Ford E-Series

Ford E-Series
Overview
Manufacturer	Ford
Production	1961–present (limited as of 2015, only stripped chassis and cutaway produced)
Model years	1961–present
Assembly	Lorain, Ohio, United States (until plant closure) Avon Lake, Ohio, United States Oakville, Canada
Body and chassis
Class	Full-size van
Chronology
Successor	Ford Transit (United States & Canada)

The Ford E-Series, also known as the Ford Econoline in Mexico and Ford Club Wagon, is a line of full-size vans (both cargo and passenger) and truck chassis from the Ford Motor Company. The line was introduced in 1961 as a compact van and produced through four generations. The E-series is available in 2015 only as a stripped chassis and cutaway. Other versions have been replaced by the Ford Transit.

The E-Series has been a separate platform since 1968, it uses many components from the F-Series line of pickup trucks. The Econoline is manufactured at Ford's Ohio Assembly plant in Avon Lake, Ohio following the closure of the Lorain Assembly plant in December 2005.

Since 1980, E-Series has been the best selling American full-sized van, and held 79.6% of the full-size van market in the United States in 2007, with 168,722 vehicles sold.

The E-series was available with a GCWR (Gross Combined Weight Rating) of up to 20,000 lb (9,072 kg) making it a base for recreational vehicles and for towing trailers.

Ninety-five percent of van sales are to commercial or fleet-end users; about half are cargo vans. The E-Series cargo area featured a double-wall design that made the exterior sheet metal less vulnerable to damage from shifting cargo.

In early 2007, the E-Series was listed by Autodata as one of the top 20 best-selling vehicles in the United States, most likely due to fleet sales. As of 2014, the Ford E-Series was marketed in North America and the Middle East in LHD only. It has been discontinued in Mexico.

First generation (1961–1967)

Ford E-Series
1961–1967 Ford Econoline (customized)
Overview
Also called	Ford Falcon Club Wagon Mercury Econoline (Canada)
Production	1961–1967
Body and chassis
Body style	3-door van 2-door pickup truck
Layout	FMR layout
Related	Ford Falcon
Powertrain
Engine	144 cu in (2.4 L) Falcon Six I6 170 cu in (2.8 L) Thriftpower Six I6 240 cu in (3.9 L) I6
Transmission	3-speed manual
Dimensions
Wheelbase	90.0 in (2,286.0 mm)
Width	75.0 in (1,905.0 mm)
Height	76.9 in (1,953.3 mm)

Based on the compact Ford Falcon, the first Ford Econoline was introduced for the 1961 model year. Sized roughly to compete with the Chevrolet Corvair 95 (Greenbrier Sportswagon) and Volkswagen Type 2, which was 172.3 in (4,376 mm) long. It was originally offered as a cargo van, an eight-passenger van with three rows of seats (which carried the Ford Falcon name) and as a pickup truck. A 165 lb (75 kg) counterweight was fitted over the rear wheels to balance the front-heavy vehicle; this was sometimes removed by later owners. The implementation of situating the driver on top of the front axle with the engine near the front wheels is called, in the US, a "cab over" short for cab over engine configuration. In Europe it is called a "forward control" vehicle. The body styling borrowed heavily from the, smaller, UK produced, Thames 400E which had been in production since 1957 and the 1956-64 Jeep Forward Control.

Instead of the rear-mounted engine used by Volkswagen and Chevrolet, the first E-Series had a flat nose with the engine between and behind the front seats. Early models had a 144 CID inline 6-cylinder engine with a three-speed manual transmission. Later models had 170 CID or 240 CID engines with a three-speed manual or automatic transmission. It was an immediate success with utilities like the Bell Telephone System.

In its first year, 29,932 standard vans, 6,571 custom Econoline buses, 11,893 standard pickups and 3,000 custom pickups were made. The success of the Econoline led to its layout adopted in 1964 by the Chevrolet Van/GMC Handi-Van and Dodge A100; it would also be utilized internationally and sold by Mitsubishi, Nissan, and Toyota, with microvans called the Subaru Sambar and the Daihatsu Hijet.

