[Yezhik]

How are you guys! Hope this is the right section.

I'm an owner of a small supermarket needing a bigger/better van for going to the market and just general operation.
My 2000 4.2L v6 E-150 is not cutting it anymore(I installed helper springs, bigger shocks, to support the weight of produce) but it's small and coming up to 165k miles, time to go.

I'm going to the auction to buy the van, but was wondering what should I look for in terms of model, engine, and rear diff ratio?

So far I'm looking at cargo 350 with High roof and extended version, using the Diesel engine. I know it's 16 years apart but my 4.2L V6 barely hauls, so i'm not too keen on another v6. Would diesel be a good choice in terms of reliability and and hauling payloads of 2+tons ?


Any particular rear diff ratios I should be concerned with? I'm in NYC, the market(hunts point) isn't that far, but the philly one is 3hours away.
This van would be on highways doing 70+ and city driving, is there any particular diff ratio that's best in terms of MPG and keeping the revs down?
Payload needs to be 2tons+ easy.

TL;DR
Which model/engine/rear diff combo is best for hauling produce on pallets weighing in at 2tons + each trip for highway and city speeds?

Thank you!

 

[Taz Pengra]

You'd be happiest with either the ecoboost or diesel. Probably the ecoboost because of lower maintenance costs. The two lower rear's get close to the same mpg, and mpg is probably a very, very small portion of your business expense, anyway.

 

[Yezhik]

Thanks for the reply!

So what's the appeal of the Diesel if ecoboost is lower maintenance and higher power?

I figured I'd like more torque from the diesel, no?
Besides the mpg, rear diff doesn't make much difference?

 

[Taz Pengra]

The diesel gets a bit better MPG.
In my opinion, the cost of ownership is higher for the diesel, unlike in the past. The initial higher cost, plus the extra maintenance costs aren't really made up for by the better MPG for a few hundred thousand miles, maybe several hundred thousand miles.

Also, if you're looking for a used van, there are way more ecoboost available.

There are a bunch of threads about MPG, and from what I can tell reading them, the differences are less than 5% if noticed at all, between the 3.3 and 3.7. Even the 4.1 isn't much worse. If you're towing or hauling a lot of weight, the 4.1 helps you get going from stopped, or up steeper hills. The 3.73 seems to be a pretty good compromise for mpg and torque.

Passenger vans have to move a lot of weight (10 Merikuns = 1 ton), and the ecoboost is often paired with the 3.3, but 3.7 rear is stock.

Diesel has 350 ftlbs of torque, ecoboost has 400. I think the decision is obvious.

 

[Yezhik]

Perfect! Thank you again, exactly what I needed!


3.73 rear diff, ideally, 3.7L ecoboost engine.

 

[Moot]

My 2000 4.2L v6 E-150 is not cutting it anymore(I installed helper springs, bigger shocks, to support the weight of produce) but it's small and coming up to 165k miles, time to go.

2+ tons? That's 4000+pounds! Helper springs, larger shocks etc. does nothing for safety when you grossly over load an E-150. Tires, wheels, brakes, transmission etc. on an E-150 aren't designed for that kind of weight.

I'm in NYC, the market(hunts point) isn't that far, but the philly one is 3hours away.

Hunt's Point, I feel your pain.

At 4000 lbs. + you will probably be over loading a standard T-350. You really should get a T-350 HD but that will put you over 10,000 GVWR and could cause some issues with your trips to Philly.

 

[scase]

3.73 rear diff, ideally, 3.7L ecoboost engine.

Don't buy the wrong engine.
EcoBoost is 3.5 liter.
The 3.7 liter is naturally aspirated.

 

[Taz Pengra]

What scase said!

 

[Yezhik]

2+ tons? That's 4000+pounds! Helper springs, larger shocks etc. does nothing for safety when you grossly over load an E-150. Tires, wheels, brakes, transmission etc. on an E-150 aren't designed for that kind of weight.

Hunt's Point, I feel your pain.

At 4000 lbs. + you will probably be over loading a standard T-350. You really should get a T-350 HD but that will put you over 10,000 GVWR and could cause some issues with your trips to Philly.

Yeah, i'm aware .Back then, and even now that was the only van I had, but it did wonders for my business. I did not put 2tons + in the e-150, but I need my new van to carry 2tons+.
Even so, I did overload my poor van, had to:|.

When you say issues with the trip to philly you mean with DoT, or just general mechanical issues? Is the HD dual-axle(dual-wheel) in the back, or can I get away with single-axle? Ideally this van would still use passenger plates, because of the belt parkway and just in general ease of use. Could I still have double wheel rear with seats in the middle, and windows, without commercial plates?

Don't buy the wrong engine.
EcoBoost is 3.5 liter.
The 3.7 liter is naturally aspirated.

