(first posted 11/12/2013. Updated 8/6/2017) 1960-1961 were the two most significant single years in the history of the American Automobile industry. Never before and never again would the Big Three make such a dramatic expansion to their model lines . After essentially building only “full size” cars and watching the imports eat away over 10% of the market in the later fifties, Detroit launched the great compact counter-revolution.
And there were analogues to the compact sedans: compact forward-control vans, and even pickups. Although compact passenger cars more or less became a permanent mainstay, the compact trucks were a short-lived phenomena. Ford, the leader in the field, pulled the plug first in 1968 and replaced the compact Econoline van with the first full-sized van, conveniently parked across the street here. By 1971, Dodge and Chevrolet followed the leader, and the compact van was dead. Of course not for good, but that’s another (mini-van) story.
It would be a mistake to underestimate the impact of the VW Transporter in the US during the fifties. There was simply no comparable vehicle on the market, that combined such superb space utilization, carrying capacity, economy and an un-truck-like ride to boot. We covered the Transporter in depth here; and the passenger VW Bus Samba here.
Chevrolet’s entry in the 1961 compact truck market was the Greenbrier passenger van (CC here), the Corvan cargo van, and the Rampside Pickup (CC here), based on the rear-engine Corvair, of course. They were technically ambitious, and had some superb dynamic qualities, thanks to fully independent suspension front and rear, balanced weight distribution, and resultant good handling, braking and steering. Without giving too much away; the Corvair compact trucks had an even shorter lifespan than the Corvair itself, the reason being the Econoline: it was to the Corvair van what the Falcon was to the Corvair.
Just like with the Falcon itself, Ford’s compact trucks were highly pragmatic. Which is of course what vans are ultimately mostly about. There were of course three versions of the Econoline, including the Pickup (CC here), the “Station Bus” passenger van, and the cargo van. We’ll stick to the cargo version here mostly.
The 1961 Econoline was a new and unique unibody, but utilizing as many of the Falcon’s mechanical components as possible. That meant a crude box with leaf-spring solid axles front and rear, with the little Falcon 144 CID six in a doghouse between the front seats. This kind of configuration is intrinsically front-heavy, unless carrying a substantial load. And it handles accordingly. And spins it rear wheels at the slightest suggestion of a low cohesion of traction. And locked up its rear wheels under heavy braking. In other words, the polar opposite of the Corvair van.
But the Econoline trumped the Corvair (and VW Transporter) in one very key way: a flat floor, all the way from front to back. And it turns out that’s what Americans really wanted most of all from a van; forget the driving dynamics. This machine is a hauler, pure and simple, with an accent on the latter.
Of course, this one has a bench seat installed back there, but otherwise it’s pretty basic and stark, pretty much like my Dodge A100 before I paneled it (tastefully in birch plywood, not shag carpeting, mind you!).
The passenger compartment, like the rest of these rolling tin boxes, was crude and sparse. The engine, either the 85 hp 144 or the 101 hp 170, resides there in what also functions as a heated third stool. I’m actually surprised they didn’t offer an optional official seat that attached to the engine housing, but maybe that would have made servicing the little six too difficult.
The instrument panel literally looked like a panel. Very sparse.
Transmission: only a standard column-mounted three speed manual. The two-speed Fordomatic available in the Falcon was apparently not deemed up to the task of vanning; starting in 1964, the 3-speed C4 automatic was available. Meanwhile, the Corvan had available Powerglide. But in 1964, the new three-speed Cruise-O-matic (C4) became available on the Econoline, but only with the optional 101hp 170 cubic inch six.
And starting in 1965, there was also a Heavy Duty version available, with higher load capacity and the 240 CID “Big Six”. As well as an extended rear-body “Super Van”, which was the first shot at busting out of the compact van market altogether. In seventh grade I spent every afternoon riding in my newspaper delivery driver’s Heavy Duty Super Van, and I can still smell the ink and paper of stacks of freshly printed Baltimore Afternoon Suns, one of which was my seat back there. Dodge and Chevy soon countered with extended wheelbase vans. The brief intermediate van era.
Needless to say, these Econolines came in almost any configuration your heart could desire, from fully windowless, to fully windowed. And even doors on the driver’s side were available, for deliveries on one-way streets or such. A box with lots of openings; how convenient.