Mercury Econoline

In rural Canada, where automobile dealers were scarce, the Econoline was sold as a Mercury alongside the M-Series truck lineup. Only the first generation of Econolines were sold as Mercurys; the next van sold by the division would be the 1993 Villager minivan.

• First Generation Models 1961–1967
• 
  1961–1967 Falcon van
• 
  1961–1967 Econoline with camper conversion
• 
  1961–1967 Econoline with camper conversion, rear view
• 
  1965 Mercury Econoline pickup, rear view

Second generation (1968–1974)

Second generation
1972–1974 Ford Club Wagon
Overview
Production	1968–1974
Body and chassis
Body style	3-door van
Layout	FR layout
Powertrain
Engine	240 CID (3.9 L) I6 300 CID (4.9 L) I6 302 CID (4.9 L) Windsor V8
Transmission	3-Speed Manual 3-speed Cruise-O-Matic automatic
Dimensions
Wheelbase	SWB: 105.5 in (2,679.7 mm) LWB: 123.5 in (3,136.9 mm)

As the result of a lengthy United Auto Workers strike in the late spring of 1968, the launch of the second-generation Econoline van was pushed back into the 1969 model year. Technically, the model line went on hiatus for the 1968 model year, although it was made up by a relatively early launch for 1969. Shedding its Falcon roots, the second-generation Econoline became a heavier-duty vehicle, sharing many of its underpinnings with the F-Series full-size pickups.

Chassis

While the unibody construction of the previous generation van was carried over, a major change was made in the overall layout in the body and chassis of the Econoline. To build a heavier-duty chassis, the mid-engine forward-control layout was abandoned in favor of a front-engine layout with the axle placed forward; this also allowed the use of the "Twin I-Beam" front suspension used in the F-Series trucks. The redesign in the configuration resulted in major growth; the Econoline grew 15 inches in wheelbase; a 18-inch longer long-wheelbase model became the largest full-size van offered in North America at the time.

As they had become introduced as options in Dodge and Chevrolet/GMC vans, Ford introduced a V8 engine option into the powertrain line.

Body

With the change of chassis and axle configurations, the Econoline gained a conventional hood for engine access (though most engine access remained from the interior). To aid in engine compartment ventilation, the model was given a conventional grille, styled similar to the F-Series.

For 1971, the grille was redesigned to match the updated F-Series. For 1972, a sliding rear door became an option; introduced on a cutaway van chassis was the Hi-Cube van, a cab-chassis version of the Econoline with a box-van body. The introduction of the cab-chassis variant would become popular in the recreational-vehicle industry (a Class C RV), a segment still dominated by the E-Series in the 2010s.

Interior

In the inside of the Econoline, the shift of the engine location moved the engine housing from under the seats to in front of the driver and front passenger, under the windshield. While the Econoline cargo van remained, it was joined by an Econoline passenger van (replacing the Falcon van). To attract more buyers to passenger vans, Ford introduced two new trims of the passenger van, the Ford Club Wagon and Ford Club Wagon Chateau. Based on the long-wheelbase version, the Chateau featured air conditioning, houndstooth fabric on all seats, an AM/FM sound system, and the option of 12-passenger seating.

• Second Generation Models 1969–1974
• 
  1969-70 Econoline Window Van
• 
  1969-70 Econoline Window Van with U.S. Army markings
• 
  1971 Econoline motorhome conversion
• 
  1973 Econoline 100
• 
  1974 Ford Econoline E-300 Quadravan

Third generation (1975–1991)

Third generation
1983–1991 Ford Club Wagon
Overview
Also called	Ford Club Wagon
Production	1975–1991
Body and chassis
Body style	3-door van
Layout	FR layout
Platform	Ford VN platform
Related	Ford Carousel
Powertrain
Engine	240CI 300 CID I6 302 CID Windsor V8 351 CID Windsor V8 460 CID 385 V8 6.9 L Navistar diesel V8 7.3 L Navistar diesel V8
Transmission	3-speed manual 4-speed manual 3-speed automatic 4-speed automatic

For 1975, the Econoline/Club Wagon were given a complete redesign. Based on an all-new chassis, Ford became the first American manufacturer to adapt body-on-frame construction to a full-size van.

