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, 1973–1974.

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 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.

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.

A similar "bubbleback" glass hatch was also added to the Fox body second generation Mercury Capri for 1983–1986 as a styling revision.

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.

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.

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.

The other TR equipment pieces were: 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.

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.

But not even the 1986–88 EXPs with the 1.9 L EFI HO motor could touch the Turbo model with a 1⁄4-mile (0.40 km) time of 17.5 seconds at 77 mph (123.9 km/h).

Originally marketed towards buyers that valued fuel efficiency over high performance, the Ford EXP had begun to struggle against newer, sportier vehicles.

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.

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.

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.

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.

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.

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.

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.

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).

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.

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.