The Underrated Towing Champion: Why the Ford E-Series Van Deserves a Second Look
Americans have a longstanding love affair with towing. Large trucks are regularly used to haul boats, campers, and various trailers. However, the pickup truck isn’t the only vehicle capable of towing. For many years, the Ford Econoline and E-Series vans were available with robust capacities, including the iconic 7.3-liter Power Stroke V8 engine. Yet, these vans remain surprisingly obscure, often relegated to the role of a plumber or electrician’s work vehicle. With production having ceased, they’re quietly disappearing.
The Ford E-Series van is a familiar sight. When was the last time you actually thought about these vans? Chances are good there’s one nearby, and you’re barely noticing it. Many people see the E-Series as simply a work vehicle for tradespeople. There’s a shame in that, because the E-Series’ specs are actually quite impressive.
In 2013, for example, a Ford E-350 van had a maximum payload rating of up to 4,050 pounds, seating for as many as 13 people, and a towing capacity of up to 10,000 pounds. It could even be outfitted with a potent 6.8-liter V10, which, with a few modifications, emitted a sound reminiscent of a Lamborghini. Before that, the E-Series was available with the same legendary diesel engines found in Ford’s Super Duty trucks, albeit with a different tune. For comparison, the Ford Transit vans that replaced the E-Series have a better max payload of 4,887 pounds, but a lower max towing capacity of 6,900 pounds.
Sadly, Ford discontinued production of the E-Series vans after 2013, leaving only the cutaway versions for those seeking an affordable and capable platform for service vehicles, buses, or RVs. Over 8.2 million E-Series vehicles were built since 1961, but full van versions haven’t been made in a decade. Many are succumbing to rust. As the number of E-Series vans dwindles, they’re still worth considering for a regular person, not just a contractor.
Decades of Dominance
According to the book Ford Transit: 50 Years by Peter Lee, the Econoline debuted in late 1960 for the 1961 model year, as a purpose-built van. Unlike the vans we know today, the original Econoline did not use truck components riding on a frame with a van body. Instead, the original Econoline used the Falcon’s unitized construction, bringing innovation with it. These early vans featured a mid-engine layout and forward-control design – a design in which Volkswagen had already found success with its Type 2 Transporter vans. Henry Ford went as far as to say the Econoline was following Volkswagen’s established formula.
The first Econolines were fascinating in their various configurations. Buyers could get them as cargo vans, passenger vans, and pickup trucks. They even came with customization options, such as the number of sliding doors.
A second-generation Ford Econoline from 1968. The engine moved to the front, but the platform remained unitized.
The second-generation Econoline, launched in 1968, saw the engine move to the front. The Econoline began its more modern shape in 1975 with the third-generation. At that point, the Econoline underwent a dramatic overhaul. The van now rode on a body-on-frame design, which other Detroit automakers weren’t doing at the time. This change meant that the vans were more closely related to Ford’s trucks, making the Econoline more flexible. The van was soon available as a cutaway, allowing builders to convert Econoline vans into buses, ambulances, and motorhomes. Some were turned into luxurious conversion vans, while others received 4×4 conversions.
A luxurious conversion van from the 1990s.
The Econoline’s third generation also marked the first time the Econoline was offered with diesel power. These vans had access to the stout 6.9-liter International IDI V8 diesel and the later 7.3-liter International IDI V8 diesel. You can see how the van became America’s go-to work van. From 1980 to 2015, the E-Series, formerly the Econoline, was America’s best-selling van. Car and Driver notes that at one point, the Econoline owned 80 percent of the work van market. The E-Series only lost its crown when Ford killed the E-Series van body to make way for the Transit.
What’s most striking is the fact the E-Series entered its fourth generation in 1992 and that same basic vehicle remained on sale, more or less, for over 32 years.
The Long Run
Ford introduced the fourth-generation Econoline for the 1992 model year. Its chassis evolved, but for most, the biggest changes happened inside and out as Ford completely redesigned the Econoline’s body. Ford touted the new Econoline’s chip-resistant paint primer and upgraded weather seals in brochures. Ford also said the Club Wagon was more luxurious and that the 1992 Econoline itself was the “first totally redesigned vehicle in its class in 17 years.” Ford touted the new Econoline’s more aerodynamic styling, a coefficient of drag of 0.39, car-like convenience features, and that it was the only full-size van with a standard driver’s airbag. Furthermore, Ford said the fourth-generation Econoline was designed specifically with upfits in mind.
Engineers gave the fourth-gen vans a centrally located electrical system and central air-conditioning tap-ins so that builders would have an easier time transforming Econolines into different kinds of vans. Towing was also a huge part of the fourth-generation Econoline. Ford said the frame of the 1992 Econoline was engineered with the use of weight distribution hitches in mind. Early fourth gens were available in E-150, E-250, and E-350 spec as standard vans, while the E-450 and E-550 were geared toward more medium-duty applications.
A red Ford E350 Van.
In 2001, Ford phased out the Econoline nameplate, instead embracing the E-Series nameplate, which continues today.