The view out the front was of course stellar, only beat by a fish-bowl GMC transit bus. FWIW, in my day the Dodge, which came a few years after the Econoline, seemed to benefit from its slightly later start. It just felt a wee bit more substantial than these early Econolines, and certainly the Dodge 225 slant six was a stouter engine than the Falcon six. But these were just everywhere back in the day, the cheap gateway to the great vanning scene of the seventies.
And today they’re rare on the streets, especially as an original truck like this one. It looks like it just came out of the time warp machine. Or maybe it is one.
Related CC reading:
Once again, a very comprehensive coverage of your topic, Paul.
I drove one for a part-time job I had in college delivering carpet. It was an absolutely horrible machine to maneuver in ice and snow. The saving grace came when the Econoline was loaded with those heavy rolls but toward the end of my run without the benefit of that weight, I spent a lot of time backing down grades.
the FORD Econoline van is what I need where are you and how much $$
I am looking for an early ’60’s ford van running and drivable… for my handyman business and I would like info on putting the Bronco 4×4 front end under this chassis
I’m selling mine
http://www.nextechclassifieds.com/listings/1503641/
I am pretty sure the later Econolines had a 4 speed (on the column!!) option. I remember driving one. But can’t find any specs online to prove it. Anyone?
One of my friends knows a guy in Cincinnati who is building an early Econoline van . He is installing a high performance Ford 302 out of a Mustang. The van was originally a Sears repair van and was equipped with a column shifted 4 speed. I think the builder is going to retain the column shift for the four speed he is using.
I have never driven an Econoline van, but in college in the late sixties I worked one summer at a Gulf Oil jobber. The owner’s work vehicle was a ’65 Econoline pickup with the 240 six and three speed. He had upgraded the wheels and tires to 15 inch so it rode much better. It also ran pretty good and you had to watch your speed as the larger tires made the speedometer off a little. You also had to watch turning corners . The boss told me the first time that I drove it that since you were sitting over the wheels you needed to feel like you were past the turn before turning. One day he came back from a meeting out of town and told me to change the spark plugs because ” it’s cutting out when you go over 80″.
https://post.craigslist.org/k/lKZ-6HJf6RGqGGtq5hfYOQ?s=preview
parts for sale
thanks
For one year, 1964, I believe, Ford offered a weak French Dagenham four speed. The ratios weren’t much better than the three-speed and you were in fourth by the time you hit 20. Otherwise it was the toploader 3.03 three-speed and later the small automatic which was in most of the Bell System vans..
My older brother told me the local Baptist Church had one of those with a 4-speed column shift, although I never saw it. We had one of the standard cargo variety with the 3-on-the-tree. I passionately hated the vehicle, as my father had bought it surplus from the USAF, and it had a hard life. It was ugly, hot, underpowered, noisy, and I’d rather try to steer the bovine species than steer that Econoline Van, much less ride anywhere sitting on that darned motor case. Good riddance. I have actually seen a ’60 Galaxie wtih a 4-speed column shift where reverse was a lever under the dash that was pulled.
Interesting stuff. I know a little about the Corvair FC95s — the Greenbrier is cute and the Rampside version is an idea I’m surprised no one has revised — but I’m not terribly familiar with these.
What a nice clean example — I’ve never seen one of these not beaten to a pulp. Driver’s side doors were available back then? I’ve never seen one — has anyone else?
The instrument cluster is the same unit I’ve seen in the cabovers, school buses, etc.
Great write-up.
Starting in 1963, they were optional.
any idea how many 8 door 1967 econolines were produced???? just bought one wondering how rare??
for sale
$178,000.00
Many years ago there was a guy that must have lived in my area that had one of the 8 door versions. It had the full custom van treatment done to it, sans mural. I have also seen one for sale on Craigslist.
Around the same time, early 90’s, there was a commercial for I think Mountain Dew where they were showing people doing tricks on skateboards. The big trick was a jump where the skateboard went through the side doors of an 8 door Econoline while the person went over the top of the van and then landed on the skateboard and kept going.
