One Of The Most Underrated Tow Vehicles Isn’t A Truck, But A Ford Plumbing Van With A Power Stroke Diesel V8

It’s no secret that Americans love towing things. We love buying large trucks and using them to tow even larger boats, campers, and cargo trailers. But, the pickup truck isn’t the only tow vehicle worth buying. For decades, Ford sold the Econoline and E-Series in capacities strong enough to haul some massive trailers, and you can even get them with Ford’s iconic 7.3-liter Power Stroke V8 engine. Yet, these vans remain so underrated they remain the choice of your electrician or plumber, and now they’re slowly dying off.

The Ford E-Series is as ubiquitous as a Toyota Corolla. When was the last time you’ve even thought of these vans? Heck, there’s probably an E-Series near you right now and you aren’t even recognizing it. For most people, the E-Series is just a work vehicle driven by welders, mechanics, and builders. Maybe you’ll see an E-Series conversion van hauling a family, but that’s about it.

That’s a shame because the bones of the E-Series get surprisingly good. In 2013, a Ford E-350 van had a payload rating as high as 4,050 pounds, seating for up to 13 people, and a towing capacity of up to 10,000 pounds. You were even able to get your E-Series with a mighty, albeit thirsty 6.8-liter V10 that, with just the right changes, sounded like an industrial Lamborghini. Before then, the E-Series was available with the same legendary diesel engines found in Super Duty trucks, albeit with a different tune.

To put that into perspective, the Ford Transit vans that replaced the E-Series vans has a better max payload of 4,887 pounds but a lower max towing capacity of 6,900 pounds. So, there’s still an appeal to the E-Series. Sadly, Ford stopped producing the E-Series with van bodies after 2013, leaving behind just the cutaway version for people who want an affordable and capable platform to make a service vehicle, bus, or RV.

8.2 million E-Series vehicles have been built since 1961, but Ford hasn’t made any in full van form in a decade. Many are falling to catastrophic rust. As the numbers of E-Series vans dwindle, I think they’re still worth considering for the average person who isn’t a contractor.

Decades Of Dominance

According to the book Ford Transit: 50 Years by Peter Lee, the Econoline made its debut in late 1960 for the 1961 model year as a dedicated van to replace the F-Series van body. But, unlike the vans we know today, the original Econoline wasn’t an assemblage of truck components riding on a frame with a van body placed on top. The original Econoline rode on the Falcon’s unitized construction and brought innovation to the table.

These first-generation vans featured a mid-engine layout and a forward control design, not unlike how Volkswagen already found success in its Type 2 Transporter vans. The Henry Ford goes as far as to say the Econoline was ford following Volkswagen’s established formula. The first Econolines were fascinating in the various configurations you were able to buy them in. Buyers got their Econolines as cargo vans, passenger vans, and pickup trucks, plus fine customization down to the number of sliding doors.

The second generation Econoline (above), launched in 1968, saw the engine move up front, but the platform remain with unitized construction.

The Econoline began to take its more modern shape beginning in 1975 with the third generation model. At that point, the Econoline underwent a dramatic overhaul. Now, the van rode on a body-on-frame design, something that Detroit’s other automakers weren’t doing at the time. This radical change meant that the vans were a lot closer to Ford’s trucks and it also meant that the Econoline was more flexible than it ever was before.

The Econoline was soon available as a cutaway, permitting builders to turn Econoline vans into buses, ambulances, and motorhomes more easily than before. Some of these vans were turned into luxurious conversion vans while others got beefy 4×4 conversions.

The Econoline’s third generation also marked the first time the Econoline became available 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.

The Econoline was a pretty successful van from the start. As Car and Driver notes, the Econoline was such a leader in van design that General Motors and Chrysler often found themselves playing catch up, just to end up making vans similar in overall design to the Econoline, anyway. However, according to Ford Transit: 50 Years, the third-generation Econoline is what cemented the van as America’s default answer to work vans.

From 1980 to 2015, the E-Series, nee Econoline, was America’s top-selling van. Car and Driver notes that the Econoline sold so well that it once captured 80 percent of the work van market. The E-Series only lost its crown after Ford killed the E-Series van body to pave the way for the Transit.