Thanks!
Ok, so. 3.5Liter ecoboost, 3.73 rear diff, extended cab and high roof, heavy duty version. Isn't that literally top-of-the line, all boxes checked ?

 

[Taz Pengra]

If it's going to have a rear seat so it can be registered as a passenger van, it will have to actually BE a passenger van; at least in my State.

CarGuru and Autotrader websites allow you to search for vans by specification (length, height, cargo, wagon, engine, etc) rather than just "Transit 350". A long/tall 350HD wagon with ecoboost pretty much IS the top van. The diesel is the only thing that would cost more.

 

[Moot]

When you say issues with the trip to philly you mean with DoT, or just general mechanical issues? Is the HD dual-axle(dual-wheel) in the back, or can I get away with single-axle? Ideally this van would still use passenger plates, because of the belt parkway and just in general ease of use. Could I still have double wheel rear with seats in the middle, and windows, without commercial plates?

The T-350 HD has dual rear wheels, not dual or tandem rear axles. The T-350 HD has a GVWR over 10,001 lbs. which the FMCSA classifies as a Commercial Motor Vehicle (CMV):
(1) Has a gross vehicle weight rating or gross combination weight rating, or gross vehicle weight or gross combination weight, of 4,536 kg (10,001 pounds) or more, whichever is greater;

This is a federal law and has nothing to do with New York commercial plates. As a CMV you are subject to FMCSA regulations which include a log book.

 

[joefromga]

You only need a log book if using it for business purposes. Otherwise, every 2500 truck and every dually would have to log everything.

Gross combination is your load plus trailer which puts every full-size truck and van over 10,000.

The T350 transit can easily handle a 4000lb payload, no dual rear wheels needed but it wouldn't hurt.

 

[Michael Ophus]

there was a guy here about 6 months ago that had issues with the medium roof ford transit and the belt parkway underpasses being too low in height, he did not realize this until after he bought the transit van!

 

[Moot]

You only need a log book if using it for business purposes. Otherwise, every 2500 truck and every dually would have to log everything.

Read the OP's first post. He's in the grocery business. No every 2500 truck and dually would not have to log. Read the FMCSA regulations concerning Commercial Motor Vehicles and the definition. 2500 series trucks and vans have a GVWR under 10,001 lbs.

Gross combination is your load plus trailer which puts every full-size truck and van over 10,000.

No it's not. Gross Combination Weight Rating (GCWR) is exactly that, a rating. This rating is determined by the vehicle manufacturer and is posted on the door frame along with the GVWR which is the subject of this thread. No need to introduce GCWR and trailers to this thread.

The T350 transit can easily handle a 4000lb payload, no dual rear wheels needed but it wouldn't hurt.

I guess "easily handle" is subjective and the 4000 lbs depends on the specific Transit and how it is spec'd. Ford lists the T-350 at a GVWR of 9500 lbs. which Ford says the low roof with 3.5 has a cargo capacity of 4340 lbs. The mid roof 3.5 is list at 4270 lbs. Long and tall is of course less. 4000 lbs. is cutting it close.

 

[joefromga]

There's no GCWR posted on my T350. Show me yours.

And its the total of the full rated load including trailer,passengers and cargo.

If the limit is 4100-4300 then 4000 will easily be handled by the 3.5.

Been there, done that. Easily handled.

 

[CrewVanMan]

You could get the School Bus Yellow T-350 Wagon mentioned in another forum topic. A GREAT advertising board for your supermarket hauler and GREAT eye catcher!

 

[Moot]

There's no GCWR posted on my T350. Show me yours.

Joe! We hardly know each other. I can't show you mine because you're correct. There is no GCWR on my van either. I'm sure there was on my previous Chevys, but I could be wrong.

And its the total of the full rated load including trailer,passengers and cargo.

No disagreement with that.

If the limit is 4100-4300 then 4000 will easily be handled by the 3.5. Been there, done that. Easily handled.

I'm sure you have. I'm not doubting the 3.5's ability to handle the weight. It's the GVWR, legalities and safety that come into play. I used the 3.5 in the various T-350 configurations because it is the lightest available engine, allowing for the most cargo weight.

The OP stated he hauls 2 tons+ of produce. I took that to mean 4000 lbs. with the "+" indicating more than 4000 lbs. putting him close or over the 9500 lbs. GVWR. You introduced GCWR to this thread when there was no mention of a trailer. If you want to expand on GCWR, start another thread. I was just trying to point out GVWR, FMCSA definition of a Commercial Motor Vehicle and possible legal ramifications the OP may encounter. He has admitted grossly over loading an E-150. Helper springs and larger shocks won't change a vehicle's GVWR unless done by an approved upfitter.