The Ford E-Series (also known as the Ford Econoline and Ford Club Wagon throughout various stages of its production) is a range of full-size vans produced by the American automaker Ford since 1960. Introduced for the 1961 model year as the replacement for the Ford F-series panel van, four generations of the model line have been produced. In addition to cargo van and passenger van body styles, the Ford E-series has been produced as a cutaway van chassis and stripped chassis (a chassis without bodywork).
With a 58-year production run, the Ford E series is the second longest-produced nameplate by Ford worldwide; only the Ford F-series (1948–present) has been produced longer. For the 2015 model year, the Ford E-series cargo/passenger vans were replaced in North America by the Ford Transit; since then, only cutaway and stripped chassis configurations of the E-series are produced.
From 1961 to 2005, the Ford E-series was assembled at Lorain Assembly in Lorain, Ohio. Since 2006, the E-series has been assembled at the Ford Motor Company Ohio Assembly plant in Avon Lake, Ohio.
Prior to its discontinuation, the Ford E-series cargo/passenger van was the best-selling full-size van in the United States since 1980; in 2007, the model held a 79.6% share of the full-size van segment. Commercial or fleet users represented 95% of sales, with cargo vans accounting for nearly half of production.
The first generation of the Ford Econoline made its debut on September 21, 1960. Introduced for the 1961 model year as a cargo van, pickup truck, and a passenger van (Station Bus/Club Wagon), the Econoline began development based on design sketches that were dated 1957.
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). While remaining a forward-control vehicle, Ford adopted a mid-engine configuration. As the engine was placed between the front seats instead of behind the rear axle as on the Corvair, a larger rear door and flat load floor was created, allowing for additional load capacity.
The first-generation Ford Econoline was produced from 1961 to 1967.
In a similar fashion that the Volkswagen Bus (VW Type 2) derived its underpinnings from the Volkswagen Beetle, the first-generation Ford Econoline was based upon the Ford Falcon compact car range. To accommodate its 90-inch wheelbase (the shortest for a Ford since 1908), the Econoline adopted a mid-engine configuration, placing the engine behind the front axle; consequently, the layout precluded the use of a V8 engine.
Initially powered by the 85 hp (63 kW) 144 cubic-inch inline six that was the standard engine of the Falcon, the Econoline was offered with a 101 hp (75 kW) 170 cubic-inch inline-six as an option. In 1965, a 240 cubic-inch inline-six became the optional engine, with the 170 six becoming standard. 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.
In contrast to the Falcon, the Econoline was fitted with a solid front axle and a solid rear axle suspension with leaf springs for all four wheels.
In its layout, the Ford Econoline adapted several elements of the Volkswagen Type 2, while making major departures with other design features, with many elements of its design derived from its mid-engine layout. In line with Volkswagen, the Econoline positioned the front seats above the front axle, making it a cabover-style configuration, similar to the Jeep Forward Control. Other elements of its design were borrowed loosely from the Ford Thames 400E produced by Ford of Britain (the predecessor of the Ford Transit), including its grille configuration.
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). While Volkswagen would market the Type 2 in the United States until 1979, the configuration of the Econoline was adopted by Chevrolet/GMC in 1964 (replacing the Corvair-based Greenbrier van) and the 1964 Dodge A100.
Through its production, the first-generation Ford Econoline was offered in several variants, with four versions of the cargo van. Along with the 6-door windowless cargo van, Ford introduced an 8-door cargo van in 1963, adding two doors to the driver side. In 1964, a panel van variant was introduced, deleting the side loading doors. Cargo vans (with the exception of the panel van) were offered with or without windows in several configurations.
In 1965, Ford introduced a "Super Van" variant of the Econoline, extending the body 18 inches behind the rear axle.
Alongside the Ford Falcon, the Ford Econoline was expanded into a product line including several vehicles. 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.
Introduced alongside the cargo van in 1961, Ford introduced two passenger variants of the Econoline (branded as part of the Falcon range) Alongside the Station Bus (branded as both a Falcon and Econoline), Ford marketed the Club Wagon. While the Station Bus was largely intended for commercial/fleet use, the Club Wagon was marketed as an alternative to station wagons. A five-seat configuration was standard, with an eight-seat configuration offered as an option.
Introduced as part of the Econoline model line for 1961, the Ford Econoline pickup truck was based upon the cargo van. Sharing the forward-control configuration of the Chevrolet Corvair pickup, through its mid-engine chassis, the Econoline pickup truck saw no engine intrusion into the cargo bed. 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. The Econoline pickup was offered in two window configurations: 3 windows and 5 windows with windows in the rear cab corners to provide better visibility. Early in 1965 the pickup was offered as a Spring Special with a special trim package. While far shorter than an F-100, the pickup was configured with a seven-foot long cargo bed.
The Econoline pickup was only produced during the first generation of production, ending production after the 1967 model year. In 1961, Ford projected the pickup leading the van in sales; however, buyer preferences shifted towards the van configuration, as the pickup accounted for only ten percent of 1961 Econoline production.
The first-generation Econoline was sold by Ford of Canada by both Ford and Mercury. Alongside the M-series truck line, the Mercury Econoline allowed for Ford of Canada to maximize its presence in rural areas served by either a Ford or a Lincoln-Mercury dealer network, but not both. Largely identical to its Ford counterpart with only minor exceptions of badging, the Mercury Econoline product line was sold as a pickup, cargo van, and passenger van.
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