www.carfolio.com/ford-fairmont-684255
  12. https://www.carsguide.com.au/ford/fairmont/1978
  13. https://blog.consumerguide.com/ranchero-sequel-remembering-the-short-lived-ford-durango/
  14. https://www.thetruthaboutcars.com/2012/10/how-cafe-killed-compact-trucks-and-station-wagons/
  15. https://www.conceptcarz.com/s18987/ford-fairmont.aspx
  16. https://www.automobile-catalog.com/car/1981/861920/ford_fairmont_4-door_sedan_3_3l_automatic.html
  17. https://afdc.energy.gov/files/pdfs/1981_feg.pdf
  18. https://www.conceptcarz.com/s24094/ford-fairmont.aspx
  19. https://www.automobile-catalog.com/car/1979/861365/ford_fairmont_futura_sports_coupe_5_0l_v-8_automatic.html
  20. https://www.hagerty.com/marketplace/classified/1979-ford-fairmont/2107486a-7010-4d54-bcd0-6274509acd37
  21. https://bringatrailer.com/listing/1981-ford-durango-3/
  22. https://www.cargurus.com/research/1981-Ford-Fairmont-c17349
  23. https://dieselnet.com/standards/us/fe.php
  24. https://bringatrailer.com/listing/1981-ford-durango/
  25. https://www.fordforumsonline.com/threads/fairmont-durango-upholstery.28020/
  26. https://www.sickthemagazine.com/news/this-draggin-ford-durango-is-a-seven-second-retro-pickup
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