The Econoline was quickly used not on its own, but as the basis for other vehicles. With a full frame, the Econoline became popular as a cutaway van chassis; the design served as a basis for many ambulances, and various types of trucks and buses. The shared drivetrain with the F-Series marked the beginning of aftermarket four-wheel drive conversions. During the 1970s, the Econoline became popular as a basis for van conversions. Using the sparsely-equipped Econoline cargo van as a basis, a luxurious interior was fitted, along with extensive customization of the exterior.

A stillborn variant of the Econoline, the Ford Carousel, nearly reached production as the first American minivan. While a running protoype was produced and planned for a potential 1975-1976 introduction, lack of funding led to the discontinuation of the project.

Chassis

1975-1979 Ford Econoline 150 Chateau

1990 Econoline 350 cutaway van in use by FedEx

1980s Ford Club Wagon XLT

To increase the versatility of the full-size van line, the Econoline was developed using body-on-frame construction for the first time. In addition to increasing the strength of the chassis, the configuration allowed more commonality with the F-Series trucks. As before, the Twin I-Beam front suspension was utilized. In its new configuration, the engine was moved further forward and lowered, relative to the body. In a massive growth spurt, the short-wheelbase configuration was 0.5 inches longer than the previous long-wheelbase chassis; the new long-wheelbase chassis was 138 inches, the longest wheelbase full-size van sold until 1990. In 1988, the 124-inch wheelbase was discontinued, leaving the 138-inch wheelbase as standard.

In 1982, to increase the fuel economy of the Econoline without a major loss in engine output, Ford introduced the option of a 6.9L IDI diesel V8 produced by International Harvester; in 1988, this was enlarged to 7.3L. The diesel V8 engines were available only in Econoline 350s (or Club Wagons sold on the same chassis).

Due to the popularity of automatic transmissions in full-size vans, Ford discontinued the 3-speed manual and 4-speed manual transmissions after the 1987 model year.

Body

Unlike its predecessors, Ford designed the 1975 Econoline with a true "two-box" layout. Similar to the Ford Transit of the time, the configuration moved the engine as far forward as possible and lower in the chassis than in its predecessor; although the hood was nearly twice as long, the hoodline was much lower. A higher degree of parts commonality with the F-Series made itself known in the bodystyling: the vent windows, taillights, bumpers, and wheels were common items between the two vehicles.

During its sixteen-year production run, the exterior of the Econoline/Club Wagon would remain nearly unaltered. In 1978, the Super Van/Super Wagon was introduced; based on the 138-inch wheelbase, it was a rear body extension allowing for extra cargo room or an extra row of seating (for up to 15 passengers). In 1979, a minor facelift updated the grille design; round headlights were replaced by rectangular units. In 1983, the Ford Blue Oval was added to the grille, replacing the "FORD" lettering on the hood.

Although the 1986 Ford Aerostar minivan would introduce styling far different from the Econoline, the basic styling of the full-size van would heavily influence the Ford Ranger (and its SUV offspring, the Ford Bronco II).

Interior

Inside, the redesign of the chassis expanded interior room, though the rear of the engine still remained between the front seats; an engine cover still provided access for servicing. Sharing many controls with the F-Series, the new design also improved interior ergonomics. In three body sizes, the Econoline was produced in a cargo van and passenger van, with the latter produced in three trim levels; base, Custom and Chateau. In addition, the Club Wagon was produced solely as a passenger van. After 1980, this was replaced by F-Series nomenclature of XL and XLT. In line with the F-Series, the Econoline/Club Wagon was sold in 100/150/250/350 variants, with the Econoline 100 discontinued in 1983 (Club Wagon chassis variants were not denoted).