I have seen one van for sale with the drivers side cargo doors Just one. Lol
Yes, children, once upon a time the Econoline really was economical. Really, I would hate to do much hauling with that 144 cid six. But, I guess it would be a powerhouse next to a VW transporter.
I guy down the street has a 66 Econoline with windows and seats (not a Club Wagon, oddly) that was bought new by his grandfather. I need to get some pictures of it when he has it out sometime.
Even in the rusty midwest, these lasted a long, long time. These were probably better against rust than about any Ford van through the 70s, at least. Nice find.
How much work would it be to replace the 240 with the venerable 300? Forget VW Buses, I want to leave EVERYONE in the dust.
Straight swap, as the 240 and 300 are essentially identical except for the 300’s longer stoke.
This one appears to have seats out of a later model Dodge van.
Never mind the dynamic challenges of ice and snow, these had diabolical steering when new, never mind as a they aged, and the kingpins in the straight front axle loosened up along with the steering linkage.
I remember the first one I ever drove; it had more steering slop that any car I had ever driven to that point.
It’s rare, but these still pop up occasionally in my area. Still used as a basic utility van. I didn’t fully appreciate until now that these vans also used the VW’s Shin Guard bumper system.
Someone mentioned the other day that little development has gone into the Econoline – I’d argue almost since the 2nd generation. Looking at the second gen in the background with its short overhang front – like an early Chrysler minivan – it makes me think about what if they had come up with a stout FWD version built like the early Toronados. It likely would have done a lot to make an empty van climb hills in the winter.
I read your linked A100 Dodge piece. Enjoyable read. During the ’90s I would walk past a diner each day getting from parking to my office. Outside the diner was a very original A100 in amazing condition. It was a factory passenger version, probably as nice inside as a mid ’60s Coronet.
If Ford hadn’t killed the little FWD Cardinal at the last minute in ’62, an FWD Econoline might have happened.
Dad had a ’69 A-108 Sportsman with pretty much every available option. While not as plain as my ’66 A-100, it most certainly was not even close to a passenger car inside. Grandpa had a ’65 Belvedere II (Plymouth version of Coronet 440) and it was pure luxury in comparison.
These cock-eyed beasties were EVERYWHERE – public utilities had fleets of them and Bell Canada’s dark green ones with red wheels seemed very much the company’s public face. I don’t know if it lasted through ’67, but some of the window versions were badged as Falcons.
Interesting to note then Chevrolet/GMC still offered a panel truck despite the arrival of the Corvair Greenbrier and the Chevy Van until 1969 while Ford dropped the panel truck but still sold it to other markets like Mexico and Argentina. http://www.flickr.com/photos/47894721@N02/4436884863/in/photolist-7L5chT
http://www.imcdb.org/vehicles_make-Ford_model-B-100.html
I’ve never seen any Mexican/Argentine panel trucks in the 61-66 or 67-72 body styles. I’m assuming that Ford quit in 1960, then restarted sometime in the 70’s. It also looks like they continued to make B-100’s/150’s (SWB) and 150’s/250’s (LWB) well into the 1980’s “bullnose” body style–very neat!
https://lh5.googleusercontent.com/-357nasvJ-Rg/TYkgweYSJtI/AAAAAAAAAug/5vStaWJorkw/s1600/1981FordB-150Mexico.jpg
http://i269.photobucket.com/albums/jj45/mms58/Ford%20F-Series/F-Series%201980-97/1981FordB-150PassengerMexico.jpg
The closest to a panel truck in the 1961-66 body style in Argentina is a “Carryall” version as shown in this vintage illustrated ad http://www.flickr.com/photos/hugo90/4489002696/ Close but no cigar I guess….
The B-150 looks like a really long Bronco! Basically the predecessor of the Expedition I guess (albeit with 2 doors instead of 4). I like it!
Watch the handling tendencies of the Ford van on YouTube:
http://www.youtube.com/watch?v=HrhCAiV7diY
Great video; I just turned into a post. Thanks!
Too bad they didn’t use one of the CV-240 series airliners instead; then the ad could say, “Corvair tows Convair.”
Several L-188 Electras crashed due to “Whirl-Mode Flutter” resonance.
Looks to me like they photocopied the Ford Thames 800 van from Dagenham and replaced the Consul running gear with Falcon parts.