The 1992 Econoline was offered with a legendary set of engines. The entry engine was Ford’s practically bulletproof 300 straight-six. At the high end of the gas engines was the 460 cubic inch big block V8. For those who loved compression ignition engines, there was International’s slow but durable 7.3-liter IDI V8. This engine would get a turbocharger in 1993 for more power to compete with the likes of the Cummins 5.9.
The early 150 series of Econoline vans were for light duty and featured smaller frames and smaller leaf packs and a five-lug rear axle to match. At best, a 1992 Ford Econoline 150 towed 6,600 pounds. Moving up to the slightly beefier 250 got you a thousand pounds more. It’s reported that the most common fourth-generation E-Series is the E-350, and right from the generation’s start in 1992 getting the 350 meant a tow rating of 10,000 pounds. You also got access to engines the E-250 and lower couldn’t get. The E-350 could get every engine from the low 300 straight-six to the chunky 460 big block. In 1996, the big block bowed out in time for the 6.8-liter Triton V10 to make its thunderous appearance.
Really, if you like these vans it’s hard to go wrong here. One owner loves their Triton V10 van. Sure, it gets 10 mpg, but it maintains 10 mpg in every situation, whether empty or towing up a mountain. They sound gnarly with a custom exhaust that makes them sound like an agricultural Lamborghini Gallardo. However, maintaining this van isn’t easy, with the 10 spark plugs not being the easiest to reach – requiring removal of the front seats – and multiplying basic maintenance items by 10 doesn’t make things cheap.
The Diesel Option
Like an F-Series truck, but a van! The Econoline got the same truck engines as the F-Series, meaning van owners could enjoy the same great experiences in a body that might be more practical. The “holy grail” of E-Series vans is an E-350 equipped with the iconic 7.3-liter Power Stroke V8 diesel, available from mid-1994 through 2003.
A visual of the 7.3-liter Power Stroke.
The 7.3-liter Ford Power Stroke is also known as the Navistar T44E, and brought major upgrades. The biggest improvements were direct injection and computer control. At the time, General Motors used the 6.5-liter Detroit Diesel, while Dodge used the Cummins 5.9. Navistar was ready to compete.
HEUI joins forces with six head bolts per cylinder, a Garrett turbocharger, forged connecting rods, and a fluid-to-fluid oil cooler to provide high performance and a lifespan that could outlive you. Later examples of the 7.3 got a wastegate for the turbo and an air-to-air intercooler. There was also a brief moment between 2001 and 2003 when powdered metal con-rods were used. If you’re going with an OBS unit, the Power Stroke was advertised at 210 HP and 425 lb-ft of torque at launch. After 1996, the rating was pumped up to 225 HP and 450 lb-ft of torque. Power Stroke-equipped 1999 Super Duty trucks got 235 HP and a beefy 500 lb-ft of torque. By 2003, this was bumped up to 250 HP (275 HP manual transmission) and 525 lb-ft of torque.
If you want great reliability, the 7.3-liter Power Stroke is a stone axe of an engine. Sure, it doesn’t make a ton of power compared to today’s beasts, but it’s relatively easy to maintain and will run even when the truck around it is worn. Diesel fans concerned with reliability covet these engines – as well as the Cummins – enough to spend significant money to get them.
Reader Tyler Herden used his high-roof van as a camper that towed heavy loads and got dirty with the trucks.
In the community I frequent, I have seen Power Stroke vans turned into multipurpose rigs where the interior was both a camper and a motorcycle hauler. I’ve seen these outfitted with Quigley 4×4 conversions and turned into off-road camper vans that put today’s crop of camper vans to shame. Power Stroke E-Series vans are surprisingly capable off-roaders that you can wheel in by day and sleep in by night.
One former Power Stroke owner, reader Tyler Herden, used his high-roof van as a camper that towed heavy loads and went off-roading. Rust eventually did take out his original van.
Author Mercedes Streeter.
I ended up buying a 2006 Ford E-350 cargo van. Thankfully, the 6.0 didn’t give me immediate problems. The 6.0 is known for finding catastrophic and expensive ways to break, but mine worked. Instead, I lost my van to a quartet of drug enthusiasts who obliterated my poor van while they stole it. When I did have that van, it was the perfect rig. Sheryl and I would drive to a Gambler 500 event, drive off-road, and then sleep in the warm van at night.
The specs were not bad. In 2003, the 7.3-liter Power Stroke van made 215 HP and 425 ft-lb of torque, down from the 275 HP and 520 lb-ft of torque offered by the 7.3 in F-Series trucks. It wasn’t fast, but the engine got well into the teens for fuel economy, even while towing. People love the 7.3 vans because the engine responds well to tuning while being durable enough to outlast the van’s body. The 6.0 van got 18 to 20 mpg, which was great!
If there’s any issues, there are three big things to consider. While the engines are fantastic, the automatic transmissions sometimes let them down. These vans rust out terribly no matter their year. The easiest way to deal with these shortcomings is to fly south and drive back one that’s as clean as you can find. Finally, you may run into issues with the roof, as low-roof models are standard.
If you are fine with the limitations and old driving platform, you’ll find that these vans are deeply underrated. You get the experience and capability of having a 1-ton truck. However, depending on your specific circumstances, you get the practicality of a whole van instead of a truck bed.
