Used Price Reduced again! NEAR MINT 1976 Custom 250 Ford Econoline Van for sale in Cortez, CO

PRICE REDUCED TO
$6,500.00 !

This is the perfect van for RV conversion! Only 92,000 original miles. Interior has original factory installed RV components. Interior shows all original bedding materials, but you could drop a queen size mattress or futon in it and you would be good to go! The engine is like new, has been kept in beautiful condition. (See detailed description of this original factory installed 351 V8 small Block Windsor Engine below) Trans is "3 on the tree" and clutch.

A gorgeous antique van with near-mint body and RV electrical wiring that can accommodate any component that can run on ac!

Bedding area can be modified to table and seats. Original table included.

I bought this beautiful antique econoline with intentions of converting it to a 4 wheel drive rv, but you can live in this as is. Plenty of storage/cabinet space, sink and all the ac plugs/wiring works for anything electrical. This is it! Really Really! Get yourself a plug-in solar power roll and you're near-self sufficient!

This is a drastic price reduction, so I would hurry before this disappears forever!

Interior pics added

Price Reduced 1/18/22
And Again!: 1/26/22

Just email me via Craig'slist. No checks, just cash.

NEAR MINT CONDITION 250 ECONOLINE VAN: 351 V8 Windsor "small block".

If you are looking for an impeccable 351 V8 Windsor "small block" engine installed into a 1976 Custom 250 Ford Econoline Van, and "3 on the tree", that is both impeccable mechanically, but also has no observable dents in the body, (except for a dented front bumper and a couple of pieces of front plastic above the front bumper, all of which is clear in the images) or scratches in the 2nd paint job, this is the once in a lifetime van for you!

WINDSOR SMALL BLOCK ENGINE:
Here is a description of the 351V8 (Windsor) engine: (don't forget to review additional information pertaining to the specific vehicle posted here following the windsor engine information.)
"The 351W (Windsor) is often confused with the 351 Cleveland, which is a different engine of identical displacement. The 351 cu in (5.8 L) Windsor featured a 1.3 in (32.5 mm) taller deck height than the 302, allowing a stroke of 3.5 in (88.9 mm). Although very much related in general configuration to the 289-302 and sharing the same bell housing, motor mounts, and other small parts, the 351W had a unique, tall-deck block, larger main bearing caps, thicker, longer connecting rods, and a distinct firing order (1-3-7-2-6-5-4-8 versus the usual 1-5-4-2-6-3-7-8, a means to move the unacceptable 'noise' of the consecutive firing adjacent front cylinders to the more rigid rear part of the engine block all while reducing excessive main bearing load), adding some 25 lb (11 kg) to the engine's dry weight. The distributor is slightly different, so as to accommodate a larger oil pump shaft and larger oil pump. Some years had threaded dipstick tubes.

The original connecting rod beam (forging ID C9OE-A) featured drilled oil squirt bosses to lubricate the piston pin and cylinder bore and rectangular-head rod bolts mounted on broached shoulders. A number of fatigue failures were attributed to the machining of the part, so the bolt head area was spot-faced to retain metal in the critical area, requiring the use of 'football head' bolts. In 1975, the beam forging (D6OE-AA) was updated with more metal in the bolt-head area. The oil squirt bosses were drilled for use in export engines, where the quality of accessible lubricants was questionable. The rod cap forging remained the same on both units (part ID C9OE-A). In 1982, the design of the Essex V6 engine used a new version of the 351W connecting rod (E2AE-A), the difference between the two parts was that the V6 and V8 units were machined in metric and SAE units, respectively. The cap featured a longer boss for balancing than the original design.

The block underwent some changes since its inception. In 1971, deck height was extended from 9.480 in to 9.503 in (casting D1AE-6015-DA) to lower the compression ratio to reduce NOx emissions without the need to change piston or cylinder-head design. In 1974, a boss was added on the front of the right cylinder bank to mount the air injection pump (casting D4AE-A). In 1974, the oil dipstick tube moved from the timing case to the skirt under the left cylinder bank near the rear of the casting. These details made swapping older blocks from passenger cars with front sump oil pans to more recent rear-sumped Mustang and LTD/Crown Vic Ford cars more difficult unless an oil pan had the dipstick mounted therein. In 1984, the rear main seal was changed from a two-piece component to a one-piece design.

Introduced in 1969, it was initially rated (SAE gross) at 250 hp (186 kW) with a two-barrel carburetor or 290 hp (216 kW) with a four-barrel. When Ford switched to net power ratings in 1972, it was rated at 153 to 161 hp (114 to 120 kW), although actual, installed horsepower was only fractionally lower than in 1971. Around 8.6 million 351W engines were manufactured between 1969 and 1996 at the Windsor Engine Plant Number One.
A 351 Windsor V8 in a 1969 Ford Mustang

The 351W (Windsor) is often confused with the 351 Cleveland, which is a different engine of identical displacement. The 351 cu in (5.8 L) Windsor featured a 1.3 in (32.5 mm) taller deck height than the 302, allowing a stroke of 3.5 in (88.9 mm). Although very much related in general configuration to the 289-302 and sharing the same bell housing, motor mounts, and other small parts, the 351W had a unique, tall-deck block, larger main bearing caps, thicker, longer connecting rods, and a distinct firing order (1-3-7-2-6-5-4-8 versus the usual 1-5-4-2-6-3-7-8, a means to move the unacceptable 'noise' of the consecutive firing adjacent front cylinders to the more rigid rear part of the engine block all while reducing excessive main bearing load), adding some 25 lb (11 kg) to the engine's dry weight. The distributor is slightly different, so as to accommodate a larger oil pump shaft and larger oil pump. Some years had threaded dipstick tubes.