What I’m getting at here is that there’s real greatness behind the van your plumber drove. It’s amazing, too, once you realize that the E-Series entered its fourth generation in 1992 and that same basic vehicle remains on sale today, over 32 years later.

The Long Run

In 1991 for the 1992 model year, Ford introduced the fourth-generation Econoline. Its chassis evolved, but for most people, the biggest changes happened inside and out as Ford completely redesigned the Econoline’s body.

In brochures, Ford talked up the new Econoline’s chip-resistant paint primer and upgraded weather seals. Ford also said the Club Wagon was more luxurious than before 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 and coefficient of drag of 0.39, car-like convenience features, and that it was the only full-size van to offer a standard driver airbag at the time.

Further, 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. In 2001, Ford phased out the Econoline nameplate, instead embracing the E-Series nameplate, which continues today.

At launch, the 1992 Econoline was offered with a legendary set of engines. The entry engine was Ford’s practically bulletproof 300 straight-six. Meanwhile, at the high end of the gas engines was the 460 cubic inch big block V8. If you loved compression ignition engines, that engine 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. I know someone with the Triton V10 in their van and it’s a beast. Sure, it gets all of 10 mpg, but it gets 10 mpg in every situation, regardless if it’s empty or towing a house up a mountain. Theirs even sounds gnarly with a custom exhaust that makes it sound like an agricultural Lamborghini Gallardo. Though, they say it’s not as fun maintaining the van because the 10 spark plugs aren’t the easiest to get to — requiring the removal of the front seats unless you’re a contortionist — and multiplying basic maintenance items by 10 doesn’t make things cheap.

It appears, then, that there’s one work van holy grail: the diesel.

Like A Diesel Truck, But A Van

As I said earlier, the Econoline got the same truck engines as the F-Series, which meant that the van owners got to enjoy the same legendary experiences, but in a body that might be more practical for their owners. In the communities I frequent, the “holy grail” of E-Series vans is an E-350 equipped with the iconic 7.3-liter Power Stroke V8 diesel, available from halfway through 1994 to the end of 2003.

I probably don’t need to remind you of how great this engine is, but I’ll be quick, I promise:

The iconic 7.3-liter Ford Power Stroke engine is also known as the Navistar T44E, and it brought some important upgrades to the table. The biggest improvements were direct injection and computer control. At the time, General Motors saddled its trucks with the 6.5-liter Detroit Diesel while Dodge trucks with the Cummins 5.9. Navistar was ready to deal a blow to both companies.

[…]

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.

Click here if you want to read more about what HEUI is, but the short version is that 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 keep alive and will run even when the truck around it has dissolved into nothingness. Diesel fans concerned more with reliability than power covet these engines – as well as the Cummins competition – enough to spend stupid amounts of money on them. 

To further illustrate how cool these engines are, the fueling system requires adequate oil to run the engine. If you run the engine’s oil below a certain level, it just shuts off. Technically, you can’t run one of these engines on no oil because they will stop running long before the level gets that low.

Depending on exact configurations, a Ford E-350 van in the 1990s had the same conventional trailer tow rating as an F-350 with the same engine. In other words, you’re getting 1-ton truck performance, but with a van body. This opens up so many possibilities.

I’ve seen Power Stroke vans turned into multipurpose rigs where the interior was both a camper and a motorcycle hauler. I’ve seen these Power Stroke vans outfitted with Quigley 4×4 conversions and turned into off-road camper vans that put today’s crop of camper vans to shame. In the Gambler 500 world, Power Stroke E-Series vans make surprisingly capable off-roaders that you can wheel in by day and sleep in by night.

One former Power Stroke owner I know, reader Tyler Herden, used his high-roof van (above) as a camper that towed heavy loads and got dirty with the trucks. Sadly, rust took his original van out.

Tyler’s adventures convinced me to join the party. I bought a 2006 Ford E-350 cargo van.

This one did not have the legendary 7.3-liter Power Stroke, but the engine that replaced it, the 6.0-liter Power Stroke. The 6.0 is notorious for finding catastrophic and expensive ways to break, but mine didn’t. Instead, I ended up losing my van to a quartet of drug enthusiasts who obliterated my poor van while stealing it.