During the 1970s, the Econoline became popular as a basis for van conversions. Using the sparsely-equipped Econoline 150 or Econoline 250 cargo van as a basis, a luxurious interior was fitted, along with extensive customization of the exterior.

1975–1991 Ford E-Series Dimensions
	124" WB	138" WB (Standard Van)	138" WB (Super Van)
Length	186.8 in (4,745 mm)	206.8 in (5,253 mm)	226.8 in (5,761 mm)
Wheelbase	124 in (3,149.6 mm)	138 in (3,505.2 mm)
Height	79.1–79.9 in (2,009.1–2,029.5 mm)	79.2–84.4 in (2,011.7–2,143.8 mm)	80.9–84.8 in (2,054.9–2,153.9 mm)
Width	79.9 in (2,029 mm)

Fourth generation (1992–present)

Fourth generation
1997–2002 Ford Econoline
Overview
Also called	Ford Econoline (until 2006; name still used in Mexico according to Ford Mexico's website) Ford Club Wagon (until 1998) Ford Econoline Wagon (1999–2005)
Production	1991–2014 (passenger/cargo van) 1991–present (cutaway/stripped chassis)
Model years	1992–2014 (passenger/cargo van) 1992–present (cutaway/stripped chassis)
Body and chassis
Body style	3/4-door van
Layout	FR layout
Platform	Ford VN platform
Powertrain
Engine	4.9 L (300 cu in) Truck Six I6 4.9 L (302 cu in) Windsor V8 5.8 L (351 cu in) Windsor V8 7.5 L (460 cu in) 385/Lima V8 Navistar 7.3 L IH IDI Diesel V8 Navistar 7.3 L Power Stroke Diesel V8 4.2 L Essex V6 4.6 L Triton V8 5.4 L Triton V8 6.8 L Triton V10 Navistar 365 CID 6.0 L Power Stroke Diesel V8
Transmission	4-speed AOD automatic 5-speed TorqShift automatic
Dimensions
Wheelbase	138 in (3,505 mm)
Length	1992–2008 Regular: 212 in (5,385 mm) Extended: 232 in (5,893 mm) 2009– Regular: 216.7 in (5,504 mm) Extended: 236.7 in (6,012 mm)
Width	79.3–79.9 in (2,014–2,029 mm)
Height	80.7–84.1 in (2,050–2,136 mm)
Curb weight	4,773 lb (2,165 kg)

For the first time since 1975, the Ford Econoline was given a nearly complete redesign for the 1992 model year. As before, the fleet-oriented Econoline 150, 250, and 350 were retained in cargo and passenger models; the consumer-oriented Club Wagon was introduced in XLT and luxury Chateau models, reviving a trim level used in the late 1970s. Sold in a single wheelbase with two body lengths, the Econoline/Club Wagon was available in several passenger configurations, from 2 to 15 passengers.

The consumer-oriented Chateau Club Wagon version was Motor Trend magazine's Truck of the Year for 1992.

For 1999, the Club Wagon name was discontinued, becoming the Wagon version of the Econoline. For 2001, in the United States, the Econoline name was dropped (it was dropped in Canada in 1995), with the Econoline nomenclature being shortened to E-150, E-250, E-350, similar to the F-Series nomenclature.

To celebrate its half-century mark, the E-Series featured a Special 50th Anniversary version for the 2011 model year.

After 2014, the passenger van and cargo van variants of the E-Series were discontinued in North America in favor of the newly introduced Ford Transit, but cutaway cab and stripped-chassis variants remained in production for 2015 and will be built "until the end of the decade", according to Ford.

Chassis

While given a major styling upgrade, to lower development costs, Ford utilized the existing VN platform underpinning the previous Econoline/Club Wagon. Sharing many components with the F-Series trucks, the E-Series maintained the "Twin I-Beam" front suspension common to nearly all rear-wheel drive Ford trucks in North America. In the rear, a leaf-spring with live rear axle was used.