Not only could you get one with left and right-side cargo doors, you could also get the with NO side cargo doors!
Here’s a pic:
Damn thing won’t let upload the pic so here’s the link:
http://gatewayclassiccars.com/chicago/1966/ford/econoline-S196.html
Might this have an even worse wheelbase to overhang ratio than the Lincoln Mark VI?
I have mentioned this before.
I bought one of these 61 Econoline’s brand new in 1961. A pickup. Cost me $1635 out the door and with a full tank of gas (which was probably about 19 cents a gallon). I also bought an aluminum cap for the rear from Indiana. (Pickup caps were a new phenomenon then as well).
I drove that truck from coast to coast more than once. 85 HP is too few HP to get you into trouble. Although probably not enough to get you out of trouble, if you were to drive it today. In those days the need for escape power was rarely needed in the slower traffic of the time. And the whole world was staring at you just in front of your nose! That windshield was a marvelous foretaste of movie Cinerama and wide screen TV. But what you were seeing through that expansive glass was real, warts and all.
You mention the lack of an accessory seat for the engine cover. I noticed the same deficiency and built my own.
It consisted of a U-shaped seat back made from iron pipe that would slip into angled brackets bolted to the base of the engine box. It had a padded back and was easy to insert or remove to accommodate a second passenger.
Dad made me a seat to go over the engine cover probably out of a boat seat or stadium seat. I was 5 or 6 so I would have a place to set when mom went with us. Dad got the first ford econoline sold in our town to replace the 57 Chevy panel truck he used for painting it had thrown a rod he like to tease me if the ford thru one I’d be setting on it what I would give to have either one now but I’d lean more toward the ford
I bolted our first daughters car seat to the engine box with 1/2 electrical conduit straps. Thank God she survived those years. Never an accident.
Wow, this brings me back! With a friend we purchased a very used up Econoliner. We set it up as a camper in order to go a cross country in the late 70’s. The stereo was a boomer and this was important as the engine, being part of the passenger compartment, was loud and hot. Since it burned oil like a two cycle, we bought it by the case & became skilled at dumping a quart of 20-50 in while traveling down the interstate. One night it started to run warm so I took a look while my buddy continued to drive, …it needed a quart of oil anyway. Since I didn’t see any obvious problems we took a stab and performed a “flying retiming”. Sure enough, the temp gauge returned to normal. These FORDS were about as complicated as a lawn mower with slightly less crumple zone in the nose.
One cool feature of these old vans from either of the big three was how neat it was to work on the top half of the engine while sitting in the driver’s seat. When I was first starting out as a mechanic in around 1990, the shop that I worked for had customers that used to bring in a both a Ford Econoline just like this, and a Chevy, both with straight sixes in them. I remember installing a rebuilt cylinder head with new valve seals in the Chevy van while it sat on the street in front of the garage. It was raining, but I didn’t get wet, and thought it was the neatest thing ever. it’s owner joked that he could perform carb adjustments while driving.
Incidently, this generation of the Ford Econoline was also the first “3 on the tree” equipped vehicle that I drove. And maybe the last one too…
One of my buddies had a 67 I believe, pick up version. The previous owner had shoehorned a 351 Cleveland in the doghouse. It was scary to drive around in as it didn’t take much to lift those front wheels off the ground. He didn’t have it for long as the $5 in gas to grab a coffee got tired quick.
We had one in 1972 as a band gear hauler, little sucker ran from Indiana to Cleveland 8 times, Louisiana, Savanna Ga.. never broke down either, which is amazing.
My first car was a seven year old 62 Falcon 4 door, not a bad car…..except it was an automatic with the 144ci……it was scary slow, can’t imagine that motor in the Econoline. Sold it after a couple of years, bought an old Bug and then a succession of Corvairs….. never looked back…
Throughout the early ’70’s my neighbor had a ’64 Econoline “sin bin” (no windows) sitting in front of his house. I could tell it never moved by the vertical rust marks on the baby moon hub caps…He offered to sell it to me for $50 if I could get it running. He’ d had the head rebuilt but never installed it. I got help and did it; gave him the $50 ( half my high school grad present) and promptly turned too sharply, scraping another neighbor’ parked car and putting a crease in the right side. Ouch!