But when that van was in my hands it was the perfect rig. Sheryl and I would drive to a Gambler 500 event, drive the van off-road throughout the event, and then sleep in the warm van at night. We were able to do a Gambler 500 in the dead of a Michigan winter and we kept warm the whole time. We slept on a cushy bed in the van, enjoyed toasty heat, and didn’t have to fiddle with a tent a single time.

The specs were not bad, either. 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. From my experience, people also love the 7.3 vans because the engine is receptive to tuning while also being so durable it’ll probably outlast the van’s body.

My 6.0 van made 235 HP and 440 lb-ft of torque, detuned from the 325 HP and 570 lb-ft of torque found in F-Series trucks with the same engines. I’ve been told by diesel mechanics that this is probably the reason why my van had gone over 300,000 miles without much to note in its service records. It didn’t make enough power to nuke itself. I also wasn’t in a hurry to add power to it, either. In my hands the 6.0 van got 18 to 20 mpg, which was great!

If there’s anything that lets these vans down, I’d say there are three pretty big things you need to consider. While the engines in these vans are fantastic, their automatic transmissions sometimes let them down. I’ve seen my friends’ rigs kill their transmissions and I’m sure you can find more than one for sale in your area with a good engine, but a trashed transmission.

If you’re lucky to find one with a perfect powertrain, your next headache will be rust. These vans rust out horribly no matter their year. I’ve seen low-mile 2012s that look like they’ve been parked next to the Titanic. So, if you can spare the time, I’d recommend flying south and driving back one that’s as clean as you can find. In my experience, those southern vans aren’t even that much more expensive, anyway.

Finally, you may run into issues with the roof. Most of these vans are going to have low roofs, which means you won’t stand up in them. High-roof models do exist, but they tend to be rarer, and sometimes the high-roof versions can look properly goofy. Tyler’s certainly did, but that added character!

Coming Soon

As far as prices go, I’ve seen rusty diesel E-350s get as low as about $1,500 in this post-pandemic world, while clean ones can command around $6,000 or higher. Toss on a Quigley 4×4 conversion and you’re well into five figures. If you don’t care about diesel power or rust, I’ve seen these vans get as cheap as $900 while still running, but those were very weight-reduced.

I’m making great headway in shaving down my fleet. Soon, I’ll be able to end the lease on one of my storage lots, have a little more money in my pocket, and a lot more marbles in my head. But, I’ve recently run into a problem. I don’t have a truly reliable or capable tow vehicle. Yes, I have a Volkswagen Touareg V10 TDI in my dream car fleet, but there’s a cruel twist that the marketing of the SUV towing a Boeing 747 didn’t show you. The Touareg V10 TDI has a great towing capacity of 7,716 pounds, but a hitch weight limit of 716 pounds. What that means is that the Touareg technically has the power and the capacity to do some heavy-ish hauling, but, even my family’s 6,200-pound camper is technically too heavy for the Touareg thanks to its 780-pound tongue.

The Touareg V10 TDI is also notorious for requiring the entire drivetrain to be dropped for even minor repairs, so I’m not sure I want to use it as a regular hauling machine. For all of 2024 I’ve just borrowed trucks from my parents, rented from U-Haul, or borrowed from a manufacturer. Honestly, that has gotten pretty annoying and expensive. So, it’s time I got a tow vehicle.

What do I get? I love big trucks, so it would be easy to snatch up a Ford Super Duty F-350 and call it a day. I also love medium-duty trucks and there’s a classic International S1600 for sale in Michigan that’s been modified to have a pickup truck bed on the back. Either of these would tow anything I could ever dream of hauling. Instead, I’m going to go with the kind of van a plumber drives. My next tow vehicle will be another E-350 diesel van. Sheryl says she wants to make the rear into a nice place for us to sleep on adventures and honestly, I just want to stop asking my mom for the keys to her Yukon.

If you can get around the limitations and driving a platform that’s older than three decades, I think you’ll find that these vans are deeply underrated. You get the experience and capability of having a 1-ton truck, but, depending on your specific circumstances, you get the practicality of a whole van rather than a truck bed. It’s just such a shame that, thanks to rust up north and out east, the numbers of good E-Series vans left out in the wild are dwindling, and Ford isn’t going to be making any more of them.

(Images: Ford, unless otherwise noted.)