In 1992, the powertrain line was largely carried over; the E-Series was equipped with the 4.9L inline-six as a base engine with an option of three gasoline V8s (a 5.0L V8, 5.8L V8, and a 7.5L V8). A 7.3L diesel V8 sourced from Navistar was also an option, becoming turbocharged in 1993. In 1994, the 7.3L IDI turbodiesel was replaced by a 7.3L Ford Powerstroke diesel, also sourced by Navistar.

For 1997, nearly the entire engine line was replaced, with only the 7.3L Powerstroke diesel remaining. A 4.2 L Essex V6 replaced the 4.9L inline-6 and the 7.5 L V8 was replaced by a 6.8 L Triton V10. The 5.0L and 5.8L Windsor V8s were replaced by 4.6 L and 5.4 L Triton V8s, respectively.

During the 2003 model year, the 7.3L Powerstroke diesel was replaced by a 6.0L Powerstroke diesel, again sourced by Navistar; due to the lack of airflow in the engine compartment compared to the Ford Super Duty trucks, the version used in the E-Series required to be slightly detuned. In contrast to the 7.3L V8, the 6.0L Powerstroke is intercooled.

In 2006, output of the 6.8 L Triton V10 was increased to 305 hp (227 kW; 309 PS) and 420 lb·ft (569 N·m) torque, and to 235/440 for the 6.0L diesel.

As part of the 2008 update of the E-Series, the chassis underwent several updates. Although the Twin I-Beam front suspension was carried over (becoming the last Ford vehicle to use the system), other upgrades to the braking, suspension and steering systems improved ride and handling, braking performance and load carrying capability. The chassis and suspension improvements increased in the maximum gross vehicle weight rating (GVWR) from 14,050 lb (6373 kg) to a class-leading 14,500 lb (6577 kg). Additionally, the maximum front gross axle weight rating (GAWR) is increased by about 10 percent, from 4,600 lb (2087 kg) to a class-leading 5,000 lb (2268 kg).

In 2009, Ford became the first automotive manufacturer to offer a full-size van that is capable of using E85; it was available on the 2009 4.6 L and 5.4 L engines.

Following the introduction of the 6.7L Powerstroke V8 in the Ford Super Duty trucks in 2010, the diesel engine option was discontinued in the E-Series. According to Ford the primary reason is due to space limitations. It was unconfirmed whether this means the engine physically does not fit or there is not enough space to allow for proper ventilation.

Exterior

While using the same two-box layout and proportions, the 1992 redesign of the E-Series was given a far more aerodynamic body than its predecessor. Although Ford utilized the longest forward body of any full-size van, the hood was angled downward slightly and the windshield raked back; if specified, all side window glass was flush-mounted. For the first time, the E-Series utilized flush-mounted wraparound taillights and flush-mounted headlights (the latter were an option, standard on Club Wagons). In addition, the E-Series was the first full-size van to utilize a center-mounted brake light.

For 1995, a minor change was made as the amber turn signals were removed from the taillights; the front turn signals were no longer completely amber.

For 1997, a minor facelift involved the grille; to keep in line with other Ford products, the eggcrate grille was replaced by an eight-hole grille with an oval cutout (combining the styling of both Ford cars and trucks).

For 2003, another facelift updated the E-Series with a larger grille. Similar to the Super Duty trucks, the Ford emblem was centered in a 3-slot grille in between two openings.

For 2008, the E-Series was given a major exterior redesign forward of the windshield, with new fenders, hood and a larger grille, similar in a style to both the Super Duty trucks and the 1979-1991 Econolines.

Interior

When redesigning the interior of the E-Series for 1992, Ford chose to modernize the driver compartment of the vehicle. Sharing its controls and components with the Ford F-Series and Aerostar, the E-Series/Club Wagon was notable for being the first full-size van equipped with a driver's side airbag as standard equipment (on all models except the Econoline 350). While the front engine cover still dominated the space between the front seats, part of the redesign freed up additional passenger room.

For 1994 model year vehicles, air-conditioning systems were converted to CFC-free R134a refrigerant beginning with September 1993 production.