On my way to my first date I spun a bearing, so the van sat in my backyard through my freshman year in college. The next summer, I got a job and my first paycheck bought a 200 ci 7 main bearing engine from a Mustang. Got it in and hauled friends back and forth to the beach all summer. But the engine ran hot- we’d have to pull over and pour water over the radiator once or twice each direction. (8 people, mid engine, 90 degree weather- duh!)
Sold it for $600. Wish I still had it! Wish I could FIND one at that price for a father-son project!
Nice old trucks .
There was an Econoline Club Meeting at The Rose Bowl some years back and one guy told me there was an optional four speed column shifted version ? .
I never saw one in the 1960’s .
-Nate
I have a 66 econoline 8 door if anyone is interested
Harry do you still have the 8 door? If you do I’d be interested.. Thanks
610.841.5655
got any pics? send them to crazypaulz67@yahoo.com
Does it run; and is it driveable? It would also help if it’s an automatic. What price are you asking?
Your guys took me back. I used to own a ’66 Econoline window van that had once been used as a rural school bus likely for one of those one room schoolhouses. The right hand seat was a jump seat. The base could be swung up and the whole thing pivoted back toward the side door. Since this was circa 1980, I put in a pair of bucket seats from a Pinto — the ones with the nicer shape similar to what Cudas had in them. I also had the nice wood rimmed 3 spoke after market steering wheel — a large one — and had inserted the gauge cluster from a ’66 Mustang GT. Then I put in matching brown diamond patterned upholstery on the door inserts, the dashboard, the engine cover and the headliner. The rest of the walls and ceiling behind me was a pine paneling, and my cousin’s wife made a tire cover for me from the same upholstery.
In 1982 I drove that thing all the way from Canada to Florida when I moved. Since it had all my possessions it really struggled up the hills on the way west to Bangor Maine. I also found myself replacing a U-joint in DC with a few sockets and a ball peen hammer!
I loved the view of course, but it scared my buddy for me to stop behind any vehicle, since he wasn’t used to a panoramic view of sitting that close to the vehicle ahead. I ended up selling it after a few years for $600, from which I put $450 into a ’67 that was a panel van with windows only on the curb side. I eventually sold that too, but occasionally like to go down memory lane!
To me, the Aerostar was really a spiritual successor to the early Econoline — 6 cylinder power, ugly as sin, but with lots of character. I owned one of those too and it was very reliable. I can attest to the Econoline’s stability issues in the slightest snow, as the rear on mine would set up to swaying back and forth — if I wasn’t careful it would come around on me lol.
These days I just look, but I am currently working on a 3D model of my old van, to post on the Sketchup Warehouse someday…
Andy ;
Those panel vans with only right side windows were mostly AT & T ‘Phone Repair trucks , some were Sears Service trucks , all were special ordered .
So many of those Econolines had passenger car tires on them when they desperately needed D or E rated LT tires so be steady on the open road or in cross winds .
Decent shocks instead of those $6.99 oil filled boingers were also good to save your sanity , very few ever got either in their second lives .
-Nate
That was called a display van and there was nothing special about ordering one. Ford kept that configuration on the regular order form and in the brochures at least into the 70’s. http://oldcarbrochures.com/static/NA/FMC%20Trucks-Vans/1971_Trucks-Vans/1971_Ford_Econoline_Van/1971%20Ford%20Econoline-12.html I know I’ve seen ads or brochures listing a display van version of the Nantucket but I wasn’t able to find one online in my quick search.
Of course for what ever reason in the early days the standard Econoline had no windows in the sides and even the windows in the rear doors were an option. Eventually they made the window in the side door available on its own and that became the defacto cargo van configuration.
Edit found a 1980 brochure that lists the display van though they don’t picture it. http://oldcarbrochures.com/static/NA/FMC%20Trucks-Vans/1980_Trucks-Vans/1980_Ford_Econoline_Van/1980%20Ford%20Econoline-09%20amp%2010.html
any clue how many of these were made???? 1967 ford econoline 1/2 ton 8 door window van..
