In its fourth generation the Ford Econoline Van is still the best selling full size van, and has been for the last thirty years. Having 79.6 percent of its market, much of the Econoline's success can be attributed to the vast array of power plants that Ford has offered in the Econoline. When it started being manufactured in 1961, the original three-speed manual transmission was paired with a relatively small 144-cubic-inch, six-cylinder engine. The eight-cylinder engine was not introduced until the second generation of the Econoline, which was in 1968. In its fourth generation (introduced in 1992) what started off as a three-door, three-speed snub nose vehicle now has what has been called a "proper" hood, and comes standard with a 4.6-liter V-8 on the E-150 and a 5.4-liter V-8 on the E-350. The Econoline is American made at the Ford Assembly Plant in Avon Lakes, Ohio.
Overview of Econoline V-8 Options
The 1984 E-150 came standard with a V-6 gas engine, but there was a V-8 option available in five different packages. The 5.0-liter (302) V-8 and 5.8-liter (351) 4V V-8 were available as options in the E-150 and E-250 only. The designation 2V and 4V refer to the engines' two-or- four-barrel carburetors. The 5.8-liter (351) 2V V-8 was available as an option in all the models; the E-150, E-250 and E-350, in addition to the parcel delivery van configuration. The 6.9-liter (420) V-8 diesel was offered in the E-250 Club Wagons and E-350, as was the biggest engine at that time, the 7.5-liter (460) V-8.
Common Design Features of the 5.0-Liter and 5.8-Liter V-8 Engines
The 5.0-liter and 5.8-liter V-8 engines were designed to meet high performance requirements, and included cylinder blocks that were made with thin-wall castings, with an eye toward reducing weight while maintaining durability. The camshaft timing sprocket was die-cast aluminum with a nylon overlay. These V-8 engines also had cylindrical pivot rocker arms on pedestal mounts, and valve lifters were hydraulic. The 5.8-liter 4V V-8 had additional features which included a 17-inch air cleaner, staged four-barrel carburetor, cast-iron intake manifold with large passages, a performance camshaft, Dura Spark II ignition and dual exhaust.
The 5.0-Liter V-8
The 5.0-liter V-8 produced 150 horsepower at 3,600 rpm and 250 foot-pounds of torque at 2,600 rpm in both the E-150 and E-250 vans. The compression ratio was 8.4-to-1, and the bore and stroke was 4.0 by 3.0 inches. The 5.0-liter was available with either a manual four-speed overdrive or automatic overdrive transmission.
The 5.8-Liter 2V V-8
The 5.8-liter engine was available with either a two- or four-barrel carburetor. For the E-150 and E-250 vans the 2V version produced 150 horsepower at 3,200 rpm and 280 foot-pounds of torque at 1,800 rpm. For the E-350 Econoline, the 2V V-8 put out 165 horsepower at 3,200 rpm and 295 foot-pounds of torque at 2,000 rpm. The compression ratio was 8.3-to-1 and the bore and stroke was 4.0 by 3.5 inches. An automatic transmission was paired with this engine.
The 5.8-Liter (351) 4V V-8
The 5.8-liter 4V engine had the same compression ratio and bore and stroke, but the horsepower and torque specs were different. For the E-150 and E-250, the 4V produced 210 horsepower at 4,000 rpm and 305 foot-pounds of torque at 2,800 rpm. Like the 2V, this engine was only available with an automatic transmission.
The 7.5-liter (460) V-8
The 7.5-liter V-8 engine was conceived and created to provide maximum performance from a short skirt, low-weight cast-iron engine block. The bell rocker arms were individually mounted, and in conjunction with large intake and exhaust valves, resulted in optimal airflow. A low-restriction air cleaner resulted in improved engine performance. The 7.5-liter V-8 manifested 225 horsepower at 4,000 rpm and 365 foot-pounds of torque at 2,800 rpm. The compression ratio was 8.0-to-1, and the bore and stroke was 4.36 by 3.85 inches. This big boy only came with an automatic transmission.
The 6.9-liter Diesel V-8
The main feature of the only diesel engine available for the 1984 Econoline was indirect injection with "swirl chamber" combustion, which allowed optimum power with low emissions. Other features of the 6.9-liter were an engine-mounted lube oil cooler, with no external coolant or oil lines. Glow plugs were located in each cylinder for winter starts. This engine had a forged steel crankshaft with induction-hardened journals and fillets and jet-oil-spray piston cooling with oil directed to the hottest parts. Also designed into the engine were positive intake and exhaust valve rotators, which helped maintain even wear and clean valve seats in contact areas. One feature that diesel enthusiasts particularly liked was that the camshaft and fuel injection pump were gear-driven direct from the crankshaft, which Ford claimed eliminated timing variations produced by chain stretch. This diesel produced 170 horsepower at 3,300 rpm and 315 foot-pounds of torque at 1,400 rpm. The compression ratio was 19.7-to-1 and the bore and stroke was 4.0 by 4.18 inches. This engine was teamed with an automatic transmission.
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