Archived from on 17 April 2018. While introduced alongside the Chevrolet Corvair van for 1961, the Ford Econoline established many design precedents adopted by successive designs of American vans, including the Chevrolet Van and Dodge A100 and the European Ford Transit. In 1964, a panel van variant was introduced, deleting the side loading doors. With a full frame, the Econoline became popular as a ; the design served as a basis for many ambulances, and various types of trucks and buses. In a massive growth spurt, the short-wheelbase configuration was 0. A three-speed manual was standard, with a Dagenham four-speed manual introduced for 1963 and discontinued in 1964; the 170 cubic-inch engine was offered with a 3-speed automatic in 1964 and the larger two engines were both offered with a 3-speed automatic as an option thereafter.
Cargo volumes depend on engine and the presence or absence of a rear bench. Commercial or fleet users represented 95% of sales, with cargo vans accounting for nearly half of production. Toward the end of the 1990s, Ford began to phase out the use of the Econoline and Club Wagon nameplates. Along with the 6-door windowless cargo van, Ford introduced an 8-door cargo van in 1963, adding two doors to the driver side. For 1999, the Club Wagon nameplate was discontinued in favor of Econoline Wagon.
Archived from on May 25, 2011. During 1968, Mercury ended its sale of light trucks, discontinuing the M series. Using the sparsely-equipped Econoline cargo van as a basis, a luxurious interior was fitted, along with extensive customization of the exterior. In addition to and body styles, the Ford E series has been produced as a and stripped chassis a chassis without bodywork. For 1972, a sliding rear door became an option; introduced on a was the Hi-Cube van, a cab-chassis version of the Econoline with a box-van body. Subsequently, the next van sold by Mercury was the 1993 minivan.
For 2009, the E-Series gained with 4. They can range from 146. As before, the Twin I-Beam front suspension was used. The shared drivetrain with the F series marked the beginning of aftermarket four-wheel drive conversions. From 1962 to 1965, Mercury sourced Econoline vans and pickups from Oakville, with all later vehicles imported from the United States. In 1982, to increase the fuel economy of the Econoline without a major loss in engine output, Ford introduced the option of a 6.
In 1988, the 124-inch wheelbase was discontinued, leaving the 138-inch wheelbase as standard. While a running prototype was produced and planned for a potential 1975—1976 introduction, lack of funding led to the discontinuation of the project. For 2004; the front bumper is revised with additional cooling slots. Instead of calling it a 1968 or 1968. For 2001, to adopt a nomenclature closer in line to that of Ford full-size trucks, the Econoline was renamed the E-Series. While remaining a forward-control vehicle, Ford adopted a. While the Econoline cargo van remained, it was joined by an Econoline passenger van replacing the Falcon van.
In 1961, the pickup truck commenced production at in Canada; later that year, Mercury Econoline pickup production shifted to the Lorain, Ohio assembly plant. The new-generation Econoline would become common not only in its own right, but as the basis for other vehicles. In another revision, the front turn signal lenses become amber in color. In 1979, a minor facelift updated the grille design; round headlights were replaced by rectangular units. To accommodate demand for second-stage manufacturers, from the 2015 model year onward, the E-Series has continued production for commercial use solely in cutaway and stripped-chassis configuration. While the exterior remains unchanged since its 2008 redesign, the 6.
We have also provided some key features from previous generation Ford Econoline vans. Similar to the 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. On 250 or 350-series vans, a 7. Developed as a replacement for the E-Series passenger and cargo van, the Transit was co-developed by Ford in North America, with a full line of passenger, cargo, cutaway, and chassis-cab configurations. As of the 2017 model year, only cutaway and stripped chassis configurations of the E series are produced.
The use of a mid-engine layout enlarged the cargo area, as the engine compartment was relocated forward of the load floor which was flattened. 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. In 2019, the lifespan of the E-Series was extended into the 2020s as Ford unveiled a 2021 update for the E-Series cutaway. While the third-generation chassis was largely carried over, the body and interior underwent a complete redesign. In Canada, the Econoline was marketed through both the sales networks of both Ford and Lincoln-Mercury as a Mercury , to increase its presence outside of urban areas. As with the previous generation, the Econoline was sold as both a cargo van and as a passenger van Econoline Wagon with the Ford Club Wagon sold only as a passenger van.
The glovebox was relocated from the engine cover to forward of the passenger seat. For its 2021 model year revision, the E-Series cutaway cab adopts the 7. Since 2006, the E series has been assembled at the Ford Motor Company plant in. Although, in 1965 with the offering of the larger 240 cubic-inch engine there was a slight intrusion into the cargo bed providing clearance for the larger transmission bellhousing. Review Ford Econoline Conversion The Truth About Cars 2000 ford econoline e150 penger pricing ratings reviews 1995 ford econoline e150 cargo pricing ratings reviews kelley find 2000 ford e150 econoline hightop conversion van wheelchair 1998 ford e 150 photos specs news radka car s 2000 ford e 150 mercial cargo van specs and s.