I bought this 64 and can’t find any information on them
JUST GOT A 65 ECONOLINE PICKUP NEED HELP ON PARTS MANUALS ENGINES KNOW NOTHING ABOUT THIS PU BUT I LOVE IT THANKS
ALL CAPS IS RUDE AS IT IS CONSIDERED SHOUTING .
Shop manuals are easily available new for $30 +/- , I prefer to buy them used with dog – eared pages as often they’re $5 ~ $10 when not pretty although the information never changes….
-Nate
Looking to save this drop floor handicap van
In the early 70s, while stationed in Sicily, I got a chance to drive a panel van version of a 1st generation Econoline a few times. That poor van was used as transportation for Navy airmen from their barracks to an airfield about 10 miles away. After 10+ years of very hard use, that poor van was very beat. With 10 “sailors” sitting in back (and no bench) every time we went around curves it felt like we might tip over. And as a previous poster mentioned: the steering on these vans bordered on diabolical, getting worse with loosely secured loads.
BTW, I did see one of the Econoline pickups have a collision with a car. The car struck the (very) light/unloaded right rear corner and the Econoline flipped onto its roof and went sliding down the street. Oddly, very little damage to the car and the Econoline.
… and I just saw a Gen 1 large cargo van in pretty decent shape in the last few days. Caught my eye as I drove by it parked in a lot as these babies are rare.
I’ve driven a number of Ford vans but unfortunately (or perhaps fortunately) I never got to drive the first generation Econoline. Here’s a somewhat weird Ford show car from 1966 – the Econoline Apartment.
Wow check out that steering wheel! (not sure if ‘wheel’ is a proper description of this thing). I’d be scared to try making a sharp turn in this van.
Thanx ! my 1940’s Sweetie looked at this from across the room and was interested .
-Nate
I’ve always thought that the pickups look awkward, but the vans are just right.
This Econoline has been making the rounds of the West Coast (USA). I saw it in my town a few weeks ago … belated CC effect, probably the first one I’ve seen in a while. I wonder if it really drove here from Portland or was trailered.
Even by the mid seventies these seemed rare on the ground, at least around Pittsburgh. Much more likely to see an A100, granted they did make them for three years after the last compact Econoline. On the other hand, 1st gen Chevy Vans were scarcer than hen’s teeth.
I drove one of these for the family business (laundry/dry cleaning). It had very high miles by the time I used it – the controls – steering/gearshift were very vague – you could turn the steering wheel a quarter-turn before any steering happened. Driving manual shift cars later was a pleasure after using this three-on-the-tree.
These Econoline vans are unique looking today and eye catching today.
They do look MUCH better than they go, stop, take corners.
Those who had these ill-conceived penalty boxes for their daily drivers or work vehicles may look upon them less fondly than internet experts of today do.
I’ve always like the looks of the early Econolines. Never driven or ridden in one, as others have said maybe it’s better to admire these from a distance.
Yeh-You-Rite !
I have a 66 eight door 4.9, C4 Trans suspension, brakes all 2 to 4 years old.
$ 10k 6092470159
Do you still have the 8door? Where are you located or the van? I’m very interested please send pictures and can call me at 239 – 938 – 6583
My grandfather had one he used as his work van. He was an installation contractor/carpenter for Sears. The van was really nice when he bought it – had been used as a camping vehicle by the PO. Had little (12″?) crank out storm windows in the sides. I rode many a mile on the engine cover on a rug to keep my butt from toasting. But the slide forward in a quick stop could be “interesting”. I can still remember where he kept the various sizes of screws – I was the gofer when I went to work with him. And the first gen? cordless drills and drivers. Fun times. I learned a LOT in those summers spent with him.
And got to be close to a lot of Curbside Classics as well.
These were so popular for department store service and delivery fleets. One of my city’s local Sears stores showcasing their collection from October 1964…
My father’s restaurant supply company had a ’66 as it’s smallest delivery truck, in addition to a couple F-500s and a ’69 Econoline. When I got my license in 1973 I was assigned to drive the Econoline a lot. I believe it was a heavy duty, though it was definitely not a super van. It had truck tires on, I believe, 14″ wheels. 6 doors with windows on the back only. It was a 3 on the tree. I don’t know if it was a 170 or 240. The van had been overloaded so much through the years that the floor sagged a little between the under-floor supports.
