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Topfull 9 Inch Cargo Van Uhaul Superior – Matt Degen is a writer who specializes in reviewing cars with the goal of helping you find the best one for your needs. Prior to joining Kelley Blue Book in 2012, he was a writer and editor for over a decade at The Orange County Register newspaper. There he covered cars, music and food – everything that Matt is passionate about. He has degrees in communication and culinary arts. When he’s not evaluating vehicles, he’s cooking on his YouTube channel.

If you want a proven full-size van, they don’t get more iconic than the E Series. Available as a half-ton, three-quarter-ton or one-ton truck or as a passenger wagon, the 2014 Ford E-Series can move a lot of cargo or people or be customized to serve a variety of occupations.

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Fresher rivals such as the Ram Promaster, Nissan NV, Mercedes-Benz Sprinter and upcoming Ford Transit have more efficient powertrains, better technology and modern looks. If you need four-wheel drive, the aging twins GMC Savana and Chevrolet Express also offer it.

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No changes are expected for the 2014 Ford E-Series, which will end production after this year. (However, E-Series Cutaways and Stripped Chassis models will continue to be built for commercial applications.)

For over 50 years, the Ford E-Series van has made a name for itself as a transport for goods and passengers. In that time, Ford’s venerable van has become a workhorse that businesses, fleet services and families rely on daily to form their own hockey team. But time has caught up with the Ford E-Series and 2014 marks the final year for the aging bag as it makes way for the technologically superior and more efficient 2015 Ford Transit. Although the 2014 E-Series competes with fresh rivals like the Ram Promaster and Nissan NV, it’s impossible to ignore this full-size van’s history of commercial service and the familiar bond it’s forged with tradesmen and fleet operators alike.

The Manufacturer’s Suggested Retail Price (MSRP) for the 2014 Ford E-Series Truck and Wagon starts around $29,600 and $31,200, respectively. E-350 Super Duty models start in the neighborhood of $34,000 and can top $45,000 fully equipped. The GMC Savana, Chevrolet Express and Ram Promaster have similar starting prices, while the Nissan NV opens under $27,000. For something smaller and more fuel-efficient, the Nissan NV200 truck starts at just over $21,000, while the compact Ford Transit Connect is under $23,000. Before you buy, check ‘s Fair Purchase Price to see what others in your area are paying for their Ford E Series. On the road, the Ford E-Series’ residual value is expected to be below average but on par with its GM rivals.

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You probably wouldn’t associate a full-size van with quick acceleration or a suspension system that grabs corners or wraps around bodywork – and you’d be right. This is especially the case with the 2014 Ford E-Series van, which makes do with aging engines and a rudimentary suspension system until its turbocharged, MacPherson strut-bearing Transit replacement arrives. That said, the E Series is light enough to live with for the purposes it serves, and has traction and stability control systems to keep a bad situation from getting worse. The van’s large steering wheel provides some feedback, but suddenly changing lanes or rounding corners quickly is inappropriate. The E-Series’ ride remains relatively controlled even when the vehicle is fully loaded, although it can get quite bouncy.

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Both the 2014 Ford E-Series Van and E-Series Wagon have huge interior spaces to serve their particular purposes. Cargo models can be equipped with two front buckets and an empty bay, or crew style with a 2nd row bench for three. The real beauty of the truck’s interior is its ability to be customized with racks, tools and the like. The E-Series Wagon, meanwhile, puts its priority on transporting people. It seats from seven to 15 people, depending on the model and seating layout. Up front, each van is defined by a large dashboard with dated but easy-to-use knobs and controls for audio and climate functions.

As you would expect in a full-size van, form follows function. And like its half-century predecessor before it, the 2014 Ford E-Series keeps its box-on-wheel formula intact. Extended cargo and passenger models may be needed to accommodate more goods or people. Cargo versions of the E Series can be equipped with side and rear windows, and both models can be had with a sliding side door for easier entry and exit. Large side mirrors facilitate visibility and can be ordered with a power telescope function for even better sight lines. If you have a conversion project in mind, the E-Series is available with factory-installed ballast kits to assist your installer.

