1993 Ford E-Series Reviews, Pricing & Specs

The van-focused German automotive publication I worked for (inventively titled "VAN") 15 years ago was always willing to indulge me when it came to buying my stories about the vehicles I loved most - American cars and trucks. Therefore, they eagerly subscribed to my idea of a test of a very unusual (for Germany) company car: A 1993 Ford E-150 Econoline Cargo Van owned and operated by a local US car dealer and garage. As one can gather from the pics attached, the Ford was plastered with the name and address of the company, so selling my idea to them was a piece of cake, too. They got their exposure, I got my story (and the money that went with it), and the magazine had yet another special feature to fill its pages with - a win-win situation for all parties involved. This particular Ford had been imported new from the US by its previous owner who had used it commercially and subsequently traded it in with the garage mentioned above. The new owner left the Econoline more or less untouched with the exception of installing custom wheels and tires, a bench seat in the cargo area, heavy-duty rubber floor covering and the custom paint job, of course. In all other respects, the van was dead stock. This '93 Econoline was a representative of a new model generation that had debuted for that particular model year and is still in production, albeit with substantial changes in the drivetrain department. Like its predecessor, the '93 E-Series came either as Cargo Van or Club Wagon (for passenger transport), both featuring body-on-frame construction. Unlike the previous generation, all new E-Series models rode on the same 124-inch wheelbase; the older version's 138-inch wheelbase had been discontinued. However, the Vans and Wagons continued to be available in Regular and Super size, measuring 212 and 231 inches in overall length, respectively. All that extra length of the Super models came with an extended rear overhang. The test car was a Regular Van, as the photos show. Buyers could choose between a sliding side door or, as in the case of the Econoline shown here, a split 60/40 double door; both varieties offer easy access to the 260 cu.-ft. cargo area. FoMoCo also continued to offer the so-called Cutaway Van, a special chassis-and-cab model on a whopping 176-inch wheelbase. Buyers would put their own custom-made bodies on this one. As before, E-Series vehicles came in three weight classes, the light-duty E-150, the medium-duty E-250 (also available in a heavy-duty variety), and the heavy-duty E-350, licensed to carry maximum loads between 1,370 and 4,185 Pounds, at least in the US. In Germany, the E-150's load was restricted to a more modest 550 kilograms (1,210 Pounds). Like its competitors, FoMoCo went out of its way to be all things to all people and therefore provided potential E-Series buyers with a wide range of engine and transmission options. Base powerplant in all weight classes was Ford's "Big Six" that debuted in 1965 and came in two versions, 240 and 300 CID. The former was used in full-size Ford cars and trucks through 1972, whereas the latter was a truck exclusive through 1996. Unlike FoMoCo's other inline six family, the compact so-called Falcon Six (144/200/250 CID), the Big Six featured tough big-block construction that earned it an almost legendary, but well-deserved reputation of durability and economy. The 240 was the perennial favorite of taxicab operators and urban police departments, while the 300 appealed to a great many trucking firms that had to keep an eye on their fuel bills. In 1993, the 300 came in two versions: 150 horsepower when combined with the standard C6 three-speed automatic transmission, 145 horsepower in combination with Ford's Automatic Overdrive Transmission (AOD) with four speeds. The latter was the power combo in the E-150 I test drove. Needless to say, if one needed V8 power, it was available. There was Ford's ubiquituous small-block in 302 CID and 351 CID versions with 195 and 210 horsepower, respectively. E-250s and -350s had to do without the 302, but the E-350 could be ordered with either the 460 CID big block (245 horsepower) or the 420 CID diesel V8 with 170 horsepower. Standard (and only) transmission in nearly all V8-powered E-Series vans was Ford's AOD, only the diesel could be teamed with a five-speed manual if the customer so desired. In 1994, a 7.3-liter turbodiesel V8 replaced the naturally aspirated 420 and in 1997 all gasoline engines were phased out in favor of four varieties of Ford's new Triton engine family with OHC instead of traditional OHV design. The new "modular" engine was (and is to the present day) available in V6 (4.2 liters), V8 (4.6 and 5.4 liters), and V10 (6.8 liters) form, initially with 200, 215, 235, and 265 horsepower. The turbodiesel remained, gaining 5 horsepower for the '97 model year. Now, back to the '93 Econoline. The Six is not exactly a powerhouse, but then the E-150 is not a racer, either. Unless one needs to haul very heavy cargo, the 300 is perfectly sufficient and its 265 lb.-ft. of torque at a mere 2000 rpm aren't shabby, either. During the test period, the Econoline was used to haul a variety of loads around Cologne, Germany, and beyond and never ran out of breath. Fuel economy was okay for a vehicle of this size and weight, averaging 18 mpg. A strong point in the big Ford's favor was its ride and handling. Unlike previous E-Series vans, there was no shake and shiver, no wallow and lurch. The Econoline always moved where it was pointed with no fuss, taking speed bumps and potholes with ease and without jitterbugging the passengers or the load. Thanks to its standard power steering and the AOD, the E-150 drove almost carlike, smooth and amazingly quiet. Sitting behind the steering wheel was really comfortable and one could even enjoy a drink en route thanks to the standard fold-up triple cupholders atop the big center console. That console covered most of the long inline Six, of course, and could be removed quickly for easy access to the powerplant. Not that any maintenance and repairs were necessary during the test, mind you. The 300 always cranked up and ran strongly and reliably. This engine really enchanted me, giving me a point to ponder: Life can be so unfair. The V8s always get the glory while the Sixes are undeservedly underappreciated. Therefore, folks, don't look down on a Six, it's every bit as good as a V8 - at least. Think twice before you consider an engine swap. As a utility vehicle, the Econoline was (and is) hard to beat. Space, power, sturdiness, reliability, fuel economy - it was all there, in spades. Small wonder that E-Series Vans have been the market leader in the US for many years with a share of around 50 percent - they're that good. Even in Germany, an E-150 makes sense. It's bigger and less economical than most European transporters with their small-displacement diesels, but it can take bigger loads and is virtually indestructible. If I had a hauling business, an E-150, yes, with a Six, would be my first choice.Jun 26, 2014

My UNIVERSAL conversion van came nicely appointed and well-equipped. Except for bad service work by Davies Ford, Inc. of Charleroi (PA) which caused the van to burn 4 days after it pulled away from their grarge--and which they've kept me in court since 10/09--I was quite happy with my purchase. Now, even FMC is screwing a disabled Persian Gulf Navy veteran. May 12, 2013