Even though the steering had a lot of play and the clutch was pretty heavy (especially compared to the Opel Manta Rallye that my father drove) I loved that thing. It may have been another case of driving a slow-car fast, I guess. It would top out at about 70 – 75 with the engine screaming. Before getting my license, I rode on the engine cover many times with family members using it for personal weekend hauling, including a memorable trip with my Uncle, brother, and cousin from Fort Detrick in Frederick, MD to Baltimore, in the spring of 1968.
I used to occasionally take it home for the night and amaze my friends with the odd senses of tight turns while over the front wheels and close proximity to the cars in front of us. I sometimes thought of buying it and fixing it up. I was slightly broken hearted when it was sold in the late 70s. That truck was used and abused, but I don’t ever remember it giving any trouble at all.
One other “trick” was, when idling along in first gear, to “floor it” and then let off the gas a couple times. The front would lurch into the air and when it reached the top of the suspension travel, inertia would lift my foot off the gas, causing the van to suddenly slow, drop on the suspension and inertia plant my foot back on the gas, causing the cycle to repeat. It was like an amusement park ride, but it felt pretty abusive and I only did it a couple times (I think I felt out of control the first time and confirmed it the 2nd time).
Another memory that I also observed on Falcons and early Mustangs was that the windshield wiper linkage seemed very loose and one wiper would reverse direction well before the other, giving a very uncoordinated look to the wiper motion.
Production data for the 1st Generation ECONOLINE vans and trucks can be found at econoline.org
Hi:
Just to let the Econoline world know (i had a 64 back in 1973) that even then when reviving a 61-67 van or pickup, lot’s of people accented their paint jobs with murals or stripes.
One clue for this was, that it was hard to find the commonly sought after Spring Special body trim. By the way, it was even hard to find the regular body side trim, because most vans & pickups were purchased without it.
Anyway, I work at Carolina Classics F-100’s and we have been making the body molding for the 1965-66 F-100 since 1989. Recently we ran across a guy in New Mexico, who was getting ready to paint his van (which had a complete set of the regular style body trim).
We were able to work out a deal to get his moldings, get the measurements off all the pieces, and are now able to make the side moldings for the Van and Pickup. Except the spear point on the 2 front doors and they are coming soon.
We’re NOT trying to use this website to sell anything, but to EDUCATE the Econoline fans that a trim package for the 1961-67 Econoline’s IS available if you need that option
It’s the trim like on this photo. If anyone is interested, you can contact us through our web site, http://www.carolina-classics.com or call 919-682-4211
We had one in a local junk yard 30 years ago, with good moldings on it. I did get the fiberglass dash lower piece out of it and the Automatic transmission. At the time I had a 351 Widsor in it for power. No it didn’t fit in motor box, and dad wouldn’t let me cut the floor. So exhaust manifolds were up uner floor. Seems the door panels had this same trim inside that went all the way to back. Should have collected everyone that was available back then.
I am looking for the fresh air vents for the windshield of a 1967 Econoline, 240 cu engine. These are the vents that come from the fresh air systems under the dash connecting to the vents at the base of the windshield.
I had a friend with one back in the early 70’s, complete with column shift 4 speed, a ’64 IIRC so that would fit with an earlier comment. He also claimed, and I’m not sure how he knew the weight, that there was a 100 or 150 pound slab of metal underneath at the very back to try to compensate a little for being so front heavy. Seems like I’ve seen that referrenced elsewhere too. He totaled it when someone cut him off and he ran into a palm tree in Santa Monica one night.
And curiously, in this little burg of 8K people I live in, there is actually a Falcon version, complete with I believe 13″ wheels, they look absolutely tiny. It appeared to be running until 2 or 3 years ago but doesn’t seem to have moved recently.
@ Eric VB :
The display van was not what Ma Bell used back then, thanx for sharing the link to the brochure .
CC Effect : yesterday I was out and about and twice saw the same old ‘display van’ round town, it’s unrestored and still in pretty good shape .
-Nate
Anybody looking for parts? I have a passenger door and a passenger seat in great condition. Club wagon falcon. I have the Vin upon request for application.