The original connecting rod beam (forging ID C9OE-A) featured drilled oil squirt bosses to lubricate the piston pin and cylinder bore and rectangular-head rod bolts mounted on broached shoulders. A number of fatigue failures were attributed to the machining of the part, so the bolt head area was spot-faced to retain metal in the critical area, requiring the use of 'football head' bolts. In 1975, the beam forging (D6OE-AA) was updated with more metal in the bolt-head area. The oil squirt bosses were drilled for use in export engines, where the quality of accessible lubricants was questionable. The rod cap forging remained the same on both units (part ID C9OE-A). In 1982, the design of the Essex V6 engine used a new version of the 351W connecting rod (E2AE-A), the difference between the two parts was that the V6 and V8 units were machined in metric and SAE units, respectively. The cap featured a longer boss for balancing than the original design.

The block underwent some changes since its inception. In 1971, deck height was extended from 9.480 in to 9.503 in (casting D1AE-6015-DA) to lower the compression ratio to reduce NOx emissions without the need to change piston or cylinder-head design. In 1974, a boss was added on the front of the right cylinder bank to mount the air injection pump (casting D4AE-A). In 1974, the oil dipstick tube moved from the timing case to the skirt under the left cylinder bank near the rear of the casting. These details made swapping older blocks from passenger cars with front sump oil pans to more recent rear-sumped Mustang and LTD/Crown Vic Ford cars more difficult unless an oil pan had the dipstick mounted therein. In 1984, the rear main seal was changed from a two-piece component to a one-piece design.

Introduced in 1969, it was initially rated (SAE gross) at 250 hp (186 kW) with a two-barrel carburetor or 290 hp (216 kW) with a four-barrel. When Ford switched to net power ratings in 1972, it was rated at 153 to 161 hp (114 to 120 kW), although actual, installed horsepower was only fractionally lower than in 1971. Around 8.6 million 351W engines were manufactured between 1969 and 1996 at the Windsor Engine Plant Number One.

During the 1990s, motor enthusiasts were modifying 351 Cleveland 2V cylinder heads (by rerouting the coolant exit from the block surfaces to the intake manifold surfaces) for use in the 351W, resulting in the Clevor (combining Cleveland and Windsor). This modification required the use of custom pistons by reason of differing combustion chamber terrain (canted valves vs. straight valves) and intake manifolds. This combination yielded the horsepower potential of the 351C with the ruggedness of the 351W small block and was possible because more 351C 2V cylinder heads were manufactured than the corresponding engine blocks (the 351M and 400 used the same head as the 351C 2V).

The 5.8 L, 351W, was changed during the '90s from speed density to MAF; performance gains were directly affected. Before 1994, the 5.8 L was equipped with speed density. This programmed coding was placed into the vehicle's computer to tell the motor how much air it should be getting, therefore supplying an appropriate amount of fuel. However, if modifications are made to increase air flow, the computer does not provide more fuel until the oxygen sensors register a lean burn and only then can the computer compensate fuel trim. After 1994, the engine was changed to mass air flow (MAF). This allowed the computer to directly read how much air the engine was receiving through the help of a sensor in the air intake as long as that exact sensor was used (MAF sensors cannot be upgraded for increased flow without using an aftermarket chip or ECU). The rest of the intake system can be modified in any number of ways, but generally the MAF sensor remains stock). Because the computer reads this, it is able to increase the amount of fuel the engine gets when the air flow is increased, thus increasing performance. " (close quote).
This Van also has a factory-installed original roof pop top, along with electrical wiring that allows for the van to be plugged into 110 ac electrical plug/outlets so that electrical appliances such as: lamps, heaters, radios, hot plate, etc, can be used (plugged in) within the interior living area of the "custom RV.". The van also contains original, factory- installed, cabinetry, bed frame, sink and storage areas.

Like I said above, I bought the Van as the perfect platform upon which to hire a company (like Sportsmobile), to perform a Four Wheel Drive RV conversion upon it. However, the Van could, right now, serve as a wonderful, basic, camping/fishing RWD van that two people could comfortably sleep in for up to (according to the former owner) 100,000 (or more) additional miles if the van continues to receive regular/appropriate servicing as it has until now.

I hate to give it up, but I recently received very bad health news and need to get it to someone who needs a rolling home that won't break down for many years as long as it receives decent regular maintence. You will never see anything like this again, so if the van speaks to you, be advised, at the new price, the van won't last long.