For 1997, the entire drivers' compartment was redesigned. In addition to a smaller engine cover, a more ergonomic dashboard was added; dual airbags were added to all models, replacing the "brick"-style steering wheel.

For 2001, the E-150 Traveler was launched, partially intended as a successor to the previous Club Wagon and Chateau models; due to the adoption of minivans and SUVs for family vehicles, it was sold only for 2001.

For 2003, coinciding with the exterior facelift, the interior received a new engine cover with redesigned cup holders. For the first time since 1974, the E-Series was given a glove box. Shared with the Super Duty trucks, the instrument panel was given a digital odometer; for the first time, certain versions were available with a tachometer.

For 2009, the dashboard was completely redesigned, with only the steering column carried over. Designed to share components with the Super Duty trucks, the E-Series now comes with the Ford Sync system, in-dash navigation as an option, and integrated auxiliary switches. The glovebox was relocated from the engine cover to forward of the passenger seat. Another option first introduced on the vehicle is a rear-view backup camera; widely available on smaller vehicles, it is the first in the full-size van segment.

• Fourth generation Ford E-Series / Econoline models (1997-2015)
• 
  A circa 1992–1994 Ford Club Wagon passenger van, from Maryland. This particular version can seat up to fifteen passengers.
• 
  A circa 1997–2002 Ford Econoline cargo van, from Maryland.
• 
  A circa 1995–1996 Ford E-350 school bus from Quebec, Canada. The body is manufactured by the Corbeil Bus Corporation.
• 
  A 2002 E-350 Box Truck outfitted as a disaster restoration vehicle from Bennington, New Hampshire
• 
  A circa 2003–2005 Ford E-350 cutaway box truck van, from Quebec, Canada.
• 
  A circa 2008 Ford E-Series passenger wagon, photographed in College Park, Maryland.
• 
  A circa 2010 Ford E-450 powered by compressed natural gas, used as public transportation in Atlantic City, New Jersey.
• 
  A 2014 model year E350 "Cutaway" featuring a contractors type body manufactured by Rockport.
• 
  Pre and post-refresh fourth generation models side by side photographed in Granite City, Illinois.

Sales

Calendar Year	US sales
1997	186,690
1998	206,026
1999	202,024
2000	187,027
2001	159,565
2002	165,085
2003	161,721
2004	171,017
2005	179,543
2006	180,457
2007	168,722
2008	124,596
2009	85,735
2010	108,258
2011	116,874
2012	122,423
2013	125,356
2014	103,263

Phaseout

See also: Ford Transit

2015 Ford Transit 150 Wagon (standard roof and wheelbase)

For the 2015 model year, passenger and cargo versions of the E-Series/Econoline were discontinued, replaced by the Ford Transit, produced by Kansas City Assembly in Claycomo, Missouri. Due to the market commonality of the E-Series, stripped chassis and cutaway cab models are still produced alongside the commercial versions of the Transit. Ford will continue production of the E-Series for commercial users through the 2015 model year and possibly until “the end of the decade”.

Along with significant gains in payload, interior space, flexibility, and fuel economy, the decision to replace the E-Series with the Transit is part of Ford's movement to consolidate its product lines globally, as it has done with the Ford Fiesta, Ford Focus/Ford C-Max, Ford Fusion/Ford Mondeo, the Ford Escape/Ford Kuga, and the Ford Transit Connect. The Transit is the first full-size truck to utilize Kinetic Design for its styling.

See also

• Ford VN platform

External links

• Ford E-Series official websites: U.S.A. | Canada
• Ford E-Series Ambulance Packages official websites (U.S.A.): Van | Cutaway Chassis
• Vintage Truck Magazine 1962 Ford Econoline Van detailed article
• Ford Vans E series
• Mark's Econoline Page (Mainly about the 1961–1967 Econoline Pickups)
• Debut: 2008 Ford E-Series Vans (TheMustangNews.com – March 2007)
• 1968–74 Ford Van Site
• Ford Econoline in television and film
• camperize.com—info about converting the E-series into a campervan
• ThorMotorCoach.com—Major converter of E-Series chassis into motorhomes