My uncle used these in his dry cleaning business. Probably a 1967 because it was new when my brother was born (Nov 1967). It rotted out in the mid 70’s. Next van was a 1974 Econoline. Last one before he retired was a 1982 Econoline. Mid 70’s they bought a VW Rabbit for my aunt to drive. That got replaced by a string of Toyotas. My cousins still drive Toyotas.
Like most old guys, I remember when these were a common sight. I’ve worked on some, driven a couple and known guys who actually owned them. One memory stands out.
Back in 1972, 4 of us attending college together decided to see San Francisco over the Christmas holidays. We bought a 1957 Cadillac from Big Frank’s Used Cars in Oshkosh, Wisconsin for the journey. The Hydramatic was lacking 4th gear, but otherwise the car seemed sound enough. What could go wrong?
We found out just outside of Idaho Springs, Colorado when the car started balking. A quick check of fuel pump pressure showed the problem. The Cadillac is a story for another time, but suffice to say there was no replacement pump to be found in Idaho Springs. We ordered a new fuel pump. For a few extra bucks over the cost of a new fuel pump, the service station owner let us park the Cadillac behind his station until we came back after New Years when a fuel pump would hopefully be waiting for us.
We split up and hitched out of Idaho Springs separately in the morning. I was the last one to get a ride, but it didn’t take too long for any of us. Luck of the draw gave me get multiple short rides. It took all the daylight hours to hitch just 215 miles. I arrived in Grand Junction, Colorado as it was getting dark. I decided to give it a few minutes, then walk into town to hopefully find a place for the night. Much to my surprise, my outstretched thumb snagged a white breadbox Econoline right away.
It turned out to me one of those dream rides hitchhikers pray for. The driver was headed all the way to Beserkly, California. He was starting to nod and asked my help in keeping him awake. After about an hour of talking, he got comfortable with me and asked if I’d drive shifts with him.
The owner had overhauled the little 144 before he left New York. He didn’t want to push it and limited the top speed to 55 mph. This was before the national 55 limit. Wide open states like Nevada still had no fixed speed limit.
The owner told me how annoying it was to get stuck behind a VW, so he decided to take the least traveled highways he could find. He had been traveling US 50 through Colorado and intended to follow that road as much as possible. He believed empty 2 lane roads better suited the van. I’d often hitchhiked, but this was my 1st time over such distances. Even at the relatively modest velocity the van was making, I was amazed at how much ground the little Econoline could cover by driving 24 hours in shifts.
Life Magazine would subsequently brand US 50 “The Loneliest Road in America” in a 1986 issue.
https://nevadamagazine.com/issue/january-february-2016/3146/
Time Magazine revisited the theme in 1987 and branded US 50 “The Backbone of America”.
https://content.time.com/time/subscriber/article/0,33009,986629-1,00.html
I don’t know if any of these articles increased the popularity of this route, but when I traveled the road in 1972, it was e m p t y.
The Econoline suffered all the usual maladies. It was sensitive to cross winds. The heater could blast you out in the front, but was darn cold laying trying to sleep on the mattress in the back. The body had almost a decade of New York road salt to develop rust holes. Had we run into snow storms, I was pretty sure even if the owner had chains, any dusting would overtax the van’s traction. At the time, I considered it a GREAT ride!
Climbing up the Austin, Nevada summit, the engine began to stutter. The owner was at the wheel and woke me up to listen. We pulled over and raised the doghouse. Somewhat miraculously, the engine smoothed out. I couldn’t spot any obvious electrical short, so we lowered the doghouse and continued. The problem never reoccurred.
When we pulled into Beserkly in late afternoon, the warmth of California sun in December was wonderful. l was amazed to see the locals wearing jackets. This was shorts and t-shirt weather for a Wisconsin boy.
I got dropped off at a local youth hostel we had prearranged as our group meeting site and never saw the owner again. Despite slow progress, I was the 1st of our group to reach California.
I would encounter more of these vans, but none as memorable as the few hours I spent in this one.
I travelled the portion of US 50 east of Salida, Colorado in 1985 in a Dodge A100 Van. I recall it being pretty desolate especially through the passes.
If you enjoy solitude, U.S. Rt. 50 is for you .
-Nate