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CREW CHIEF TELEMATICS This optional onboard communication system enables fleet owners to manage their vehicles, dispatch drivers, monitor usage patterns and track scheduled maintenance. ALTERNATE FUEL OPTIONS The E-Series’ 4.6-liter and 5.4-liter V8 engines are flex-fuel capable, meaning they can run on the E85 blend of ethanol and gasoline. Even better, the 5.4-liter V8 and 6.8-liter V10 can be converted to run on compressed natural gas (CNG) or liquid propane gas (LPG).

The 2014 E-Series has perhaps the shortest list of standard equipment among modern cars. Base versions of both the E-series van and wagon include air conditioning, front-row vinyl flooring, a tilt steering wheel, intermittent windshield wipers, and a 2-speaker audio system with a basic auxiliary jack for portable music players. In these basic versions, windows and door locks are still operated manually. XLT wagon models add a high-capacity front and rear air conditioning system, cruise control and an electronic message center. Standard safety features include driver and front passenger airbags and stability control with rollover mitigation.

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Basic creature comforts available for the 2014 E-Series include a power driver’s seat, remote keyless entry, privacy shield, power windows/door locks, cruise control, and a 6-speaker sound preparation package. Also on the list are a number of seating configurations for wagon models, cloth-trimmed seating surfaces, chrome-finished bumpers and alloy wheels. In-vehicle electronics come in the form of Ford’s voice-activated SYNC software, a navigation system, a rear backup camera and Crew Chief telematics that help track the fleet of vehicles and monitor their idle time, fuel efficiency and more.

The 2014 Ford E-Series offers a choice of three petrol engines – two V8s or a range-topping V10. E-150 and E-250 trims come with the base 4.6-liter V8 that provides adequate power, or the optional 5.4-liter V8 that is standard on E-350 models. Ford’s large 6.8-liter V10 is optional on E-250 and E-350 models. All 2014 E-Series vans are rear-wheel drive and use automatic transmissions. The V8 engines are mated to an old-fashioned 4-speed automatic, while the V10 uses a 5-speed. Towing capacity ranges from a maximum of 6,500 pounds for the base V8 to 10,000 pounds for models equipped with the torquey V10. As you might expect, fuel economy isn’t a focus with either of these engines. The 2015 Transit promises greater efficiency via smaller and more sophisticated gasoline and diesel engines. 4.6-liter V8 225 horsepower @ 4,800 rpm 286 lb-ft of torque @ 3,500 rpm EPA city/highway fuel economy: 13/16 mpg (gasoline), 9/12 mpg (E85, wagon) 10/12 mpg (E85, truck) 5.4-liter V8 255 horsepower @ 4,500 rpm 350 lb-ft of torque @ 2,500 rpm EPA city/highway fuel economy: 11/15 mpg (gas, wagon), 12/16 mpg (gas , truck), 9/11 mpg (E85, wagon), 9/12 mpg (truck) 6.8-liter V10 305 horsepower @ 4,250 rpm 420 lb-ft of torque @ 3,250 rpm EPA city/highway fuel economy: 10/13 mpg (wagon), 10/14 mpg (truck)

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Our expert ratings come from hours of both driving and numbers to ensure you choose the best car for you. We thoroughly experience and analyze every new SUV, car, truck or minivan for sale in the US and compare it to its competitors. When all the dust has settled, we have our ratings. We require new ratings every time a brand new vehicle or a new generation of an existing vehicle comes out. Additionally, we re-evaluate these ratings when a new generation vehicle receives a mid-cycle refresh – basically sprucing up a car midway through its product cycle (usually around 2-3 years) with a minor facelift, often with updates to features and technology. Rather than pulling random numbers out of thin air or from some pointless checklist, the editors rank a vehicle where it belongs in its class. Before any car gets its rating, it has to prove itself better (or worse) than the other cars it’s competing against when trying to get you to spend your money on buying or leasing. Our editors drive and live with a given vehicle. We ask all the right questions about the interior, the exterior, the engine and powertrain, the ride and handling, the features, the comfort and of course the price. Does it serve the purpose for which it was built? (Regardless of that

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