Few vehicles occupy as intriguing a space in automotive history as the car-based pickup truck. Chevrolet’s El Camino dominated the segment for decades, but Ford refused to cede the market entirely. After the Ranchero was discontinued in 1979, Ford pursued one last shot at the car-truck hybrid with the Fairmont Durango, a limited-production model that almost kept the dream alive for enthusiasts and practical buyers alike.
The Birth of a Forgotten Hybrid
When Chevrolet downsized the El Camino in 1978 as part of a fuel-efficiency push, Ford saw an unexpected opportunity. The full-size Ranchero was already headed for cancellation due to poor sales, but the redesigned El Camino suggested renewed market interest in car-based pickups. Rather than abandon the segment entirely, Ford decided to gamble on one more entry.
The automaker partnered with National Coach Works, a Los Angeles coachbuilder run by Jim Stephenson. Instead of mass-producing the Durango through traditional channels, Ford envisioned it as a limited-production, special-order model aimed primarily at Western US buyers. This unconventional approach reflected the automotive industry’s experimental mindset during the late 1970s and early 1980s.
Stephenson and his sons Jim and Bill handled the design work themselves. After just a few months of development, the final look was approved by Ford. Prototype construction began in 1979, featuring a fiberglass bed and body panels built by G&K Fiberglass for testing purposes.
How the Durango Was Built
The Fairmont Durango’s construction method was straightforward and economical. Technicians took a Ford Fairmont Futura, sectioned the rear half from the beltline upward, and installed a truck bed in the resulting cavity. The front and rear ends remained largely unchanged except for the addition of a tailgate and Durango badging over the right-rear tail light.
The Fairmont Futura itself was built on Ford’s Fox platform, the same architecture that underpinned the third-generation Mustang. This foundation gave the Durango car-like handling and ride quality, though the fiberglass bed meant owners needed to be careful when transporting heavy or sharp objects. Much like how Ford’s early aluminum experiments in the 1990s paved the way for modern truck construction, the Durango represented Ford’s willingness to experiment with unconventional materials and designs.
Mechanical Specifications and Powertrain
Mechanically, the Durango was identical to its Fairmont Futura donor vehicle. The sole engine option was a 200 cubic-inch inline-six-cylinder from Ford’s Thriftpower family, already 16 years old by the time the Durango debuted. Though aging, this engine featured a seven-bolt main bearing setup that earned it a reputation for solid durability. Emissions-compliance upgrades, including a smog pump, were incorporated to meet 1979 standards.
Power flowed through Ford’s three-speed C3 automatic transmission. No manual gearbox was offered, and rear-wheel drive was the only available drivetrain configuration. The suspension mirrored the Fairmont’s setup exactly: MacPherson struts up front and a live rear axle with leaf springs out back, reflecting Ford’s pursuit of European-style ride quality on the Fox platform.
Interior and Practicality
The cabin carried over the same features found in the Fairmont Futura, including bucket seats flanking a center console with floor-mounted shifter. The dashboard featured two large gauges and four HVAC vents, providing functional comfort rather than luxury. A fiberglass bulkhead separated the passenger compartment from the cargo area, maintaining the vehicle’s lightweight construction philosophy.
Today’s compact truck market, such as the Ford Maverick line, draws inspiration from the same practical car-truck concept, though with modern efficiency and capability.
Market Reality and Legacy
Despite Ford’s ambitions, the Fairmont Durango failed to capture buyer interest. Approximately 212 examples were produced before the project was quietly abandoned. The market simply wasn’t there, and Ford shifted focus elsewhere.
The original Ranchero, which debuted in 1957, had enjoyed early success with roughly 21,700 first-year sales. That model offered genuine value to farmers and blue-collar workers seeking car-like comfort combined with truck utility. However, Chevrolet’s 1959 El Camino, which was larger and more powerful, gradually dominated the segment. By the time the Ranchero was discontinued after 1979, it had been consistently outsold for 15 years.
The Durango represented Ford’s final attempt to compete in this niche, but changing consumer preferences and market consolidation ultimately doomed the concept. Today, surviving Durango examples are rare collectibles that represent a forgotten footnote in Ford history, valuable to enthusiasts who appreciate automotive experimentation and unconventional design solutions.
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